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KINNITATUD Lennuameti peadirektori 03.07.2017 käskkirjaga nr 1.1-1/17/144 965/2012 Annex III - PART-ORO Lisa 2 OPERATOR: ____________________________________________________ AOC # ________________________________________________________________ Ind.No. ________________________________________________________________ This compliance list has been checked (date): ____________________________________________________ This compliance list has been checked (name): ____________________________________________________ This compliance list is a tool not replacing the applicable requirements of Regulation (EC) No 216/2008 and its Implementing Rules. The user must read and check the items in accordance with the Regulation (EC) No 216/2008 and its Implementing Rules. In case any error or deficiency is found in this list, it should be notified to the Authority to make the required corrections. All suggestions or corrections to this compliance list will be considered for improving and developing the list, and to make it more usable for the Operator and the Authority. CONTENTS of Operation Manuals The content of OM should be in accordance with AMC 3 ORO.MLR.100, where applicable, as relevant for the area and type of operation. If there are sections that, because of the nature of the operation, do not apply, it is recommended that operators maintain the numbering system described in ORO.MLR.101 and AMC3 ORO.MLR.100 and insert ‘Not applicable’ or ‘Intentionally blank’ where appropriate. [AMC and GM to Annex III Part ORO: GM1 ORO.MLR.100]. As for OM-A and OM-B, main titles must be in accordance with AMC3 ORO.MLR.100. For example: OM-A 12: Rules of the air. The correlation between Rule References and the Operations Manuals shall be entered in the column OM/Document Reference. If the required information is not included in the OM but in other document (for example requirements set down in 965/2012 Subpart D: Instruments, Data, Equipment) put reference to the relevant document column OM/Document Reference. If a Rule References paragraph is not applicable to the Operator, N/A should be marked to column STATUS by the operator. The column STATUS is for the Authority to note when the applicable part of OM is in accordance with the requirements.(OK/NO) The column COMMENTS is for user notes and declarations if needed. Compliance checklist includes requirements for both commercial air transport operations with aeroplanes and helicopters. All applicable paragraphs in this compliance list should have either an OM reference or N/A, if not applicable. LENNUAMET VA-CAT-700-2 V3 Leht 1/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800 LENNUAMET VA-CAT-700-2 V3 Leht 2/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required 965/2012 --- ANNEX III --- ORGANISATION REQUIREMENTS FOR --- AIR OPERATIONS --- [PART-ORO] --- --- ORO.GEN.005 Scope This Annex establishes requirements to be --- followed by an air operator conducting: (a) commercial air transport operations (CAT); --- (b) commercial specialised operations; (c) non-commercial operations with complex motor-powered aircraft; (d) non-commercial specialised operations with complex motor-powered aircraft. SUBPART GEN --- GENERAL REQUIREMENTS --- SECTION I --- General --- ORO.GEN.105 Competent authority For the purpose of this Annex, the competent --- authority exercising oversight over operators - GM1 ORO.GEN.105 subject to a certification obligation shall be for operators having their principal place of business in a Member State, the authority designated by that Member State. ORO.GEN.110 Operator responsibilities (a) The operator is responsible for the operation - GM1 ORO.GEN.110(a) of the aircraft in accordance with Annex IV to - GM1 ORO.GEN.110(c) Regulation (EC) No 216/2008, the relevant - GM1 ORO.GEN.110(e) requirements of this Annex and its certificate. - GM2 ORO.GEN.110(e) - GM1 ORO.GEN.110(f) (b) Every flight shall be conducted in accordance with the provisions of the operations manual. LENNUAMET VA-CAT-700-2 V3 Leht 3/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (c) The operator shall establish and maintain a system for exercising operational control over any flight operated under the terms of its certificate. (d) The operator shall ensure that its aircraft are equipped and its crews are qualified as required for the area and type of operation. (e) The operator shall ensure that all personnel assigned to, or directly involved in, ground and flight operations are properly instructed, have demonstrated their abilities in their particular duties and are aware of their responsibilities and the relationship of such duties to the operation as a whole. (f) The operator shall establish procedures and instructions for the safe operation of each aircraft type, containing ground staff and crew member duties and responsibilities for all types of operation on the ground and in flight. These procedures shall not require crew members to perform any activities during critical phases of flight other than those required for the safe operation of the aircraft. (g) The operator shall ensure that all personnel are made aware that they shall comply with the laws, regulations and procedures of those States in which operations are conducted and that are pertinent to the performance of their duties. LENNUAMET VA-CAT-700-2 V3 Leht 4/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (h) The operator shall establish a checklist system for each aircraft type to be used by crew members in all phases of flight under normal, abnormal and emergency conditions to ensure that the operating procedures in the operations manual are followed. The design and utilisation of checklists shall observe human factors principles and take into account the latest relevant documentation from the aircraft manufacturer. (i) The operator shall specify flight planning procedures to provide for the safe conduct of the flight based on considerations of aircraft performance, other operating limitations and relevant expected conditions on the route to be followed and at the aerodromes or operating sites concerned. These procedures shall be included in the operations manual. (j) The operator shall establish and maintain YES dangerous goods training programmes for personnel as required by the technical instructions. Such training programmes shall be commensurate with the responsibilities of personnel. Training programmes of operators performing CAT, whether they transport dangerous goods or not, and of operators conducting operations other than CAT referred to in points (b), (c) and (d) of point ORO.GEN.005 that transport dangerous goods shall be subject to review and approval by the competent authority. (k) Notwithstanding point (j), operators conducting commercial operations with the following aircraft shall ensure that the flight crew has received an appropriate dangerous goods training or briefing, to enable them to recognise undeclared dangerous goods brought on-board by passengers or as cargo: LENNUAMET VA-CAT-700-2 V3 Leht 5/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (1) a sailplane; (2) a balloon; (3) a single-engined propeller-driven aeroplane having a maximum certified take-off mass of 5 700 kg or less and a MOPSC of 5 or less operated in a flight taking off and landing at the same aerodrome or operating site, under VFR by day; or (ii) an other-than complex motor-powered helicopter, single-engined, with a MOPSC of 5 or less operated in a flight taking off and landing at the same aerodrome or operating site, under VFR by day. AMC1 ORO.GEN.110(a) Operator responsibilities SECURITY TRAINING PROGRAMME FOR CREW MEMBERS — CAT OPERATIONS Without prejudice to Regulation (EC) No 300/2008, the CAT operator should establish and maintain a security training programme for crew members, including theoretical and practical elements. This training should be provided at the time of operator conversion training and thereafter at intervals not exceeding three years. The content and duration of the training should be adapted to the security threats of the individual operator and should ensure that crew members act in the most appropriate manner to minimise the consequences of acts of unlawful interference. This programme should include the following elements: (a) determination of the seriousness of the occurrence; (b) crew communication and coordination; (c) appropriate self-defence responses; (d) use of non-lethal protective devices assigned to crew members whose use is authorised by the Member State; LENNUAMET VA-CAT-700-2 V3 Leht 6/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (e) understanding of behaviour of terrorists so as to facilitate the ability of crew members to cope with hijacker behaviour and passenger responses; (f) in case where cabin crew are required, live situational training exercises regarding various threat conditions; (g) flight crew compartment procedures to protect the aircraft; (h) aircraft search procedures, in accordance with Regulation (EC) No 300/2008, including identification of prohibited articles; and (i) guidance on the least risk bomb locations. AMC2 ORO.GEN.110(a) Operator responsibilities SECURITY TRAINING PROGRAMME FOR GROUND PERSONNEL — CAT OPERATIONS In accordance with Regulation (EC) No 300/2008, the CAT operator should establish and maintain a security training programme for ground personnel to acquaint appropriate employees with preventive measures and techniques in relation to passengers, baggage, cargo, mail, equipment, stores and supplies intended for carriage so that they contribute to the prevention of acts of sabotage or other forms of unlawful interference. AMC1 ORO.GEN.110(c) Operator --- responsibilities OPERATIONAL CONTROL --- The organisation and methods established to exercise operational control should be included in the operations manual and should cover at least a description of responsibilities concerning the initiation, continuation and termination or diversion of each flight. AMC1 ORO.GEN.110(e) Operator responsibilities MEL TRAINING PROGRAMME LENNUAMET VA-CAT-700-2 V3 Leht 7/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (a) The operator should develop a training programme for ground personell dealing with the use of the MEL and detail such training in the continuing airworthiness maintenance exposition CAME and OM as appropriate. Such training programme should include: (1) the scope, extent and use of the MEL; (2) placarding of inoperative equipment; (3) deferral procedures; (4) dispatching; and (5) any other operator’s MEL related procedures. (b) The operator should develop a training programme for crew members and detail such training in the Operations Manual. Such training programme should include: (1) the scope, extent and use of the MEL; (2) the operator’s MEL procedures; (3) elementary maintenance procedures in accordance with Commission Regulation (EC) No 2042/2003; and (4) pilot-in-command/commander responsibilities. AMC2 ORO.GEN.110(e) Operator responsibilities GROUND OPERATIONS WITH PASSENGERS ON BOARD IN THE ABSENCE OF FLIGHT CREW For ground operations, whenever passengers are embarking, on board or disembarking in the absence of flight crew members, the operator should: (a) establish procedures to alert the aerodrome services in the event of ground emergency or urgent need; and (b) ensure that at least one person on board the aircraft is qualified to apply these procedures and ensure proper coordination between the aircraft and the aerodrome services. LENNUAMET VA-CAT-700-2 V3 Leht 8/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required AMC1 ORO.GEN.110(f) Operator responsibilities STERILE FLIGHT CREW COMPARTMENT (a) Sterile flight crew compartment procedures should ensure that: (1) flight crew activities are restricted to essential operational activities; and (2) cabin crew and technical crew communications to flight crew or entry into the flight crew compartment are restricted to safety or security matters. (b) The sterile flight crew compartment procedures should be applied: (1) during critical phases of flight; (2) during taxiing (aeroplanes); (3) below 10 000 feet above the aerodrome of departure after take-off and the aerodrome of destination before landing, except for cruise flight; and (4) during any other phases of flight as determined by the pilot-in-command or commander. (c) All crew members should be trained on sterile flight crew compartment procedures established by the operator, as appropriate to their duties. AMC1 ORO.GEN.110(f)(h) Operator --- responsibilities ESTABLISHMENT OF PROCEDURES --- (a) An operator should establish procedures to --- be followed by cabin crew covering at least: (1) arming and disarming of slides; (2) operation of cabin lights, including emergency lighting; (3) prevention and detection of cabin, oven and toilet fires; (4) actions to be taken when turbulence is encountered; and LENNUAMET VA-CAT-700-2 V3 Leht 9/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (5) actions to be taken in the event of an emergency and/or an evacuation. (b) When establishing procedures and a checklist system for cabin crew with respect to the aircraft cabin, the operator should take into account at least the following duties: (*See corresponding table) (c) The operator should specify the contents of safety briefings for all cabin crew members prior to the commencement of a flight or series of flights. ORO.GEN.115 Application for an AOC (a) The application for an air operator certificate or an amendment to an existing certificate shall be made in a form and manner established by the competent authority, taking into account the applicable requirements of Regulation (EC) No 216/2008 and its Implementing Rules. (b) Applicants for an initial certificate shall provide the competent authority with documentation demonstrating how they will comply with the requirements established in Regulation (EC) No 216/2008 and its Implementing Rules. Such documentation shall include a procedure describing how changes not requiring prior approval will be managed and notified to the competent authority. ORO.GEN.120 Means of compliance (a) Alternative means of compliance to those adopted by the Agency may be used by an operator to establish compliance with Regulation (EC) No 216/2008 and its Implementing Rules. LENNUAMET VA-CAT-700-2 V3 Leht 10/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (b) When an operator subject to certification wishes to use an alternative means of compliance to the acceptable means of compliance (AMC) adopted by the Agency to establish compliance with Regulation (EC) No 216/2008 and its Implementing Rules, it shall, prior to implementing it, provide the competent authority with a full description of the alternative means of compliance. The description shall include any revisions to manuals or procedures that may be relevant, as well as an assessment demonstrating that the Implementing Rules are met. The operator may implement these alternative YES means of compliance subject to prior approval by the competent authority and upon receipt of the notification as prescribed in ARO.GEN.120(d). (c) An operator required to declare its activity shall notify to the competent authority the list of alternative means of compliance it uses to establish compliance with Regulation (EC) No 216/2008 and its Implementing Rules. (d) When an operator subject to SPO authorisation wishes to use alternative means of compliance, it shall comply with (b) whenever such alternative means of compliance affects the standard operating procedures that are part of the authorisation and with (c) for the declared part of its organisation and operation. AMC1 ORO.GEN.120(a) Means of --- compliance DEMONSTRATION OF COMPLIANCE --- LENNUAMET VA-CAT-700-2 V3 Leht 11/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required In order to demonstrate that the Implementing Rules are met, a risk assessment should be completed and documented. The result of this risk assessment should demonstrate that an equivalent level of safety to that established by the Acceptable Means of Compliance (AMC) adopted by the Agency is reached. ORO.GEN.125 Terms of approval and A certified operator shall comply with the privileges of an operator scope and privileges defined in the operations specifications attached to the operator’s certificate. AMC1 ORO.GEN.125 Terms of approval --- and privileges of an AOC holder MANAGEMENT SYSTEM --- DOCUMENTATION The management system documentation should contain the privileges and detailed scope of activities for which the operator is certified, as relevant to the applicable requirements. The scope of activities defined in the management system documentation should be consistent with the terms of approval. ORO.GEN.130 Changes (a) Any change affecting: --- - GM1 ORO.GEN.130(a) - GM2 ORO.GEN.130(a) - GM1 ORO.GEN.130(b) (1) the scope of the certificate or the operations specifications of an operator; or (2) any of the elements of the operator’s management system as required in ORO.GEN.200(a)(1) and (a)(2), shall require prior approval by the competent YES authority. LENNUAMET VA-CAT-700-2 V3 Leht 12/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (b) For any changes requiring prior approval in --- accordance with Regulation (EC) No 216/2008 and its Implementing Rules, the operator shall apply for and obtain an approval issued by the competent authority. The application shall be submitted before any such change takes place, in order to enable the competent authority to determine continued compliance with Regulation (EC) No 216/2008 and its Implementing Rules and to amend, if necessary, the operator certificate and related terms of approval attached to it. The operator shall provide the competent authority with any relevant documentation. The change shall only be implemented upon receipt of formal approval by the competent authority in accordance with ARO.GEN.330. The operator shall operate under the conditions prescribed by the competent authority during such changes, as applicable. (c) All changes not requiring prior approval shall be managed and notified to the competent authority as defined in the procedure approved by the competent authority in accordance with ARO.GEN.310(c). AMC1 ORO.GEN.130 Changes related to --- an AOC holder APPLICATION TIME FRAMES --- (a) The application for the amendment of an airoperator certificate should be submitted at least 30 days before the date of the intended changes. (b) In the case of a planned change of a nominated person, the operator should inform the competent authority at least 10 days before the date of the proposed change. LENNUAMET VA-CAT-700-2 V3 Leht 13/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (c) Unforeseen changes should be notified at the earliest opportunity, in order to enable the competent authority to determine continued compliance with the applicable requirements and to amend, if necessary, the air operator certificate and related terms of approval. AMC1 ORO.GEN.130(b) Changes related to an AOC holder MANAGEMENT OF CHANGES REQUIRING PRIOR APPROVAL For changes requiring prior approval, the operators should conduct a safety risk assessment and provide it to the competent authority upon request. ORO.GEN.135 Continued validity (a) The operator’s certificate shall remain valid --- subject to: (1) the operator remaining in compliance with the relevant requirements of Regulation (EC) No 216/2008 and its Implementing Rules, taking into account the provisions related to the handling of findings as specified under ORO.GEN.150; (2) the competent authority being granted access to the operator as defined in ORO.GEN.140 to determine continued compliance with the relevant requirements of Regulation (EC) No 216/2008 and its Implementing Rules; and (3) the certificate not being surrendered or revoked. (b) Upon revocation or surrender the certificate shall be returned to the competent authority without delay. LENNUAMET VA-CAT-700-2 V3 Leht 14/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required ORO.GEN.140 Access (a) For the purpose of determining compliance --- with the relevant requirements of Regulation (EC) No 216/2008 and its Implementing Rules, the operator shall grant access at any time to any facility, aircraft, document, records, data, procedures or any other material relevant to its activity subject to certification, whether it is contracted or not, to any person authorised by one of the following authorities: (1) the competent authority defined in ORO.GEN.105; (2) the authority acting under the provisions of ARO.GEN.300(d), ARO.GEN.300(e) or ARO.RAMP. (b) Access to the aircraft mentioned under (a) shall include the possibility to enter and remain in the aircraft during flight operations unless otherwise decided by the commander for the flight crew compartment in accordance with CAT.GEN.MPA.135 in the interest of safety. ORO.GEN.150 Findings After receipt of notification of findings, the --- operator shall: - GM1 ORO.GEN.150 (a) identify the root cause of the non- compliance; (b) define a corrective action plan; and (c) demonstrate corrective action implementation to the satisfaction of the competent authority within a period agreed with that authority as defined in ARO.GEN.350(d). AMC1 ORO.GEN.150(b) Findings --- GENERAL --- The corrective action plan defined by the operator should address the effects of the non- compliance, as well as its root-cause. LENNUAMET VA-CAT-700-2 V3 Leht 15/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required ORO.GEN.155 Immediate reaction to a The operator shall implement: --- safety problem (a) any safety measures mandated by the competent authority in accordance with ARO.GEN.135(c); and (b) any relevant mandatory safety information issued by the Agency, including airworthiness directives. ORO.GEN.160 Occurrence reporting (a) The operator shall report to the competent authority, and to any other organisation required by the State of the operator to be informed, any accident, serious incident and occurrence as defined in Regulation (EU) No 996/2010 of the European Parliament and of the Council and Directive 2003/42/EC. (b) Without prejudice to point (a) the operator shall report to the competent authority and to the organisation responsible for the design of the aircraft any incident, malfunction, technical defect, exceeding of technical limitations or occurrence that would highlight inaccurate, incomplete or ambiguous information contained in the operational suitability data established in accordance with Regulation (EU) No 748/2012 or other irregular circumstance that has or may have endangered the safe operation of the aircraft and that has not resulted in an accident or serious incident. LENNUAMET VA-CAT-700-2 V3 Leht 16/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (c) Without prejudice to Regulation (EU) No 996/2010, Directive 2003/42/EC, Commission Regulation (EC) No 1321/2007 and Commission Regulation (EC) No 1330/2007, the reports referred in paragraphs (a) and (b) shall be made in a form and manner established by the competent authority and contain all pertinent information about the condition known to the operator. (d) Reports shall be made as soon as practicable, but in any case within 72 hours of the operator identifying the condition to which the report relates, unless exceptional circumstances prevent this. (e) Where relevant, the operator shall produce a follow-up report to provide details of actions it intends to take to prevent similar occurrences in the future, as soon as these actions have been identified. This report shall be produced in a form and manner established by the competent authority. AMC1 ORO.GEN.160 Occurrence --- reporting GENERAL --- (a) The operator should report all occurrences defined in AMC 20-8, and as required by the applicable national rules implementing Directive 2003/42/EC on occurrence reporting in civil aviation. (b) In addition to the reports required by AMC 20-8 and Directive 2003/42/EC, the operator should report volcanic ash clouds encountered during flight. AMC2 ORO.GEN.160 Occurrence reporting REPORTABLE EVENTS OF PBN OPERATIONS LENNUAMET VA-CAT-700-2 V3 Leht 17/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (a) A reportable event should be an event that adversely affects the safety of the operation and may be caused by actions or events external to the functioning of the aircraft navigation system. (b) Technical defects and the exceedance of technical limitations, including: (1) significant navigation errors attributed to incorrect data or a database coding error; (2) unexpected deviations in lateral/vertical flight path not caused by flight crew input or erroneous operation of equipment; (3) significant misleading information without a failure warning; (4) total loss or multiple navigation equipment failure; and (5) loss of integrity, e.g. RAIM function, whereas integrity was predicted to be available during preflight planning, should be considered a reportable event. (c) The operator should have in place a system for investigating a reportable event to determine if it is due to an improperly coded procedure or a navigation database error. The operator should initiate corrective actions for such an event. SECTION 2 --- Management --- LENNUAMET VA-CAT-700-2 V3 Leht 18/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required ORO.GEN.200 Management system (a) The operator shall establish, implement and --- maintain a management system that includes: - GM1 ORO.GEN.200(a)(1) - GM2 ORO.GEN.200(a)(1) - GM3 ORO.GEN.200(a)(1) - GM1 ORO.GEN.200(a)(2) - GM1 ORO.GEN.200(a)(3) - GM2 ORO.GEN.200(a)(3) - GM3 ORO.GEN.200(a)(3) - GM4 ORO.GEN.200(a)(3) - GM1 ORO.GEN.200(a)(4) - GM1 ORO.GEN.200(a)(5) - GM1 ORO.GEN.200(a)(6) - GM2 ORO.GEN.200(a)(6) - GM3 ORO.GEN.200(a)(6) - GM4 ORO.GEN.200(a)(6) (1) clearly defined lines of responsibility and accountability throughout the operator, including a direct safety accountability of the accountable manager; (2) a description of the overall philosophies and principles of the operator with regard to safety, referred to as the safety policy; (3) the identification of aviation safety hazards entailed by the activities of the operator, their evaluation and the management of associated risks, including taking actions to mitigate the risk and verify their effectiveness; (4) maintaining personnel trained and competent to perform their tasks; (5) documentation of all management system key processes, including a process for making personnel aware of their responsibilities and the procedure for amending this documentation; LENNUAMET VA-CAT-700-2 V3 Leht 19/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (6) a function to monitor compliance of the operator with the relevant requirements. Compliance monitoring shall include a feedback system of findings to the accountable manager to ensure effective implementation of corrective actions as necessary; and (7) any additional requirements that are prescribed in the relevant Subparts of this Annex or other applicable Annexes. (b) The management system shall correspond to the size of the operator and the nature and complexity of its activities, taking into account the hazards and associated risks inherent in these activities. AMC1 ORO.GEN.200(a)(1);(2);(3);(5) --- Management system NON-COMPLEX OPERATORS - GENERAL --- (a) Safety risk management may be performed using hazard checklists or similar risk management tools or processes, which are integrated into the activities of the operator. (b) The operator should manage safety risks related to a change. The management of change should be a documented process to identify external and internal change that may have an adverse effect on safety. It should make use of the operator’s existing hazard identification, risk assessment and mitigation processes. (c) The operator should identify a person who fulfils the role of safety manager and who is responsible for coordinating the safety management system. This person may be the accountable manager or a person with an operational role within the operator. LENNUAMET VA-CAT-700-2 V3 Leht 20/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (d) Within the operator, responsibilities should be identified for hazard identification, risk assessment and mitigation. (e) The safety policy should include a commitment to improve towards the highest safety standards, comply with all applicable legal requirements, meet all applicable standards, consider best practices and provide appropriate resources. (f) The operator should, in cooperation with other stakeholders, develop, coordinate and maintain an emergency response plan (ERP) that ensures orderly and safe transition from normal to emergency operations and return to normal operations. The ERP should provide the actions to be taken by the operator or specified individuals in an emergency and reflect the size, nature and complexity of the activities performed by the operator. AMC1 ORO.GEN.200(a)(1) Management --- system COMPLEX OPERATORS - --- ORGANISATION AND ACCOUNTABILITIES The management system of an operator should --- encompass safety by including a safety manager and a safety review board in the organisational structure. (a) Safety manager --- (1) The safety manager should act as the focal point and be responsible for the development, administration and maintenance of an effective safety management system. (2) The functions of the safety manager should --- be to: LENNUAMET VA-CAT-700-2 V3 Leht 21/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (i) facilitate hazard identification, risk analysis and management; (ii) monitor the implementation of actions taken to mitigate risks, as listed in the safety action plan; (iii) provide periodic reports on safety performance; (iv) ensure maintenance of safety management documentation; (v) ensure that there is safety management training available and that it meets acceptable standards; (vi) provide advice on safety matters; and (vii) ensure initiation and follow-up of internal occurrence / accident investigations. (b) Safety review board --- (1) The Safety review board should be a high level committee that considers matters of strategic safety in support of the accountable manager’s safety accountability. (2) The board should be chaired by the accountable manager and be composed of heads of functional areas. (3) The safety review board should monitor: --- (i) safety performance against the safety policy and objectives; (ii) that any safety action is taken in a timely manner; and (iii) the effectiveness of the operator’s safety management processes. (c) The safety review board should ensure that appropriate resources are allocated to achieve the established safety performance. LENNUAMET VA-CAT-700-2 V3 Leht 22/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (d) The safety manager or any other relevant person may attend, as appropriate, safety review board meetings. He/she may communicate to the accountable manager all information, as necessary, to allow decision making based on safety data. AMC1 ORO.GEN.200(a)(2) Management --- system COMPLEX OPERATORS - SAFETY --- POLICY (a) The safety policy should: --- (1) be endorsed by the accountable manager; (2) reflect organisational commitments regarding safety and its proactive and systematic management; (3) be communicated, with visible endorsement, throughout the operator; and (4) include safety reporting principles. (b) The safety policy should include a --- commitment: (1) to improve towards the highest safety standards; (2) to comply with all applicable legislation, meet all applicable standards and consider best practices; (3) to provide appropriate resources; (4) to enforce safety as one primary responsibility of all managers; and (5) not to blame someone for reporting something which would not have been otherwise detected. (c) Senior management should: --- (1) continually promote the safety policy to all personnel and demonstrate their commitment to it; LENNUAMET VA-CAT-700-2 V3 Leht 23/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (2) provide necessary human and financial resources for its implementation; and (3) establish safety objectives and performance standards. AMC1 ORO.GEN.200(a)(3) Management --- system COMPLEX OPERATORS - SAFETY RISK --- MANAGEMENT (a) Hazard identification processes --- (1) Reactive and proactive schemes for hazard identification should be the formal means of collecting, recording, analysing, acting on and generating feedback about hazards and the associated risks that affect the safety of the operational activities of the operator. (2) All reporting systems, including confidential reporting schemes, should include an effective feedback process. (b) Risk assessment and mitigation processes --- (1) A formal risk management process should be developed and maintained that ensures analysis (in terms of likelihood and severity of occurrence), assessment (in terms of tolerability) and control (in terms of mitigation) of risks to an acceptable level. (2) The levels of management who have the authority to make decisions regarding the tolerability of safety risks, in accordance with (b)(1), should be specified. (c) Internal safety investigation --- (1) The scope of internal safety investigations should extend beyond the scope of occurrences required to be reported to the competent authority. (d) Safety performance monitoring and --- measurement LENNUAMET VA-CAT-700-2 V3 Leht 24/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (1) Safety performance monitoring and measurement should be the process by which the safety performance of the operator is verified in comparison to the safety policy and objectives. (2) This process should include: --- (i) safety reporting, addressing also the status of compliance with the applicable requirements; (ii) safety studies, that is, rather large analyses encompassing broad safety concerns; (iii) safety reviews including trends reviews, which would be conducted during introduction and deployment of new technologies, change or implementation of procedures, or in situations of structural change in operations; (iv) safety audits focussing on the integrity of the operator’s management system, and periodically assessing the status of safety risk controls; and (v) safety surveys, examining particular elements or procedures of a specific operation, such as problem areas or bottlenecks in daily operations, perceptions and opinions of operational personnel and areas of dissent or confusion. (e) The management of change --- The operator should manage safety risks related to a change. The management of change should be a documented process to identify external and internal change that may have an adverse effect on safety. It should make use of the operator’s existing hazard identification, risk assessment and mitigation processes. (f) Continuous improvement --- LENNUAMET VA-CAT-700-2 V3 Leht 25/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required The operator should continuously seek to --- improve its safety performance. Continuous improvement should be achieved through: (1) proactive and reactive evaluations of facilities, equipment, documentation and procedures through safety audits and surveys; (2) proactive evaluation of individuals’ performance to verify the fulfilment of their safety responsibilities; and (3) reactive evaluations in order to verify the effectiveness of the system for control and mitigation of risk. (g) The emergency response plan (ERP) --- (1) An ERP should be established that provides the actions to be taken by the operator or specified individuals in an emergency. The ERP should reflect the size, nature and complexity of the activities performed by the operator. (2) The ERP should ensure: --- (i) an orderly and safe transition from normal to emergency operations; (ii) safe continuation of operations or return to normal operations as soon as practicable; and (iii) coordination with the emergency response plans of other organisations, where appropriate. AMC1 ORO.GEN.200(a)(4) Management --- system TRAINING AND COMMUNICATION ON --- SAFETY (a) Training --- (1) All personnel should receive safety training as appropriate for their safety responsibilities. (2) Adequate records of all safety training provided should be kept. LENNUAMET VA-CAT-700-2 V3 Leht 26/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (b) Communication --- (1) The operator should establish --- communication about safety matters that: (i) ensures that all personnel are aware of the safety management activities as appropriate for their safety responsibilities; (ii) conveys safety critical information, especially relating to assessed risks and analysed hazards; (iii) explains why particular actions are taken; and (iv) explains why safety procedures are introduced or changed. (2) Regular meetings with personnel where information, actions and procedures are discussed may be used to communicate safety matters. AMC1 ORO.GEN.200(a)(5) Management --- system MANAGEMENT SYSTEM --- DOCUMENTATION - GENERAL (a) The operator’s management system --- documentation should at least include the following information: (1) a statement signed by the accountable manager to confirm that the operator will continuously work in accordance with the applicable requirements and the operator’s documentation as required by this Annex; (2) the operator's scope of activities; (3) the titles and names of persons referred to in ORO.GEN.210 (a) and (b); (4) an operator chart showing the lines of responsibility between the persons referred to in ORO.GEN.210; LENNUAMET VA-CAT-700-2 V3 Leht 27/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (5) a general description and location of the facilities referred to in ORO.GEN.215; (6) procedures specifying how the operator ensures compliance with the applicable requirements; (7) the amendment procedure for the operator’s management system documentation. (b) The operator’s management system documentation may be included in a separate manual or in (one of) the manual(s) as required by the applicable Subpart(s). A cross reference should be included. AMC2 ORO.GEN.200(a)(5) Management --- system COMPLEX OPERATORS – SAFETY --- MANAGEMENT MANUAL (a) The safety management manual (SMM) should be the key instrument for communicating the approach to safety for the whole of the operator. The SMM should document all aspects of safety management, including the safety policy, objectives, procedures and individual safety responsibilities. (b) The contents of the safety management --- manual should include all of the following: (1) scope of the safety management system; (2) safety policy and objectives; (3) safety accountability of the accountable manager; (4) safety responsibilities of key safety personnel; (5) documentation control procedures; (6) hazard identification and risk management schemes; (7) safety action planning; LENNUAMET VA-CAT-700-2 V3 Leht 28/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (8) safety performance monitoring; (9) incident investigation and reporting; (10) emergency response planning; (11) management of change (including organisational changes with regard to safety responsibilities); (12) safety promotion. (c) The SMM may be contained in (one of) the manual(s) of the operator. AMC1 ORO.GEN.200(a)(6) Management --- system COMPLIANCE MONITORING - GENERAL --- (a) Compliance monitoring --- The implementation and use of a compliance --- monitoring function should enable the operator to monitor compliance with the relevant requirements of this Annex and other applicable Annexes. (1) The operator should specify the basic structure of the compliance monitoring function applicable to the activities conducted. (2) The compliance monitoring function should be structured according to the size of the operator and the complexity of the activities to be monitored. (b) Organisations should monitor compliance --- with the procedures they have designed to ensure safe activities. In doing so, they should as a minimum, and where appropriate, monitor compliance with: (1) privileges of the operator; (2) manuals, logs, and records; (3) training standards; LENNUAMET VA-CAT-700-2 V3 Leht 29/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (4) management system procedures and manuals. (c) Organisational set up --- (1) To ensure that the operator continues to meet the requirements of this Part and other applicable Parts, the accountable manager should designate a compliance monitoring manager. The role of the compliance monitoring manager is to ensure that the activities of the operator are monitored for compliance with the applicable regulatory requirements, and any additional requirements as established by the operator, and that these activities are being carried out properly under the supervision of the relevant head of functional area. (2) The compliance monitoring manager should be responsible for ensuring that the compliance monitoring programme is properly implemented, maintained and continually reviewed and improved. (3) The compliance monitoring manager --- should: (i) have direct access to the accountable manager; (ii) not be one of the other persons referred to in ORO.GEN.210 (b); (iii) be able to demonstrate relevant knowledge, background and appropriate experience related to the activities of the operator, including knowledge and experience in compliance monitoring; and (iv) have access to all parts of the operator, and as necessary, any contracted operator. LENNUAMET VA-CAT-700-2 V3 Leht 30/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (4) In the case of a non-complex operator, this task may be exercised by the accountable manager provided he/she has demonstrated having the related competence as defined in (c)(3)(iii). (5) In the case the same person acts as compliance monitoring manager and as safety manager, the accountable manager, with regards to his/her direct accountability for safety, should ensure that sufficient resources are allocated to both functions, taking into account the size of the operator and the nature and complexity of its activities. (6) The independence of the compliance monitoring function should be established by ensuring that audits and inspections are carried out by personnel not responsible for the function, procedure or products being audited. (d) Compliance monitoring documentation --- (1) Relevant documentation should include the relevant part(s) of the operator’s management system documentation. (2) In addition, relevant documentation should --- also include the following: (i) terminology; (ii) specified activity standards; (iii) a description of the operator; (iv) the allocation of duties and responsibilities; (v) procedures to ensure regulatory compliance; (vi) the compliance monitoring programme, --- reflecting: (A) schedule of the monitoring programme; (B) audit procedures; LENNUAMET VA-CAT-700-2 V3 Leht 31/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (C) reporting procedures; (D) follow-up and corrective action procedures; and (E) recording system. (vii) the training syllabus referred to in (e)(2); (viii) document control. (e) Training --- (1) Correct and thorough training is essential to optimise compliance in every operator. In order to achieve significant outcomes of such training, the operator should ensure that all personnel understand the objectives as laid down in the operator’s management system documentation. (2) Those responsible for managing the compliance monitoring function should receive training on this task. Such training should cover the requirements of compliance monitoring, manuals and procedures related to the task, audit techniques, reporting and recording. (3) Time should be provided to train all personnel involved in compliance management and for briefing the remainder of the personnel. (4) The allocation of time and resources should be governed by the volume and complexity of the activities concerned. AMC1 ORO.GEN.200(b) Management --- system SIZE, NATURE AND COMPLEXITY OF --- THE ACTIVITY (a) An operator should be considered as complex when it has a workforce of more than 20 full time equivalents (FTEs) involved in the activity subject to Regulation (EC) No 216/2008 and its Implementing Rules. LENNUAMET VA-CAT-700-2 V3 Leht 32/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (b) Operators with up to 20 FTEs involved in --- the activity subject to Regulation (EC) No 216/2008 and its Implementing Rules may also be considered complex based on an assessment of the following factors: (1) in terms of complexity, the extent and scope of contracted activities subject to the approval; (2) in terms of risk criteria, the extent of the --- following: (i) operations requiring a specific approval; (ii) high-risk commercial specialised operations; (iii) operations with different types of aircraft used; and (iv) operations in challenging environment (offshore, mountainous area, etc.). ORO.GEN.205 Contracted activities (a) The operator shall ensure that when contracting or purchasing any part of its - GM1 ORO.GEN.205 activity, the contracted or purchased service or - GM2 ORO.GEN.205 product conforms to the applicable requirements. (b) When the certified operator or the SPO authorisation holder contracts any part of its activity to an organisation that is not itself certified or authorised in accordance with this Part to carry out such activity, the contracted organisation shall work under the approval of the operator. The contracting organisation shall ensure that the competent authority is given access to the contracted organisation, to determine continued compliance with the applicable requirements. AMC1 ORO.GEN.205 Contracted activities --- RESPONSIBILITY WHEN CONTRACTING --- ACTIVITIES. (a) The operator may decide to contract certain activities to external organisations. LENNUAMET VA-CAT-700-2 V3 Leht 33/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (b) A written agreement should exist between the operator and the contracted organisation clearly defining the contracted activities and the applicable requirements. (c) The contracted safety related activities relevant to the agreement should be included in the operator's safety management and compliance monitoring programmes. (d) The operator should ensure that the contracted organisation has the necessary authorisation or approval when required, and commands the resources and competence to undertake the task. ORO.GEN.210 Personnel requirements (a) The operator shall appoint an accountable manager, who has the authority for ensuring - GM1 ORO.GEN.210(a) that all activities can be financed and carried out in accordance with the applicable requirements. The accountable manager shall be responsible for establishing and maintaining an effective management system. (b) A person or group of persons shall be nominated by the operator, with the responsibility of ensuring that the operator remains in compliance with the applicable requirements. Such person(s) shall be ultimately responsible to the accountable manager. (c) The operator shall have sufficient qualified personnel for the planned tasks and activities to be performed in accordance with the applicable requirements. (d) The operator shall maintain appropriate experience, qualification and training records to show compliance with point (c). LENNUAMET VA-CAT-700-2 V3 Leht 34/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (e) The operator shall ensure that all personnel are aware of the rules and procedures relevant to the exercise of their duties. AMC1 ORO.GEN.210(a) Application for an air operator certificate INFORMATION ON THE ACCOUNTABLE As part of being granted an air operator MANAGER certificate (AOC), the operator should provide the competent authority with the following detailed information regarding the accountable manager: (a) name of the accountable manager; (b) position within the organisation; (c) information on means to ensure that all activities can be financed and carried out; (d) qualification relevant to the position; and (e) work experience relevant to the position. ORO.GEN.215 Facility requirements The operator shall have facilities allowing the performance and management of all planned tasks and activities in accordance with the applicable requirements. ORO.GEN.220 Record-keeping (a) The operator shall establish a system of record-keeping that allows adequate storage - GM1 ORO.GEN.220(b) and reliable traceability of all activities developed, covering in particular all the elements indicated in ORO.GEN.200. (b) The format of the records shall be specified in the operator’s procedures. (c) Records shall be stored in a manner that ensures protection from damage, alteration and theft. AMC1 ORO.GEN.220(b) Record-keeping --- GENERAL --- LENNUAMET VA-CAT-700-2 V3 Leht 35/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (a) The record-keeping system should ensure that all records are accessible whenever needed within a reasonable time. These records should be organised in a way that ensures traceability and retrievability throughout the required retention period. (b) Records should be kept in paper form or in electronic format or a combination of both. Records stored on microfilm or optical disc format are also acceptable. The records should remain legible throughout the required retention period. The retention period starts when the record has been created or last amended. (c) Paper systems should use robust material which can withstand normal handling and filing. Computer systems should have at least one backup system which should be updated within 24 hours of any new entry. Computer systems should include safeguards against the ability of unauthorised personnel to alter the data. (d) All computer hardware used to ensure data backup should be stored in a different location from that containing the working data and in an environment that ensures they remain in good condition. When hardware or software changes take place, special care should be taken that all necessary data continues to be accessible at least through the full period specified in the relevant Subpart. In the absence of such indication, all records should be kept for a minimum period of 5 years. --- SUBPART AOC --- AIR OPERATOR CERTIFICATION --- ORO.AOC.100 Application for an air operator certificate LENNUAMET VA-CAT-700-2 V3 Leht 36/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required - GM1 ORO.AOC.100(c) (a) Without prejudice to Regulation (EC) No 1008/2008 of the European Parliament and the Council8 , prior to commencing commercial air transport operations, the operator shall apply for and obtain an air operator certificate (AOC) issued by the competent authority. (b) The operator shall provide the following information to the competent authority: (1) the official name and business name, address, and mailing address of the applicant; (2) a description of the proposed operation, including the type(s), and number of aircraft to be operated; (3) a description of the management system, including organisational structure; (4) the name of the accountable manager; (5) the names of the nominated persons required by ORO.AOC.135(a) together with their qualifications and experience; (6) a copy of the operations manual required by ORO.MLR.100; (7) a statement that all the documentation sent to the competent authority have been verified by the applicant and found in compliance with the applicable requirements. (c) Applicants shall demonstrate to the competent authority that: (1) they comply with all the requirements of annex IV to Regulation (EC) No 216/2008, this Annex (Part-ORO), Annex IV (Part-CAT) and Annex V (Part-SPA) to this Regulation and Annex I (Part 26) to Regulation (EU) 2015/6409 ; (2) all aircraft operated have a certificate of airworthiness (CofA) in accordance with Regulation (EU) No 748/2012 or are dry- leased in accordance with ORO.AOC.110(d); and LENNUAMET VA-CAT-700-2 V3 Leht 37/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (3) its organisation and management are suitable and properly matched to the scale and scope of the operation. AMC1 ORO.AOC.100 Application for an AOC APPLICATION TIME FRAMES The application for the initial issue of an AOC should be submitted at least 90 days before the intended start date of operation. The operations manual may be submitted later, but in any case not later than 60 days before the intended start date of operation. AMC1 ORO.AOC.100(a) Application for an air operator certificate OPERATOR SECURITY PROGRAMME In accordance with Regulation (EC) No 300/2008, as part of granting the AOC, the CAT operator should provide the competent authority with the operator’s security programme, including security training. The security programme should be adapted to the type and area of operation, as well as to the aircraft operated. ORO.AOC.105 Operations specifications The privileges of the operator, including those and privileges of an AOC holder granted in accordance with Annex V (Part- SPA), shall be specified in the operations specifications of the certificate. ORO.AOC.110 Leasing agreement Any lease-in --- - GM1 ORO.AOC.110(c) (a) Without prejudice to Regulation (EC) No YES 1008/2008, any lease agreement concerning aircraft used by an operator certified in accordance with this Part shall be subject to prior approval by the competent authority. LENNUAMET VA-CAT-700-2 V3 Leht 38/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (b) The operator certified in accordance with this Part shall only wet lease-in aircraft from an operator that is not subject to an operating ban pursuant to Regulation (EC) No 2111/2005. Wet lease-in --- (c) The applicant for the approval of the wet --- lease-in of an aircraft of a third country operator shall demonstrate to the competent authority that: (1) the third country operator holds a valid AOC issued in accordance with ICAO Annex 6; (2) the safety standards of the third country operator with regard to continuing airworthiness and air operations are equivalent to the applicable requirements established by Regulation (EC) No 2042/2003 and this Regulation; and (3) the aircraft has a standard CofA issued in accordance with ICAO Annex 8. Dry lease-in --- (d) An applicant for the approval of the dry --- lease-in of an aircraft registered in a third country shall demonstrate to the competent authority that: (1) an operational need has been identified that cannot be satisfied through leasing an aircraft registered in the EU; (2) the duration of the dry lease-in does not exceed seven months in any 12 consecutive month period; and (3) compliance with the applicable requirements of Regulation (EC) No 2042/2003 is ensured. (4) the aircraft is equipped in accordance with the EU regulations for Air Operations. LENNUAMET VA-CAT-700-2 V3 Leht 39/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required Dry lease-out --- (e) The operator certified in accordance with YES this Part intending to dry lease-out one of its aircraft shall apply for prior approval by the competent authority. The application shall be accompanied by copies of the intended lease agreement or description of the lease provisions, except financial arrangements, and all other relevant documentation. Wet lease-out --- (f) Prior to the wet lease-out of an aircraft, the operator certified in accordance with this Part shall notify the competent authority. AMC1 ORO.AOC.110 Leasing agreement --- GENERAL --- The operator intending to lease-in an aircraft --- should provide the competent authority with the following information: (a) the aircraft type, registration markings and serial number; (b) the name and address of the registered owner; (c) a copy of the valid certificate of airworthiness; (d) a copy of the lease agreement or description of the lease provisions, except financial arrangements; (e) duration of the lease; and (f) in case of wet lease-in a copy of the AOC of the third country operator and the areas of operation. LENNUAMET VA-CAT-700-2 V3 Leht 40/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required The information mentioned above should be --- accompanied by a statement signed by the lessee that the parties to the lease agreement fully understand their respective responsibilities under the applicable regulations. AMC1 ORO.AOC.110(c) Leasing --- agreement WET LEASE-IN --- If the operator is not intending to apply EU --- safety requirements for air operations and continuing airworthiness when wet leasing-in an aircraft registered in a third country, it should demonstrate to the competent authority that the standards complied with are equivalent to the following requirements: (a) Annex IV (Part-CAT); (b) Part-ORO: --- (1) ORO.GEN.110 and Section 2 of Subpart GEN; (2) ORO.MLR, excluding ORO.MLR.105; (3) ORO.FC; (4) ORO.CC, excluding ORO.CC.200 and ORO.CC.210(a); (5) ORO.TC; (6) ORO.FTL, including related CS-FTL; and (7) ORO.SEC; (c) Annex V (Part-SPA), if applicable; (d) for continuing airworthiness management of the third country operator, Part-M Subpart- B, Subpart-C and Subpart-G, excluding M.A.707, and M.A.710; LENNUAMET VA-CAT-700-2 V3 Leht 41/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (e) for the maintenance organisation used by the third country operator during the lease period: Part-145; and (f) the operator should provide the competent authority with a full description of the flight time limitation scheme(s), operating procedures and safety assessment demonstrating compliance with the safety objectives set out in points (b) (1)-(6). AMC2 ORO.AOC.110(c) Leasing --- agreement WET LEASE-IN --- The lessee should maintain a record of occasions when lessors are used, for inspection by the State that issued its AOC. AMC1 ORO.AOC.110(f) Leasing agreement --- WET LEASE-OUT --- When notifying the competent authority. the --- operator intending to wet lease-out an aircraft should provide the competent authority with the following information: (a) the aircraft type, registration markings and serial number; (b) the name and address of the lessee; (c) a copy of the lease agreement or description of the lease provisions, except financial arrangements; and (d) the duration of the lease agreement. ORO.AOC.115 Code-share agreements (a) Without prejudice to applicable EU safety --- requirements for third country operators and aircraft, an operator certified in accordance with this Part shall enter into a code-share agreement with a third country operator only after: LENNUAMET VA-CAT-700-2 V3 Leht 42/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (1) having verified that the third country operator complies with the applicable ICAO standards; and (2) having provided the competent authority with documented information enabling such authority to comply with ARO.OPS.105. (b) When implementing the code-share agreement the operator shall monitor and regularly assess the ongoing compliance of the third country operator with the applicable ICAO standards. (c) The operator certified in accordance with this Part shall not sell and issue tickets for a flight operated by a third country operator when the third country operator is subject to an operating ban pursuant to Regulation (EC) No 2111/2005 or is failing to maintain compliance with the applicable ICAO standards. AMC1 ORO.AOC.115(a)(1) Code share --- agreements INITIAL VERIFICATION OF --- COMPLIANCE (a) In order to verify the third country operator’s compliance with the applicable ICAO standards, in particular ICAO annexes 1, 2, 6, Part I and III, as applicable, 8 and 18, the EU operator should conduct an audit of the third country operator, including interviews of personnel and inspections carried out at the third country operator’s facilities. (b) The audit should focus on the operational, management and control systems of the operator. AMC1 ORO.AOC.115(b) Code share --- arrangements CODE-SHARE AUDIT PROGRAMME --- LENNUAMET VA-CAT-700-2 V3 Leht 43/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (a) Operators should establish a code-share --- audit programme for monitoring continuous compliance of the third country operator with the applicable ICAO standards. Such code- share audit programme should include: (1) the audit methodology (audit report + compliance statements); (2) details of the specific operational areas to audit; (3) criteria for defining satisfactory audit results; (4) a system for reporting and correcting findings; (5) A continuous monitoring system; (6) auditor qualification and authorisation; and (7) the frequency of audits. (b) The third country code-share operator should be audited at periods not exceeding 24 months. The beginning of the first 24-month oversight planning cycle is determined by the date of the first audit and should then determine the start and end dates of the recurrent 24-month planning cycle. The interval between two audits should not exceed 24 months. LENNUAMET VA-CAT-700-2 V3 Leht 44/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (c) The EU operator should ensure a renewal audit of each third country code-share operator prior to the audit expiry date of the previous audit. The audit expiry date for the previous audit becomes the audit effective date for the renewal audit provided the closing meeting for the renewal audit is within 150 days prior to the audit expiry date for the previous audit. If the closing meeting for the renewal audit is more than 150 days prior to the audit expiry date from the previous audit, then the audit effective date for the renewal audit is the day of the closing meeting of the renewal audit. Renewal audits are valid for 24 consecutive months beginning with the audit effective date and ending with the audit expiry date. (d) A code-share audit could be shared by several operators. In case of a shared audit the report should be made available for review by all duly identified sharing operators by any means. (e) After closure of all findings identified during the audit, the EU operator should submit an audit compliance statement to the competent authority demonstrating that the third country operator meets all the applicable safety standards. AMC2 ORO.AOC.115(b) Code share --- agreements THIRD PARTY PROVIDERS --- (a) The initial audit and/or the continuous --- monitoring may be performed by a third party provider on behalf of the EU operator when it is demonstrated that: (1) a documented arrangement has been established with the third party provider; LENNUAMET VA-CAT-700-2 V3 Leht 45/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (2) the audit standards applied by the third party provider addresses the scope of the regulation in sufficient detail; (3) the third party provider uses an evaluation system, designed to assess the operational, management and control systems of the third country code-share operator; (4) independence of the third party provider, its evaluation system as well as the impartiality of the auditors is ensured; (5) the auditors are appropriately qualified and have sufficient knowledge, experience and training, including on-the-job training, to perform their allocated tasks; (6) audits are performed on-site; (7) access to the relevant data and facilities is granted to the level of detail necessary to verify compliance with the applicable requirements; (8) access to the full audit report is granted to the EU operator; (9) procedures have been established for monitoring continued compliance of the third country code-share operator with the applicable requirements, taking into account the timelines in AMC1 ORO.AOC.115(b)(b) and (c); (10) procedures have been established to notify the third country code-share operator of any non-compliance with the applicable requirements, the corrective actions to be taken, the follow up of these corrective actions and closure of findings; (b) The use of a third party provider for the initial audit or the monitoring of continuous compliance of the third country code-share operator does not exempt the EU operator from its responsibility under ORO.AOC.115. LENNUAMET VA-CAT-700-2 V3 Leht 46/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (c) The EU operator should maintain a list of the third country code-share operators monitored by the third party provider. This list and the full audit report prepared by the third party provider should be made available to the competent authority upon request. ORO.AOC.120 Approvals to provide cabin (a) When intending to provide the training YES --- crew training and to issue cabin crew course required in Annex V (Part-CC) to attestations Regulation (EU) No 290/2012, the operator shall apply for and obtain an approval issued by the competent authority. For this purpose, the applicant shall demonstrate compliance with the requirements for the conduct and content of training course established in CC.TRA.215 and CC.TRA.220 of that Annex and shall provide the competent authority with: (1) the date of intended commencement of activity; (2) the personal details and qualifications of the instructors as relevant to the training elements to be covered; (3) the name(s) and address(es) of the training site(s) at which the training is to be conducted; (4) a description of the facilities, training methods, manuals and representative devices to be used; and (5) the syllabi and associated programmes for the training course. (b) If a Member State decides, in accordance YES --- with ARA.CC.200 of Annex VI (Part-ARA) to Regulation (EU) No 290/2012, that operators may be approved to issue cabin crew attestations, the applicant shall, in addition to (a): (1) demonstrate to the competent authority --- that: LENNUAMET VA-CAT-700-2 V3 Leht 47/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (i) the organisation has the capability and accountability to perform this task; (ii) the personnel conducting examinations are appropriately qualified and free from conflict of interest; and (2) provide the procedures and the specified --- conditions for: (i) conducting the examination required by CC.TRA.220; (ii) issuing cabin crew attestations; and (iii) supplying the competent authority with all relevant information and documentation related to the attestations it will issue and their holders, for the purpose of record-keeping, oversight and enforcement actions by that authority. (c) The approvals referred to in (a) and (b) --- shall be specified in the operations specifications. ORO.AOC.125 Non-commercial operations (a) The holder of an AOC may conduct non- --- of aircraft listed in the operations commercial operations with an aircraft specifications by the holder of an AOC otherwise used for commercial air transport operations that is listed in the operations specifications of its AOC, provided that the operator: (1) describes such operations in detail in the --- operations manual, including: (i) identification of the applicable requirements; (ii) a clear identification of any differences between operating procedures used when conducting commercial air transport and non- commercial operations; (iii) a means of ensuring that all personnel involved in the operation are fully familiar with the associated procedures; LENNUAMET VA-CAT-700-2 V3 Leht 48/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (2) submits the identified differences between YES the operating procedures referred to in (a)(1)(ii) to the competent authority for prior approval. (b) An AOC holder conducting operations referred to in (a) shall not be required to submit a declaration in accordance with this Part. ORO.AOC.130 Flight data monitoring — (a) The operator shall establish and maintain a aeroplanes flight data monitoring system, which shall be integrated in its management system, for - GM1 ORO.AOC.130 aeroplanes with a maximum certificated take- - GM2 ORO.AOC.130 off mass of more than 27 000 kg. (*See also Appendix 1 to AMC1 ORO.AOC.130 Flight data monitoring - aeroplanes) (b) The flight data monitoring system shall be non-punitive and contain adequate safeguards to protect the source(s) of the data. AMC1 ORO.AOC.130 Flight data --- monitoring - aeroplanes FLIGHT DATA MONITORING (FDM) --- PROGRAMME (a) The safety manager, as defined under AMC1-ORO.GEN.200(a)(1), should be responsible for the identification and assessment of issues and their transmission to the manager(s) responsible for the process(es) concerned. The latter should be responsible for taking appropriate and practicable safety action within a reasonable period of time that reflects the severity of the issue. (b) An FDM programme should allow an --- operator to: (1) identify areas of operational risk and quantify current safety margins; LENNUAMET VA-CAT-700-2 V3 Leht 49/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (2) identify and quantify operational risks by highlighting occurrences of non-standard, unusual or unsafe circumstances; (3) use the FDM information on the frequency of such occurrences, combined with an estimation of the level of severity, to assess the safety risks and to determine which may become unacceptable if the discovered trend continues; (4) put in place appropriate procedures for remedial action once an unacceptable risk, either actually present or predicted by trending, has been identified; and (5) confirm the effectiveness of any remedial action by continued monitoring. (c) FDM analysis techniques should comprise --- the following: (1) Exceedance detection: searching for deviations from aircraft flight manual limits and standard operating procedures. A set of core events should be selected to cover the main areas of interest to the operator. A sample list is provided in Appendix 1 to AMC1 ORO.AOC.130. The event detection limits should be continuously reviewed to reflect the operator’s current operating procedures. (2) All flights measurement: a system defining what is normal practice. This may be accomplished by retaining various snapshots of information from each flight. (3) Statistics - a series of data collected to support the analysis process: this technique should include the number of flights flown per aircraft and sector details sufficient to generate rate and trend information. LENNUAMET VA-CAT-700-2 V3 Leht 50/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (d) FDM analysis, assessment and process control tools: the effective assessment of information obtained from digital flight data should be dependent on the provision of appropriate information technology tool sets. (e) Education and publication: sharing safety information should be a fundamental principle of aviation safety in helping to reduce accident rates. The operator should pass on the lessons learnt to all relevant personnel and, where appropriate, industry. (f) Accident and incident data requirements specified in CAT.GEN.MPA.195 take precedence over the requirements of an FDM programme. In these cases the FDR data should be retained as part of the investigation data and may fall outside the de-identification agreements. (g) Every crew member should be responsible to report events. Significant risk-bearing incidents detected by FDM should therefore normally be the subject of mandatory occurrence reporting by the crew. If this is not the case then they should submit a retrospective report that should be included under the normal process for reporting and analysing hazards, incidents and accidents. (h) The data recovery strategy should ensure a sufficiently representative capture of flight information to maintain an overview of operations. Data analysis should be performed sufficiently frequently to enable action to be taken on significant safety issues. LENNUAMET VA-CAT-700-2 V3 Leht 51/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (i) The data retention strategy should aim to provide the greatest safety benefits practicable from the available data. A full dataset should be retained until the action and review processes are complete; thereafter, a reduced dataset relating to closed issues should be maintained for longer-term trend analysis. Programme managers may wish to retain samples of de-identified full-flight data for various safety purposes (detailed analysis, training, benchmarking etc.). (j) The data access and security policy should restrict information access to authorised persons. When data access is required for airworthiness and maintenance purposes, a procedure should be in place to prevent disclosure of crew identity. (k) The procedure to prevent disclosure of crew --- identity should be written in a document, which should be signed by all parties (airline management, flight crew member representatives nominated either by the union or the flight crew themselves). This procedure should, as a minimum, define: (1) the aim of the FDM programme; (2) a data access and security policy that should restrict access to information to specifically authorised persons identified by their position; LENNUAMET VA-CAT-700-2 V3 Leht 52/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (3) the method to obtain de-identified crew feedback on those occasions that require specific flight follow-up for contextual information; where such crew contact is required the authorised person(s) need not necessarily be the programme manager or safety manager, but could be a third party (broker) mutually acceptable to unions or staff and management; (4) the data retention policy and accountability including the measures taken to ensure the security of the data; (5) the conditions under which advisory briefing or remedial training should take place; this should always be carried out in a constructive and non-punitive manner; (6) the conditions under which the confidentiality may be withdrawn for reasons of gross negligence or significant continuing safety concern; (7) the participation of flight crew member representative(s) in the assessment of the data, the action and review process and the consideration of recommendations; and (8) the policy for publishing the findings resulting from FDM. (l) Airborne systems and equipment used to obtain FDM data should range from an already installed full quick access recorder (QAR), in a modern aircraft with digital systems, to a basic crash-protected recorder in an older or less sophisticated aircraft. The analysis potential of the reduced data set available in the latter case may reduce the safety benefits obtainable. The operator should ensure that FDM use does not adversely affect the serviceability of equipment required for accident investigation. LENNUAMET VA-CAT-700-2 V3 Leht 53/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required ORO.AOC.135 Personnel requirements (a) In accordance with ORO.GEN.210(b), the --- operator shall nominate persons responsible for - GM1 ORO.AOC.135(a) the management and supervision of the - GM2 ORO.AOC.135(a) following areas: (1) flight operations; (2) crew training; (3) ground operations; and (4) continuing airworthiness in accordance with Regulation (EC) No 2042/2003. (b) Adequacy and competency of personnel --- (1) The operator shall employ sufficient personnel for the planned ground and flight operations. (2) All personnel assigned to, or directly --- involved in, ground and flight operations shall: (i) be properly trained; (ii) demonstrate their capabilities in the performance of their assigned duties; and (iii) be aware of their responsibilities and the relationship of their duties to the operation as a whole. (c) Supervision of personnel --- (1) The operator shall appoint a sufficient number of personnel supervisors, taking into account the structure of the operator’s organisation and the number of personnel employed. (2) The duties and responsibilities of these supervisors shall be defined, and any other necessary arrangements shall be made to ensure that they can discharge their supervisory responsibilities. LENNUAMET VA-CAT-700-2 V3 Leht 54/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (3) The supervision of crew members and personnel involved in the operation shall be exercised by individuals with adequate experience and the skills to ensure the attainment of the standards specified in the operations manual. AMC1 ORO.AOC.135(a) Personnel --- requirements NOMINATED PERSONS --- (a) The person may hold more than one of the nominated posts if such an arrangement is considered suitable and properly matched to the scale and scope of the operation. (b) A description of the functions and the responsibilities of the nominated persons, including their names, should be contained in the operations manual. (c) The holder of an AOC should make arrangements to ensure continuity of supervision in the absence of nominated persons. (d) The person nominated by the holder of an AOC should not be nominated by another holder of an AOC, unless agreed with the competent authorities concerned. (e) Persons nominated should be contracted to work sufficient hours to fulfil the management functions associated with the scale and scope of the operation. AMC2 ORO.AOC.135(a) Personnel --- requirements COMBINATION OF NOMINATED --- PERSONS RESPONSIBILITIES LENNUAMET VA-CAT-700-2 V3 Leht 55/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (a) The acceptability of a single person holding several posts, possibly in combination with being the accountable manager, should depend upon the nature and scale of the operation. The two main areas of concern should be competence and an individual’s capacity to meet his/her responsibilities. (b) As regards competence in different areas of responsibility, there should not be any difference from the requirements applicable to persons holding only one post. (c) The capacity of an individual to meet his/her responsibilities should primarily be dependent upon the scale of the operation. However the complexity of the organisation or of the operation may prevent, or limit, combinations of posts which may be acceptable in other circumstances. (d) In most circumstances, the responsibilities of a nominated person should rest with a single individual. However, in the area of ground operations, it may be acceptable for responsibilities to be split, provided that the responsibilities of each individual concerned are clearly defined. ORO.AOC.140 Facility requirements In accordance with ORO.GEN.215, the --- - GM1 ORO.AOC.140(b);(c) operator shall: (a) make use of appropriate ground handling facilities to ensure the safe handling of its flights; (b) arrange operational support facilities at the main operating base, appropriate for the area and type of operation; and LENNUAMET VA-CAT-700-2 V3 Leht 56/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (c) ensure that the available working space at each operating base is sufficient for personnel whose actions may affect the safety of flight operations. Consideration shall be given to the needs of ground crew, personnel concerned with operational control, the storage and display of essential records and flight planning by crews. ORO.AOC.150 Documentation (a) The operator shall make arrangements for requirements the production of manuals and any other documentation required and associated amendments. (b) The operator shall be capable of distributing operational instructions and other information without delay. --- SUBPART MLR --- MANUALS, LOGS AND RECORDS --- ORO.MLR.100 Operations manual — (a) The operator shall establish an operations general manual (OM) as specified under 8.b of Annex IV to Regulation (EC) No 216/2008. - GM1 ORO.MLR.100(k) (b) The content of the OM shall reflect the requirements set out in this Annex, Annex IV (Part-CAT) and Annex V (Part-SPA), as applicable, and shall not contravene the conditions contained in the operations specifications to the air operator certificate (AOC). (c) The OM may be issued in separate parts. (d) All operations personnel shall have easy access to the portions of the OM that are relevant to their duties. (e) The OM shall be kept up to date. All personnel shall be made aware of the changes that are relevant to their duties. LENNUAMET VA-CAT-700-2 V3 Leht 57/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (f) Each crew member shall be provided with a personal copy of the relevant sections of the OM pertaining to their duties. Each holder of an OM, or appropriate parts of it, shall be responsible for keeping their copy up to date with the amendments or revisions supplied by the operator. (g) For AOC holders: --- (1) for amendments required to be notified in accordance with ORO.GEN.115(b) and ORO.GEN.130(c), the operator shall supply the competent authority with intended amendments in advance of the effective date; and (2) for amendments to procedures associated with prior approval items in accordance with ORO.GEN.130, approval shall be obtained before the amendment becomes effective. (g1) For SPO authorisation holders, any amendment associated with the authorised standard operating procedures, prior approval shall be obtained before the amendment becomes effective (h) Notwithstanding (g) and (g1), when immediate amendments or revisions are required in the interest of safety, they may be published and applied immediately, provided that any approval required has been applied for. (i) The operator shall incorporate all amendments and revisions required by the competent authority. (j) The operator shall ensure that information taken from approved documents, and any amendment thereof, is correctly reflected in the OM. This does not prevent the operator from publishing more conservative data and procedures in the OM. LENNUAMET VA-CAT-700-2 V3 Leht 58/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (k) The operator shall ensure that all personnel are able to understand the language in which those parts of the OM which pertain to their duties and responsibilities are written. The content of the OM shall be presented in a form that can be used without difficulty and observes human factors principles. AMC1 ORO.MLR.100 Operations manual - --- general GENERAL --- (a) The operations manual (OM) may vary in --- detail according to the complexity of the operation and of the type and number of aircraft operated. (b) The OM or parts thereof may be presented --- in any form, including electronic form. In all cases, the accessibility, usability and reliability should be assured. (c) The OM should be such that: --- (1) all parts of the manual are consistent and compatible in form and content; (2) the manual can be readily amended; and (3) the content and amendment status of the manual is controlled and clearly indicated. (d) The OM should include a description of its --- amendment and revision process specifying: (1) the person(s) who may approve amendments or revisions; (2) the conditions for temporary revisions and/or immediate amendments or revision required in the interest of safety; and (3) the methods by which operator personnel are advised of the changes. (e) The OM content may be based on, or may refer to, industry codes of practice. LENNUAMET VA-CAT-700-2 V3 Leht 59/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (f) When compiling an OM, the operator may take advantage of the contents of other relevant documents. Material produced by the operator for the type-related part of the OM may be supplemented with, or substituted by, applicable parts of the aircraft flight manual (AFM) or, where such a document exists, by an aircraft operating manual produced by the manufacturer of the aircraft. (g) In the case of commercial operations with other-than-complex motor-powered aircraft or non-commercial operations, a ‘pilot operating handbook’ (POH), or equivalent document, may be used as the type-related part of the OM, provided that the POH covers the normal and abnormal/emergency operating procedures. (h) For the route and aerodrome part of the OM, material produced by the operator may be supplemented with or substituted by applicable route guide material produced by a specialist company. (i) If the operator chooses to use material from another source in the OM, either the applicable material should be copied and included directly in the relevant part of the OM, or the OM should contain a reference to the appropriate section of that applicable material. (j) If the operator chooses to make use of material from another source (e.g. a route manual producer, an aircraft manufacturer or a training organisation) this does not absolve the operator from the responsibility of verifying the applicability and suitability of this material. Any material received from an external source should be given its status by a statement in the OM. AMC2 ORO.MLR.100 Operations manual – --- LENNUAMET VA-CAT-700-2 V3 Leht 60/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required General CONTENTS – NON-COMMERCIAL --- OPERATIONS WITH COMPLEX MOTOR- POWERED AIRCRAFT For non-commercial operations with complex --- motor-powered aircraft, or CAT operations with either single-engined propeller-driven aeroplanes with an MOPSC of 5 or less, or single-engined non-complex helicopters with an MOPSC of 5 or less, taking off and landing at the same aerodrome or operating site, under VFR by day, the OM should contain at least the following information, where applicable: (a) Table of contents; (b) Amendment control status and list of effective pages or paragraphs, unless the entire manual is re-issued and the manual has an effective date on it; (c) Duties, responsibilities and succession of management and operating personnel; (d) Description of the management system; (e) Operational control system; (f) Flight time limitations; (g) Standard operating procedures (SOPs); (h) Weather limitations; (i) Emergency procedures; (j) Accidents/incidents considerations; (k) Security procedures; (l) Minimum equipment list (MEL); (m) Personnel qualifications and training; (n) Record-keeping; (o) Normal flight operations; (p) Performance operating limitations; (q) Procedures for the preservation of recordings of the flight recorders in order to LENNUAMET VA-CAT-700-2 V3 Leht 61/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required prevent inadvertent reactivation, repair or reinstallation of the flight recorders following an accident or a serious incident or when this preservation is directed by the investigating authority; (r) Handling of dangerous goods. AMC3 ORO.MLR.100 Operations manual – --- general CONTENTS – CAT OPERATIONS --- (a) The OM should contain at least the following information, where applicable, as relevant for the area and type of operation: A GENERAL/BASIC 0 ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL 0.1 Introduction: (a) A statement that the manual complies with all applicable regulations and with the terms and conditions of the applicable AOC. (b) A statement that the manual contains operational instructions that are to be complied with by the relevant personnel. (c) A list and brief description of the various parts, their contents, applicability and use. (d) Explanations and definitions of terms and words needed for the use of the manual. 0.2 System of amendment and revision: (a) Details of the person(s) responsible for the issuance and insertion of amendments and revisions. (b) A record of amendments and revisions with insertion dates and effective dates. (c) A statement that handwritten amendments and revisions are not permitted, except in situations requiring immediate amendment or revision in the interest of safety. (d) A description of the system for the annotation of pages or paragraphs and their effective dates. LENNUAMET VA-CAT-700-2 V3 Leht 62/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (e) A list of effective pages or paragraphs. (f) Annotation of changes (in the text and, as far as practicable, on charts and diagrams). (g) Temporary revisions. (h) A description of the distribution system for the manuals, amendments and revisions. 1 ORGANISATION AND RESPONSIBILITIES 1.1 Organisational structure. A description of the organisational structure, including the general organogram and operations departments’ organograms. The organogram should depict the relationship between the operations departments and the other departments of the operator. In particular, the subordination and reporting lines of all divisions, departments, etc., which pertain to the safety of flight operations, should be shown. 1.2 Nominated persons. The name of each nominated person responsible for flight operations, crew training and ground operations, as prescribed in ORO.AOC.135. A description of their function and responsibilities should be included. 1.3 Responsibilities and duties of operations management personnel. A description of the duties, responsibilities and authority of operations management personnel pertaining to the safety of flight operations and the compliance with the applicable regulations. 1.4 Authority, duties and responsibilities of the pilot-in-command/commander. A statement defining the authority, duties and responsibilities of the pilot- incommand/commander. 1.5 Duties and responsibilities of crew members other than the pilot- incommand/commander. 2 OPERATIONAL CONTROL AND SUPERVISION LENNUAMET VA-CAT-700-2 V3 Leht 63/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required 2.1 Supervision of the operation by the operator. A description of the system for supervision of the operation by the operator (see ORO.GEN.110(c)). This should show how the safety of flight operations and the qualifications of personnel are supervised. In particular, the procedures related to the following items should be described: (a) licence and qualification validity, (b) competence of operations personnel, (c) control, analysis and storage of the required records. 2.2 System and responsibility for promulgation of additional operational instructions and information. A description of any system for promulgating information which may be of an operational nature, but which is supplementary to that in the OM. The applicability of this information and the responsibilities for its promulgation should be included. 2.3 Operational control. A description of the procedures and responsibilities necessary to exercise operational control with respect to flight safety. 2.4 Powers of the authority. A description of the powers of the competent authority and guidance to staff on how to facilitate inspections by authority personnel. 3 MANAGEMENT SYSTEM A description of the management system, including at least the following: (a) safety policy; (b) the process for identifying safety hazards and for evaluating and managing the associated risks; (c) compliance monitoring system; (d) allocation of duties and responsibilities; (e) documentation of all key management system processes. LENNUAMET VA-CAT-700-2 V3 Leht 64/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required 4 CREW COMPOSITION 4.1 Crew composition. An explanation of the method for determining crew compositions, taking account of the following: (a) the type of aircraft being used; (b) the area and type of operation being undertaken; (c) the phase of the flight; (d) the minimum crew requirement and flight duty period planned; (e) experience (total and on type), recency and qualification of the crew members; (f) the designation of the pilot-in- command/commander and, if necessitated by the duration of the flight, the procedures for the relief of the pilot-incommand/commander or other members of the flight crew (see ORO.FC.105); (g) the designation of the senior cabin crew member and, if necessitated by the duration of the flight, the procedures for the relief of the senior cabin crew member and any other member of the cabin crew. 4.2 Designation of the pilot-in- command/commander. The rules applicable to the designation of the pilot-in- command/commander. 4.3 Flight crew incapacitation. Instructions on the succession of command in the event of flight crew incapacitation. 4.4 Operation on more than one type. A statement indicating which aircraft are considered as one type for the purpose of: (a) flight crew scheduling; and (b) cabin crew scheduling. 5 QUALIFICATION REQUIREMENTS 5.1 A description of the required licence, rating(s), qualification/competency (e.g. for routes and aerodromes), experience, training, LENNUAMET VA-CAT-700-2 V3 Leht 65/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required checking and recency for operations personnel to conduct their duties. Consideration should be given to the aircraft type, kind of operation and composition of the crew. 5.2 Flight crew: (a) pilot-in-command/commander, (b) pilot relieving the pilot-in- command/commander, (c) co-pilot, (d) pilot relieving the co-pilot, (e) pilot under supervision, (f) system panel operator, (g) operation on more than one type or variant. 5.3 Cabin crew: (a) senior cabin crew member, (b) cabin crew member: (i) required cabin crew member (ii) additional cabin crew member and cabin crew member during familiarisation flights, (c) operation on more than one type or variant. 5.4 Training, checking and supervision personnel: (a) for flight crew; and (b) for cabin crew. 5.5 Other operations personnel (including technical crew and crew members other than flight, cabin and technical crew). 6 CREW HEALTH PRECAUTIONS 6.1 Crew health precautions. The relevant regulations and guidance to crew members concerning health, including the following: (a) alcohol and other intoxicating liquids, (b) narcotics, (c) drugs, (d) sleeping tablets, LENNUAMET VA-CAT-700-2 V3 Leht 66/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (e) anti-depressants, (f) pharmaceutical preparations, (g) immunisation, (h) deep-sea diving, (i) blood/bone marrow donation, (j) meal precautions prior to and during flight, (k) sleep and rest, (l) surgical operations. 7 FLIGHT TIME LIMITATIONS 7.1 Flight and duty time limitations and rest requirements. 7.2 Exceedance of flight and duty time limitations and/or reductions of rest periods. Conditions under which flight and duty time may be exceeded or rest periods may be reduced, and the procedures used to report these modifications. 7.3 A description of the fatigue risk management, including at least the following: (a) the philosophy and principles; (b) documentation of processes; (c) scientific principles and knowledge; (d) hazard identification and risk assessment processes; (e) risk mitigation process; (f) FRM safety assurance processes; and (g) FRM promotion processes. 8 OPERATING PROCEDURES 8.1 Flight preparation instructions. As applicable to the operation: 8.1.1 Minimum flight altitudes. A description of the method of determination and application of minimum altitudes including: (a) a procedure to establish the minimum altitudes/flight levels for visual flight rules (VFR) flights; and (b) a procedure to establish the minimum altitudes/flight levels for instrument flight rules (IFR) flights. 8.1.2 Criteria and responsibilities for determining the adequacy of aerodromes to be LENNUAMET VA-CAT-700-2 V3 Leht 67/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required used. 8.1.3 Methods and responsibilities for establishing aerodrome operating minima. Reference should be made to procedures for the determination of the visibility and/or runway visual range (RVR) and for the applicability of the actual visibility observed by the pilots, the reported visibility and the reported RVR. 8.1.4 En-route operating minima for VFR flights or VFR portions of a flight and, where single-engined aircraft are used, instructions for route selection with respect to the availability of surfaces that permit a safe forced landing. 8.1.5 Presentation and application of aerodrome and en-route operating minima. 8.1.6 Interpretation of meteorological information. Explanatory material on the decoding of meteorological (MET) forecasts and MET reports relevant to the area of operations, including the interpretation of conditional expressions. 8.1.7 Determination of the quantities of fuel, oil and water methanol carried. The methods by which the quantities of fuel, oil and water methanol to be carried are determined and monitored in-flight. This section should also include instructions on the measurement and distribution of the fluid carried on board. Such instructions should take account of all circumstances likely to be encountered on the flight, including the possibility of in-flight re- planning and of failure of one or more of the aircraft’s power plants. The system for maintaining fuel and oil records should also be described. 8.1.8 Mass and centre of gravity. The general principles of mass and centre of gravity including the following: (a) definitions; LENNUAMET VA-CAT-700-2 V3 Leht 68/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (b) methods, procedures and responsibilities for preparation and acceptance of mass and centre of gravity calculations; (c) the policy for using standard and/or actual masses; (d) the method for determining the applicable passenger, baggage and cargo mass; (e) the applicable passenger and baggage masses for various types of operations and aircraft type; (f) general instructions and information necessary for verification of the various types of mass and balance documentation in use; (g) last-minute changes procedures; (h) specific gravity of fuel, oil and water methanol; (i) seating policy/procedures; (j) for helicopter operations, standard load plans. 8.1.9 Air traffic services (ATS) flight plan. Procedures and responsibilities for the preparation and submission of the ATS flight plan. Factors to be considered include the means of submission for both individual and repetitive flight plans. 8.1.10Operational flight plan. Procedures and responsibilities for the preparation and acceptance of the operational flight plan. The use of the operational flight plan should be described, including samples of the operational flight plan formats in use. 8.1.11Operator’s aircraft technical log. The responsibilities and the use of the operator’s aircraft technical log should be described, including samples of the format used. 8.1.12List of documents, forms and additional information to be carried 8.1.13For commercial air transport operations with single-engined turbine aeroplanes in instrument meteorological conditions or at night (CAT SETIMC) approved in accordance LENNUAMET VA-CAT-700-2 V3 Leht 69/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required with Subpart L (SET-IMC) of Annex V (Part- SPA) to Regulation (EU) No 965/2012: (a) the procedure for route selection with respect to the availability of surfaces, which permits a safe forced landing; (b) the instructions for the assessment of landing sites (elevation, landing direction, and obstacles in the area); and (c) the instructions for the assessment of the weather conditions at those landing sites. 8.2 Ground handling instructions. As applicable to the operation: 8.2.1 Fuelling procedures. A description of fuelling procedures, including: (a) safety precautions during refuelling and defueling including when an auxiliary power unit is in operation or when rotors are running or when an engine is or engines are running and the prop-brakes are on; (b) refuelling and defuelling when passengers are embarking, on board or disembarking; and (c) precautions to be taken to avoid mixing fuels. 8.2.2 Aircraft, passengers and cargo handling procedures related to safety. A description of the handling procedures to be used when allocating seats, embarking and disembarking passengers and when loading and unloading the aircraft. Further procedures, aimed at achieving safety whilst the aircraft is on the ramp, should also be given. Handling procedures should include: (a) special categories of passengers, including children/infants, persons with reduced mobility, inadmissible passengers, deportees and persons in custody; (b) permissible size and weight of hand baggage; (c) loading and securing of items in the aircraft; (d) positioning of ground equipment; LENNUAMET VA-CAT-700-2 V3 Leht 70/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (e) operation of aircraft doors; (f) safety on the aerodrome/operating site, including fire prevention and safety in blast and suction areas; (g) start-up, ramp departure and arrival procedures, including, for aeroplanes, push- back and towing operations; (h) servicing of aircraft; (i) documents and forms for aircraft handling; (j) special loads and classification of load compartments; and (k) multiple occupancy of aircraft seats. 8.2.3 Procedures for the refusal of embarkation. Procedures to ensure that persons who appear to be intoxicated, or who demonstrate by manner or physical indications that they are under the influence of drugs, are refused embarkation. This does not apply to medical patients under proper care. 8.2.4 De-icing and anti-icing on the ground. A description of the de-icing and antiicing policy and procedures for aircraft on the ground. These should include descriptions of the types and effects of icing and other contaminants on aircraft whilst stationary, during ground movements and during take-off. In addition, a description of the fluid types used should be given, including the following: (a) proprietary or commercial names, (b) characteristics, (c) effects on aircraft performance, (d) hold-over times, (e) precautions during usage. 8.3 Flight Procedures: 8.3.1 VFR/IFR Policy. A description of the policy for allowing flights to be made under VFR, or for requiring flights to be made under IFR, or for changing from one to the other. 8.3.2 Navigation Procedures. A description of LENNUAMET VA-CAT-700-2 V3 Leht 71/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required all navigation procedures, relevant to the type(s) and area(s) of operation. Special consideration should be given to: (a) standard navigational procedures, including policy for carrying out independent cross- checks of keyboard entries where these affect the flight path to be followed by the aircraft; and (b) required navigation performance (RNP), minimum navigation performance specification (MNPS) and polar navigation and navigation in other designated areas; (c) in-flight re-planning; (d) procedures in the event of system degradation; and (e) reduced vertical separation minima (RVSM), for aeroplanes 8.3.3 Altimeter setting procedures, including, where appropriate, use of: (a) metric altimetry and conversion tables; and (b) QFE operating procedures. 8.3.4 Altitude alerting system procedures for aeroplanes or audio voice alerting devices for helicopters. 8.3.5 Ground proximity warning system (GPWS)/terrain avoidance warning system (TAWS), for aeroplanes. Procedures and instructions required for the avoidance of controlled flight into terrain, including limitations on high rate of descent near the surface (the related training requirements are covered in OM-D 2.1). 8.3.6 Policy and procedures for the use of traffic collision avoidance system (TCAS)/airborne collision avoidance system (ACAS) for aeroplanes and, when applicable, for helicopters. 8.3.7 Policy and procedures for in-flight fuel management. 8.3.8 Adverse and potentially hazardous LENNUAMET VA-CAT-700-2 V3 Leht 72/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required atmospheric conditions. Procedures for operating in, and/or avoiding, adverse and potentially hazardous atmospheric conditions, including the following: (a) thunderstorms, (b) icing conditions, (c) turbulence, (d) windshear, (e) jet stream, (f) volcanic ash clouds, (g) heavy precipitation, (h) sand storms, (i) mountain waves, (j) significant temperature inversions. 8.3.9 Wake turbulence. Wake turbulence separation criteria, taking into account aircraft types, wind conditions and runway/final approach and take-off area (FATO) location. For helicopters, consideration should also be given to rotor downwash. 8.3.10Crew members at their stations. The requirements for crew members to occupy their assigned stations or seats during the different phases of flight or whenever deemed necessary in the interest of safety and, for aeroplane operations, including procedures for controlled rest in the flight crew compartment. 8.3.11Use of restraint devices for crew and passengers. The requirements for crew members and passengers to use safety belts and/or restraint systems during the different phases of flight or whenever deemed necessary in the interest of safety. 8.3.12Admission to flight crew compartment. The conditions for the admission to the flight crew compartment of persons other than the flight crew. The policy regarding the admission of inspectors from an authority should also be included. 8.3.13Use of vacant crew seats. The conditions and procedures for the use of vacant crew seats. LENNUAMET VA-CAT-700-2 V3 Leht 73/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required 8.3.14Incapacitation of crew members. Procedures to be followed in the event of incapacitation of crew members in-flight. Examples of the types of incapacitation and the means for recognising them should be included. 8.3.15Cabin safety requirements. Procedures: (a) covering cabin preparation for flight, in- flight requirements and preparation for landing, including procedures for securing the cabin and galleys; (b) to ensure that passengers are seated where, in the event that an emergency evacuation is required, they may best assist and not hinder evacuation from the aircraft; (c) to be followed during passenger embarkation and disembarkation; (d) when refuelling/defuelling with passengers embarking, on board or disembarking; (e) covering the carriage of special categories of passengers; (f) covering smoking on board; (g) covering the handling of suspected infectious diseases. 8.3.16Passenger briefing procedures. The contents, means and timing of passenger briefing in accordance with Annex IV (Part- CAT). 8.3.17Procedures for aircraft operated whenever required cosmic or solar radiation detection equipment is carried. 8.3.18Policy on the use of autopilot and autothrottle for aircraft fitted with these systems. 8.4 Low visibility operations (LVO). A description of the operational procedures associated with LVO. 8.5 Extended-range operations with two- engined aeroplanes (ETOPS). A description of the ETOPS operational procedures. (Refer to EASA AMC 20-6) LENNUAMET VA-CAT-700-2 V3 Leht 74/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required 8.6 Use of the minimum equipment and configuration deviation list(s). 8.7 Non-revenue flights. Procedures and limitations, for example, for the following: (a) non-commercial operations by AOC holders, a description of the differences to commercial operations, (b) training flights, (c) test flights, (d) delivery flights, (e) ferry flights, (f) demonstration flights, (g) positioning flights, including the kind of persons who may be carried on such flights. 8.8 Oxygen requirements: 8.8.1 An explanation of the conditions under which oxygen should be provided and used. 8.8.2 The oxygen requirements specified for the following persons: (a) flight crew; (b) cabin crew; (c) passengers. 9 DANGEROUS GOODS AND WEAPONS 9.1 Information, instructions and general guidance on the transport of dangerous goods, in accordance with Subpart G of Annex V (SPA.DG), including: (a) operator’s policy on the transport of dangerous goods; (b) guidance on the requirements for acceptance, labelling, handling, stowage and segregation of dangerous goods; (c) special notification requirements in the event of an accident or occurrence when dangerous goods are being carried; (d) procedures for responding to emergency situations involving dangerous goods; (e) duties of all personnel involved; and LENNUAMET VA-CAT-700-2 V3 Leht 75/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (f) instructions on the carriage of the operator’s personnel on cargo aircraft when dangerous goods are being carried. 9.2 The conditions under which weapons, munitions of war and sporting weapons may be carried. 10 SECURITY Security instructions, guidance, procedures, training and responsibilities, taking into account Regulation (EC) No 300/200816. Some parts of the security instructions and guidance may be kept confidential. 11 HANDLING, NOTIFYING AND REPORTING ACCIDENTS, INCIDENTS AND OCCURRENCES AND USING THE CVR RECORDING Procedures for handling, notifying and reporting accidents, incidents and occurrences. This section should include the following: (a) definition of accident, incident and occurrence and of the relevant responsibilities of all persons involved; (b) illustrations of forms to be used for reporting all types of accident, incident and occurrence (or copies of the forms themselves), instructions on how they are to be completed, the addresses to which they should be sent and the time allowed for this to be done; (c) in the event of an accident, descriptions of which departments, authorities and other organisations have to be notified, how this will be done and in what sequence; (d) procedures for verbal notification to air traffic service units of incidents involving ACAS resolution advisories (RAs), bird hazards, dangerous goods and hazardous conditions; (e) procedures for submitting written reports on air traffic incidents, ACAS RAs, bird strikes, dangerous goods incidents or accidents, and unlawful interference; LENNUAMET VA-CAT-700-2 V3 Leht 76/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (f) reporting procedures. These procedures should include internal safety-related reporting procedures to be followed by crew members, designed to ensure that the pilot-in- command/commander is informed immediately of any incident that has endangered, or may have endangered, safety during the flight, and that the pilotin-command/commander is provided with all relevant information. (g) Procedures for the preservation of recordings of the flight recorders following an accident or a serious incident or when so directed by the investigating authority. These procedures should include: (1) a full quotation of CAT.GEN.MPA.195(a); and (2) instructions and means to prevent inadvertent reactivation, repair or reinstallation of the flight recorders by personnel of the operator or of third parties, and to ensure that flight recorder recordings are preserved for the needs of the investigating authority. (h) Procedures required by CAT.GEN.MPA.195 for using the CVR recording or its transcript without prejudice to Regulation (EU) No 996/210, when applicable. 12 RULES OF THE AIR (a) Visual and instrument flight rules, (b) Territorial application of the rules of the air (c) Communication procedures, including communication-failure procedures, (d) Information and instructions relating to the interception of civil aircraft, (e) The circumstances in which a radio listening watch is to be maintained, (f) Signals (g) Time system used in operation, (h) ATC clearances, adherence to flight plan and position reports, LENNUAMET VA-CAT-700-2 V3 Leht 77/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (i) Visual signals used to warn an unauthorised aircraft flying in or about to enter a restricted, prohibited or danger area, (j) Procedures for flight crew observing an accident or receiving a distress transmission, (k) The ground/air visual codes for use by survivors, and description and use of signal aids, (l) Distress and urgency signals. 13 LEASING/CODE-SHARE A description of the operational arrangements for leasing and code-share, associated procedures and management responsibilities. B AIRCRAFT OPERATING MATTERS — TYPE RELATED Taking account of the differences between types/classes, and variants of types, under the following headings: 0 GENERAL INFORMATION AND UNITS OF MEASUREMENT 0.1 General information (e.g. aircraft dimensions), including a description of the units of measurement used for the operation of the aircraft type concerned and conversion tables. 1 LIMITATIONS 1.1 A description of the certified limitations and the applicable operational limitations should include the following: (a) certification status (e.g. EASA (supplemental) type certificate, environmental certification, etc.); (b) passenger seating configuration for each aircraft type, including a pictorial presentation; (c) types of operation that are approved (e.g. VFR/IFR, CAT II/III, RNP, flights in known icing conditions, etc.); (d) crew composition; (e) mass and centre of gravity; LENNUAMET VA-CAT-700-2 V3 Leht 78/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (f) speed limitations; (g) flight envelope(s); (h) wind limits, including operations on contaminated runways; (i) performance limitations for applicable configurations; (j) (runway) slope; (k) for aeroplanes, limitations on wet or contaminated runways; (l) airframe contamination; (m) system limitations. 2 NORMAL PROCEDURES The normal procedures and duties assigned to the crew, the appropriate checklists, the system for their use and a statement covering the necessary coordination procedures between flight and cabin/other crew members. The normal procedures and duties should include the following: (a) pre-flight, (b) pre-departure, (c) altimeter setting and checking, (d) taxi, take-off and climb, (e) noise abatement, (f) cruise and descent, (g) approach, landing preparation and briefing, (h) VFR approach, (i) IFR approach, (j) visual approach and circling (k) missed approach, (l) normal landing, (m) post-landing, LENNUAMET VA-CAT-700-2 V3 Leht 79/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (n) for aeroplanes, operations on wet and contaminated runways. 3 ABNORMAL AND/OR EMERGENCY PROCEDURES The abnormal and/or emergency procedures and duties assigned to the crew, the appropriate checklists, the system for their use and a statement covering the necessary coordination procedures between flight and cabin/other crew members. The abnormal and/or emergency procedures and duties should include the following: (a) crew incapacitation, (b) fire and smoke drills, (c) for aeroplanes, un-pressurised and partially pressurised flight, (d) for aeroplanes, exceeding structural limits such as overweight landing, (e) lightning strikes (f) distress communications and alerting ATC to emergencies, (g) engine/burner failure, (h) system failures, (i) guidance for diversion in case of serious technical failure, (j) ground proximity warning, including for helicopters audio voice alerting device (AVAD) warning, (k) ACAS/TCAS warning for aeroplanes/audio voice alerting device (AVAD) warning for helicopters, (l) windshear, (m) emergency landing/ditching, (n) for aeroplanes, departure contingency procedures 4 PERFORMANCE 4.0 Performance data should be provided in a form that can be used without difficulty. LENNUAMET VA-CAT-700-2 V3 Leht 80/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required 4.1 Performance data. Performance material that provides the necessary data for compliance with the performance requirements prescribed in Annex IV (Part-CAT). For aeroplanes, this performance data should be included to allow the determination of the following: (a) take-off climb limits — mass, altitude, temperature; (b) take-off field length (for dry, wet and contaminated runway conditions); (c) net flight path data for obstacle clearance calculation or, where applicable, take-off flight path; (d) the gradient losses for banked climb-outs; (e) en-route climb limits; (f) approach climb limits; (g) landing climb limits; (h) landing field length (for dry, wet and contaminated runway conditions) including the effects of an in-flight failure of a system or device, if it affects the landing distance; (i) brake energy limits; (j) speeds applicable for the various flight stages (also considering dry, wet and contaminated runway conditions). 4.1.1 Supplementary data covering flights in icing conditions. Any certified performance related to an allowable configuration, or configuration deviation, such as anti-skid inoperative. 4.1.2 If performance data, as required for the appropriate performance class, are not available in the AFM, then other data should be included. The OM may contain cross-reference to the data contained in the AFM where such data are not likely to be used often or in an emergency. 4.2 Additional performance data for aeroplanes. Additional performance data, LENNUAMET VA-CAT-700-2 V3 Leht 81/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required where applicable, including the following: (a) all engine climb gradients, (b) drift-down data, (c) effect of de-icing/anti-icing fluids, (d) flight with landing gear down, (e) for aircraft with 3 or more engines, one- engine-inoperative ferry flights, (f) flights conducted under the provisions of the configuration deviation list (CDL). 5 FLIGHT PLANNING 5.1 Data and instructions necessary for pre- flight and in-flight planning including, for aeroplanes, factors such as speed schedules and power settings. Where applicable, procedures for engine(s)-out operations, ETOPS (particularly the one-engineinoperative cruise speed and maximum distance to an adequate aerodrome determined in accordance with Annex IV (Part-CAT)) and flights to isolated aerodromes should be included. 5.2 The method for calculating fuel needed for the various stages of flight. 5.3 When applicable, for aeroplanes, performance data for ETOPS critical fuel reserve and area of operation, including sufficient data to support the critical fuel reserve and area of operation calculation based on approved aircraft performance data. The following data should be included: (a) detailed engine(s)-inoperative performance data, including fuel flow for standard and non- standard atmospheric conditions and as a function of airspeed and power setting, where appropriate, covering: (i) drift down (includes net performance), where applicable; (ii) cruise altitude coverage including 10 000 ft; LENNUAMET VA-CAT-700-2 V3 Leht 82/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (iii) holding; (iv) altitude capability (includes net performance); and (v) missed approach; (b) detailed all-engine-operating performance data, including nominal fuel flow data, for standard and non-standard atmospheric conditions and as a function of airspeed and power setting, where appropriate, covering: (i) cruise (altitude coverage including 10 000 ft); and (ii) holding; (c) details of any other conditions relevant to ETOPS operations which can cause significant deterioration of performance, such as ice accumulation on the unprotected surfaces of the aircraft, ram air turbine (RAT) deployment, thrust-reverser deployment, etc.; and (d) the altitudes, airspeeds, thrust settings, and fuel flow used in establishing the ETOPS area of operations for each airframe-engine combination should be used in showing the corresponding terrain and obstruction clearances in accordance with Annex IV (Part- CAT). 6 MASS AND BALANCE Instructions and data for the calculation of the mass and balance, including the following: (a) calculation system (e.g. index system); (b) information and instructions for completion of mass and balance documentation, including manual and computer generated types; (c) limiting masses and centre of gravity for the types, variants or individual aircraft used by the operator; (d) dry operating mass and corresponding centre of gravity or index. 7 LOADING LENNUAMET VA-CAT-700-2 V3 Leht 83/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required Procedures and provisions for loading and unloading and securing the load in the aircraft 8 CONFIGURATION DEVIATION LIST The CDL(s), if provided by the manufacturer, taking account of the aircraft types and variants operated, including procedures to be followed when an aircraft is being dispatched under the terms of its CDL. 10 SURVIVAL AND EMERGENCY EQUIPMENT INCLUDING OXYGEN 10.1 A list of the survival equipment to be carried for the routes to be flown and the procedures for checking the serviceability of this equipment prior to take-off. Instructions regarding the location, accessibility and use of survival and emergency equipment and its associated checklist(s) should also be included. 10.2 The procedure for determining the amount of oxygen required and the quantity that is available. The flight profile, number of occupants and possible cabin decompression should be considered. 11 EMERGENCY EVACUATION PROCEDURES 11.1 Instructions for preparation for emergency evacuation, including crew coordination and emergency station assignment. 11.2 Emergency evacuation procedures. A 11.2 Emergency evacuation procedures. A description of the duties of all members of the crew for the rapid evacuation of an aircraft and the handling of the passengers in the event of a forced landing, ditching or other emergency. 12 AIRCRAFT SYSTEMS A description of the aircraft systems, related controls and indications and operating instructions. Consideration should be given to use the ATA number system when allocating chapters and numbers. C ROUTE/ROLE/AREA AND AERODROME/OPERATING SITE LENNUAMET VA-CAT-700-2 V3 Leht 84/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required INSTRUCTIONS AND INFORMATION 1 Instructions and information relating to communications, navigation and aerodromes/operating sites, including minimum flight levels and altitudes for each route to be flown and operating minima for each aerodrome/operating site planned to be used, including the following: (a) minimum flight level/altitude; (b) operating minima for departure, destination and alternate aerodromes; (c) communication facilities and navigation aids; (d) runway/final approach and take-off area (FATO) data and aerodrome/operating site facilities; (e) approach, missed approach and departure procedures including noise abatement procedures; (f) communication-failure procedures; (g) search and rescue facilities in the area over which the aircraft is to be flown; (h) a description of the aeronautical charts that should be carried on board in relation to the type of flight and the route to be flown, including the method to check their validity; (i) availability of aeronautical information and MET services; (j) en-route communication/navigation procedures; (k) aerodrome/operating site categorisation for flight crew competence qualification; (l) special aerodrome/operating site limitations (performance limitations and operating procedures, etc.). (2) Information related to landing sites available for operations approved in accordance with Subpart L (SET-IMC) of Annex V (Part-SPA) to Regulation (EU) No 965/2012, including: LENNUAMET VA-CAT-700-2 V3 Leht 85/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (a) a description of the landing site (position, surface, slope, elevation, etc.); (b) the preferred landing direction; and (c) obstacles in the area. D TRAINING 1 Description of scope: Training syllabi and checking programmes for all operations personnel assigned to operational duties in connection with the preparation and/or conduct of a flight. 2 Content: Training syllabi and checking programmes should include the following: 2.1 for flight crew, all relevant items prescribed in Annex IV (Part-CAT), Annex V (PartSPA) and ORO.FC; 2.2 for cabin crew, all relevant items prescribed in Annex IV (Part-CAT), Annex V (PartCC) of Commission Regulation (EU) 1178/2011 and ORO.CC; 2.3 for technical crew, all relevant items prescribed in Annex IV (Part-CAT), Annex V (Part-SPA) and ORO.TC; 2.4 for operations personnel concerned, including crew members: (a) all relevant items prescribed in SPA.DG Subpart G of Annex IV (SPA.DG); and (b) all relevant items prescribed in Annex IV (Part-CAT) and ORO.SEC; and 2.5 for operations personnel other than crew members (e.g. dispatcher, handling personnel, etc.), all other relevant items prescribed in Annex IV (Part-CAT) and in this Annex pertaining to their duties. 3 Procedures: 3.1 Procedures for training and checking. 3.2 Procedures to be applied in the event that personnel do not achieve or maintain the required standards. 3.3 Procedures to ensure that abnormal or LENNUAMET VA-CAT-700-2 V3 Leht 86/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required emergency situations requiring the application of part or all of the abnormal or emergency procedures, and simulation of instrument meteorological conditions (IMC) by artificial means are not simulated during CAT operations. 4 Description of documentation to be stored and storage periods. (b) Notwithstanding (a), an OM that is compiled in accordance with JAR-OPS 3 amendment 5 may be considered to be compliant. (c) If there are sections that, because of the nature of the operation, do not apply, it is recommended that operators maintain the numbering system described in ORO.MLR.101 and above and insert ‘Not applicable’ or ‘Intentionally blank’ where appropriate. AMC4 ORO.MLR.100 Operations manual - --- General CONTENTS – NON-COMMERCIAL --- SPECIALISED OPERATIONS WITH COMPLEX MOTOR-POWERED AIRCRAFT AND COMMERCIAL SPECIALISED OPERATIONS (a) The OM should contain at least the --- following information, where applicable, as relevant to the area and type of operation: A GENERAL/BASIC For chapters 0-7 refer to AMC3 ORO.MLR.100. In addition: 6.2 The relevant regulations and guidance to crew members concerning dangerous goods used for specialised tasks (pesticides and chemicals, etc.). 8 OPERATING PROCEDURES 8.1 Flight preparation instructions. As applicable to the operation: 8.1.1 General procedures; 8.1.2 Minimum flight altitudes. A description LENNUAMET VA-CAT-700-2 V3 Leht 87/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required of the method of determination and application of minimum altitudes, including a procedure to establish the minimum altitudes/flight levels; 8.1.3 Criteria and responsibilities for determining the adequacy of aerodromes/operating sites to be used; 8.1.4 Interpretation of meteorological information. Explanatory material on the decoding of MET forecasts and MET reports relevant to the area of operations, including the interpretation of conditional expressions; 8.1.5 Determination of the quantities of fuel, oil and water methanol carried. The methods by which the quantities of fuel, oil and water methanol to be carried are determined and monitored in-flight. The system for maintaining fuel and oil records should also be described; 8.1.6 Procedure for the determination of the mass of loads, the calculation of performance margins and the centre of gravity; 8.1.7 Emergency procedures, e.g. load, fuel or chemical jettison (to include the actions of all personnel); 8.1.8 System for supply of NOTAMS, meteorological and other safety-critical information both at base and in field locations; 8.1.9 Mandatory equipment for specific tasks (mirror, cargo sling, load cell, special radio equipment, radar altimeters, etc.); 8.1.10Guidance on the CDL and MEL; 8.1.11Policy on completion and carriage of documents including operator’s aircraft technical log and journey log, or equivalent; 8.1.12Any task-specific standard operating procedures not covered above. 8.2 Ground handling instructions. As applicable to the operation: 8.2.1 Briefing requirements for in-flight and ground task specialists; 8.2.2 Decontamination procedures; LENNUAMET VA-CAT-700-2 V3 Leht 88/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required 8.2.3 Fuelling procedures, including safety precautions during refuelling and defuelling including quality checks required in the field location, precautions against spillage and environmental damage; 8.2.4. De-icing and anti-icing on the ground. A description of the de-icing and antiicing policy and procedures for aircraft on the ground. 8.3 Flight procedures. As applicable to the operation: 8.3.1 Procedures relevant to the aircraft type, specific task and area; 8.3.2 Altimeter setting procedures; 8.3.3 Actions following alerts from audio warning devices; 8.3.4 GPWS/TAWS for aeroplanes. Procedures and instructions required for the avoidance of controlled flight into terrain, including limitations on high rate of descent near the surface (the related training requirements are covered in OM-D 2.1); 8.3.5 Policy and procedures for the use of TCAS/ACAS for aeroplanes and, when applicable, for helicopters; 8.3.6 Policy and procedures for in-flight fuel management; 8.3.7 Procedures for operating in adverse and potentially hazardous atmospheric conditions; 8.3.8 Wake turbulence and rotor downwash for helicopters; 8.3.9 Use of restraint devices; 8.3.10Policy on use of vacant seats; 8.3.11Cabin safety requirements including smoking. 8.4 Task-specific weather limitations. 8.5 Use of the minimum equipment and configuration deviation list(s). 8.6 Oxygen requirements. An explanation of the conditions under which oxygen should be provided and used (altitude, exposure times, LENNUAMET VA-CAT-700-2 V3 Leht 89/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required night etc.). 9 DANGEROUS GOODS AND WEAPONS 9.1 Information, instruction and general guidance on the transport of dangerous goods as internal or external loads, including: 9.1.1 The operator's policy on the transport of dangerous goods; 9.1.2 Guidance on the requirements for acceptance, labelling, handling, stowage, and segregation of dangerous goods; 9.1.3 Procedures for responding to emergency situations involving dangerous goods; 9.1.4 Duties of all personnel involved; and 9.1.5 Instructions on carriage of the operator’s personnel on cargo aircraft when dangerous goods are being carried. 9.2 The conditions under which weapons, munitions of war and sporting weapons may be carried. 10 SECURITY Security instructions, guidance, procedures, training and responsibilities, taking into account Regulation (EC) No 300/2008. Some parts of the security instructions and guidance may be kept confidential. 11 HANDLING, NOTIFYING AND REPORTING ACCIDENTS, INCIDENTS AND OCCURRENCES, AND USING THE CVR RECORDINGS Procedures for handling, notifying and reporting accidents, incidents and occurrences. This section should include: 11.1 Definitions of accidents and occurrences and responsibilities of all persons involved; 11.2 Reporting procedures (including any mandatory forms); 11.3 Special notification when dangerous goods are carried; and 11.4 Procedures for the preservation of recordings of the flight recorders in order to LENNUAMET VA-CAT-700-2 V3 Leht 90/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required prevent inadvertent reactivation, repair or reinstallation of the flight recorders following an accident or a serious incident or when this preservation is directed by the investigating authority. 12 RULES OF THE AIR In addition to the items referred to in AMC3 ORO.MLR.100, territorial procedures for obtaining permissions and exemptions, e.g. for underslung loads and lowflying clearances. 13 LEASING Refer to AMC3 ORO.MLR.100 B AIRCRAFT OPERATING MATTERS — TYPE RELATED For chapters 0-1 refer to AMC3 ORO.MLR.100. 2 NORMAL PROCEDURES The normal procedures and duties assigned to the crew, the appropriate checklists and the system for their use, including any task or specific role equipment procedures not contained in the AFM. 3 ABNORMAL AND/OR EMERGENCY PROCEDURES The abnormal and/or emergency procedures and duties assigned to the crew, the appropriate checklists and the system for their use, including any task or specific role equipment emergency procedures not contained in the AFM. 4 PERFORMANCE 4.1 Performance data should be provided in a form in which it can be used without difficulty. 4.2 Performance data. Performance material which provides the necessary data for compliance with the performance requirements prescribed in Part-SPO. 5 FLIGHT PLANNING LENNUAMET VA-CAT-700-2 V3 Leht 91/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required 5.1 Data and instructions necessary for pre- flight and in-flight planning. 5.2 Procedures for specialised tasks. 6 MASS AND BALANCE Instructions and data for the calculation of the mass and balance, including: 6.1 Calculation system (e.g. index system); 6.2 Information and instructions for completion of mass and balance documentation; and 6.3 Limitations. 7 LOADING Refer to AMC3 ORO.MLR.100. 8 CONFIGURATION DEVIATION LIST (CDL) Refer to AMC3 ORO.MLR.100. 9 MINIMUM EQUIPMENT LIST (MEL) The MEL for each aircraft type or variant operated and the type(s)/area(s) of operation. It should also contain procedures to be followed when an aircraft is being dispatched with one or more inoperative items, in accordance with the MEL. 10 SURVIVAL AND EMERGENCY EQUIPMENT INCLUDING OXYGEN 10.1 A list of the survival equipment to be carried, taking into account the nature of the area of operation, such as a hostile or a non- hostile environment. 10.2 A checklist for assessing the serviceability of the equipment and instructions for its use prior to take-off. 10.3 The procedure for determining the amount of oxygen required and the quantity that is available. 11 EMERGENCY EVACUATION PROCEDURES 11.1 Emergency evacuation procedures, crew coordination and occupant handling in the LENNUAMET VA-CAT-700-2 V3 Leht 92/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required event of a forced landing, ditching or other emergency. 12 AIRCRAFT SYSTEMS A description of the aircraft systems and all equipment specific to the tasks. Additional equipment, systems or fitting, related special procedures including any supplements to the AFM. C TASKS AND OPERATING AREAS INSTRUCTIONS AND INFORMATION Specific instructions related to the specialised tasks and operating areas in accordance with AMC3 ORO.MLR.100. D TRAINING 1 Training syllabi and checking programmes for all operations personnel assigned to operational duties in connection with the preparation and/or conduct of a flight. 2 Training syllabi and checking programmes should include: 2.1 For flight crew, all relevant items prescribed in Part-SPO, Part-SPA and this Part; 2.2 For other crew members, all relevant items prescribed in Part-SPO and this Part, as applicable; 2.3 For in-flight and ground task specialists concerned, including crew members: a. All relevant items prescribed in SPA.DG; and b. All relevant items prescribed in Part-SPO and ORO.SEC; and 2.4 For operations personnel other than crew members, all other relevant items pertaining to their duties prescribed in Part-SPO and this Part. 3 Procedures: 3.1 Procedures for training and checking. 3.2 Procedures to be applied in the event that personnel do not achieve or maintain the required standards. LENNUAMET VA-CAT-700-2 V3 Leht 93/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required 3.3 A system for tracking expiry dates for qualifications, checks, tests, recency and licences. 4 Description of documentation to be stored and storage periods. (b) If there are sections that, because of the nature of the operation, do not apply, it is recommended that operators maintain the numbering system described in ORO.MLR.101 and above and insert ‘Not applicable’ or ‘Intentionally blank’ where appropriate. ORO.MLR.101 Operations manual — Except for operations with single engined --- structure propeller-driven aeroplanes with a MOPSC of 5 or single engined non-complex helicopters with a MOPSC of 5, taking off and landing at the same aerodrome or operating site, under VFR by day, and for operations with sailplanes and balloons, the main structure of the OM shall be as follows: (a) Part A: General/Basic, comprising all non- type-related operational policies, instructions and procedures; (b) Part B: Aircraft operating matters, comprising all type-related instructions and procedures, taking into account differences between types/classes, variants or individual aircraft used by the operator; (c) Part C: Commercial air transport operations, comprising route/role/area and aerodrome/operating site instructions and information; (d) Part D: Training, comprising all training instructions for personnel required for a safe operation. LENNUAMET VA-CAT-700-2 V3 Leht 94/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required ORO.MLR.105 Minimum equipment list (a) A minimum equipment list (MEL) shall be established as specified under point 8.a.3 of - GM1 ORO.MLR.105(a) Annex IV to Regulation (EC) No 216/2008, - GM1 ORO.MLR.105(d)(3) based on the relevant master minimum - GM2 ORO.MLR.105(d)(3) equipment list (MMEL) as defined in the data - GM1 ORO.MLR.105(e);(f) established in accordance with Regulation - GM1 OR.OPS.MLR.105(f) (EU) No 748/2012. If an MMEL has not been - GM1 ORO.MLR.105(g) established as part of the operational suitability - GM1 ORO.MLR.105(j) data, the MEL may be based on the relevant MMEL accepted by the State of Operator or Registry as applicable. (b) The MEL and any amendment thereto shall YES be approved by the competent authority. (c) The operator shall amend the MEL after any applicable change to the MMEL within the acceptable timescales. (d) In addition to the list of items, the MEL --- shall contain: (1) a preamble, including guidance and definitions for flight crews and maintenance personnel using the MEL; (2) the revision status of the MMEL upon which the MEL is based and the revision status of the MEL; (3) the scope, extent and purpose of the MEL. (e) The operator shall: --- (1) establish rectification intervals for each inoperative instrument, item of equipment or function listed in the MEL. The rectification interval in the MEL shall not be less restrictive than the corresponding rectification interval in the MMEL; (2) establish an effective rectification programme; (3) only operate the aircraft after expiry of the --- rectification interval specified in the MEL when: LENNUAMET VA-CAT-700-2 V3 Leht 95/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (i) the defect has been rectified; or (ii) the rectification interval has been extended in accordance with (f). (f) Subject to approval of the competent YES --- authority, the operator may use a procedure for the one time extension of category B, C and D rectification intervals, provided that: (1) the extension of the rectification interval is within the scope of the MMEL for the aircraft type; (2) the extension of the rectification interval is, as a maximum, of the same duration as the rectification interval specified in the MEL; (3) the rectification interval extension is not used as a normal means of conducting MEL item rectification and is used only when events beyond the control of the operator have precluded rectification; (4) a description of specific duties and responsibilities for controlling extensions is established by the operator; (5) the competent authority is notified of any extension of the applicable rectification interval; and (6) a plan to accomplish the rectification at the earliest opportunity is established. (g) The operator shall establish the operational and maintenance procedures referenced in the MEL taking into account the operational and maintenance procedures referenced in the MMEL. These procedures shall be part of the operator’s manuals or the MEL. LENNUAMET VA-CAT-700-2 V3 Leht 96/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (h) The operator shall amend the operational and maintenance procedures referenced in the MEL after any applicable change to the operational and maintenance procedures referenced in the MMEL. (i) Unless otherwise specified in the MEL, the --- operator shall complete: (1) the operational procedures referenced in the MEL when planning for and/or operating with the listed item inoperative; and (2) the maintenance procedures referenced in the MEL prior to operating with the listed item inoperative. (j) Subject to a specific case-by-case approval YES --- by the competent authority, the operator may operate an aircraft with inoperative instruments, items of equipment or functions outside the constraints of the MEL but within the constraints of the MMEL, provided that: (1) the concerned instruments, items of equipment or functions are within the scope of the MMEL as defined in point (a); (2) the approval is not used as a normal means of conducting operations outside the constraints of the approved MEL and is used only when events beyond the control of the operator have precluded the MEL compliance; (3) a description of specific duties and responsibilities for controlling the operation of the aircraft under such approval is established by the operator; and (4) a plan to rectify the inoperative instruments, items of equipment or functions or to return operating the aircraft under the MEL constraints at the earliest opportunity is established. AMC1 ORO.MLR.105(c) Minimum --- LENNUAMET VA-CAT-700-2 V3 Leht 97/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required equipment list AMENDMENTS TO THE MEL --- FOLLOWING CHANGES TO THE MMEL – APPLICABLE CHANGES AND ACCEPTABLE TIMESCALES (a) The following are applicable changes to the --- MMEL that require amendment of the MEL: (1) a reduction of the rectification interval; (2) change of an item, only when the change is applicable to the aircraft or type of operations and is more restrictive. (b) An acceptable timescale for submitting the amended MEL to the competent authority is 90 days from the effective date specified in the approved change to the MMEL. (c) Reduced timescales for the implementation of safety related amendments may be required if the Agency and/or competent authority consider it necessary. AMC1 ORO.MLR.105(d) Minimum equipment list MEL FORMAT (a) The MEL format and the presentation of items and dispatch conditions should reflect those of the MMEL. (b) The ATA 100/2200 Specification numbering system for MEL items is preferred. (c) Other formats and item numbering systems may be used provided they are clear and unambiguous. AMC1 ORO.MLR.105(d)(1) Minimum equipment list MEL PREAMBLE The MEL preamble should: (a) reflect the content of the MMEL preamble as applicable to the MEL scope and extent; (b) contain terms and definitions used in the MEL; LENNUAMET VA-CAT-700-2 V3 Leht 98/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (c) contain any other relevant specific information for the MEL scope and use that is not originally provided in the MMEL; (d) provide guidance on how to identify the origin of a failure or malfunction to the extent necessary for appropriate application of the MEL; (e) contain guidance on the management of multiple unserviceabilities, based on the guidance given in the MMEL; and (f) contain guidance on placarding of inoperative items to inform crew members of equipment condition, as appropriate. In particular, when such items are accessible to the crew during flight, the control(s) and indicator(s) related to inoperative unit(s) should be clearly placarded. AMC1 ORO.MLR.105(d)(3) Minimum equipment list SCOPE OF THE MEL The MEL should include: (a) The dispatch conditions associated with flights conducted in accordance with special approvals held by the operator in accordance with Part-SPA. (b) specific provision for particular types of operations carried out by the operator. in accordance with ORO.AOC.125. AMC2 ORO.MLR.105(d)(3) Minimum --- equipment list EXTENT OF THE MEL --- LENNUAMET VA-CAT-700-2 V3 Leht 99/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required The operator should include guidance in the MEL on how to deal with any failures that occur between the commencement of the flight and the start of the take-off. If a failure occurs between the commencement of the flight and the start of the take-off, any decision to continue the flight should be subject to pilot judgement and good airmanship. The pilot-in- command/commander may refer to the MEL before any decision to continue the flight is taken. AMC1 ORO.MLR.105(f) Minimum --- equipment list RECTIFICATION INTERVAL EXTENSION --- (RIE) - OPERATOR PROCEDURES FOR THE APPROVAL BY THE COMPETENT AUTHORITY AND NOTIFICATION TO THE COMPETENT AUTHORITY (a) The operator’s procedures to address the extension of rectification intervals and ongoing surveillance to ensure compliance should provide the competent authority with details of the name and position of the nominated personnel responsible for the control of the operator’s rectification interval extension (RIE) procedures and details of the specific duties and responsibilities established to control the use of RIEs. (b) Personnel authorising RIEs should be adequately trained in technical and/or operational disciplines to accomplish their duties. They should have necessary operational knowledge in terms of operational use of the MEL as alleviating documents by flight crew and maintenance personnel and engineering competence. The authorising personnel should be listed by appointment and name. LENNUAMET VA-CAT-700-2 V3 Leht 100/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (c) The operator should notify the competent authority within 1 month of the extension of the applicable rectification interval or within the appropriated timescales specified by the approved procedure for the RIE. (d) The notification should be made in a form determined by the competent authority and should specify the original defect, all such uses, the reason for the RIE and the reasons why rectification was not carried out within the original rectification interval. AMC1 ORO.MLR.105(g) Minimum --- equipment list OPERATIONAL AND MAINTENANCE --- PROCEDURES (a) The operational and maintenance procedures referenced in the MEL should be based on the operational and maintenance procedures referenced in the MMEL. Modified procedures may, however, be developed by the operator when they provide the same level of safety as required by the MMEL. Modified maintenance procedures should be developed in accordance with Commission Regulation (EC) No 2042/2003. (b) Providing appropriate operational and maintenance procedures referenced in the MEL, regardless of who developed them, is the responsibility of the operator. (c) Any item in the MEL requiring an operational or maintenance procedure to ensure an acceptable level of safety should be so identified in the ‘remarks’ or ’exceptions’ column/part/section of the MEL. This will normally be ‘(O)’ for an operational procedure, or ’(M)’ for a maintenance procedure. ‘(O)(M)’ means both operational and maintenance procedures are required. LENNUAMET VA-CAT-700-2 V3 Leht 101/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (d) The satisfactory accomplishment of all procedures, regardless of who performs them, is the responsibility of the operator. AMC1 ORO.MLR.105(h) Minimum --- equipment list OPERATIONAL AND MAINTENANCE --- PROCEDURES - APPLICABLE CHANGES (a) Changes to the operational and maintenance --- procedures referenced in the MMEL are considered applicable and require the amendment of the maintenance and operating procedures referenced in the MEL when: (1) the modified procedure is applicable to the operator’s MEL; and (2) the purpose of this change is to improve compliance with the intent of the associated MMEL dispatch condition. (b) An acceptable timescale for the amendments of maintenance and operating procedures, as defined in (a), should be 90 days from the date when the amended procedures referenced in the MMEL are made available. Reduced timescales for the implementation of safety related amendments may be required if the competent authority considers it necessary. AMC1 ORO.MLR.105(j) Minimum --- equipment list OPERATION OF AN AIRCRAFT WITHIN --- THE CONSTRAINTS OF THE MMEL - OPERATOR’S PROCEDURES FOR THE APPROVAL BY THE COMPETENT AUTHORITY LENNUAMET VA-CAT-700-2 V3 Leht 102/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (a) The operator’s procedures to address the operation of an aircraft outside the constraints of the MEL but within the constraints of the MMEL and ongoing surveillance to ensure compliance should provide the competent authority with details of the name and position of the nominated personnel responsible for the control of the operations under such conditions and details of the specific duties and responsibilities established to control the use of the approval. (b) Personnel authorising operations under such approval should be adequately trained in technical and operational disciplines to accomplish their duties. They should have the necessary operational knowledge in terms of operational use of the MEL as alleviating documents by flight crew and maintenance personnel and engineering competence. The authorising personnel should be listed by appointment and name. ORO.MLR.110 Journey log Particulars of the aircraft, its crew and each journey shall be retained for each flight, or - GM1 ORO.MLR.110 series of flights, in the form of a journey log, or equivalent. AMC1 ORO.MLR.110 Journey log --- GENERAL --- (a) The aircraft journey log, or equivalent, --- should include the following items, where applicable: (1) aircraft nationality and registration, (2) date, (3) name(s) of crew member(s), (4) duty assignments of crew member(s), (5) place of departure, LENNUAMET VA-CAT-700-2 V3 Leht 103/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (6) place of arrival, (7) time of departure, (8) time of arrival, (9) hours of flight, (10) nature of flight (scheduled or non- scheduled), (11) incidents, observations, if any, (12) signature of person in charge. (b) The information, or parts thereof, may be recorded in a form other than on printed paper. Accessibility, usability and reliability should be assured. (c) ‘Journey log, or equivalent’, means that the required information may be recorded in documentation other than a log book, such as the operational flight plan or the aircraft technical log. (d) ‘Series of flights’, means consecutive --- flights, which begin and end: (1) within a 24 hour period; (2) at the same aerodrome or operating site or remain within a local area specified in the operations manual; and (3) with the same pilot-in- command/commander of the aircraft. ORO.MLR.115 Record-keeping (a) The following records shall be stored for at - GM1 ORO.MLR.115(c) least 5 years - GM1 ORO.MLR.115(d) (1) for CAT operators, records of the activities referred to in ORO.GEN.200; (2) for declared operators, a copy of the operator’s declaration, details of approvals held and operations manual; LENNUAMET VA-CAT-700-2 V3 Leht 104/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (3) for SPO authorisation holders, in addition to (a)(2), records related to the risk assessment conducted in accordance with SPO.OP.230 and related standard operating procedures. (b) The following information used for the --- preparation and execution of a flight, and associated reports, shall be stored for three months: (1) the operational flight plan, if applicable; (2) route-specific notice(s) to airmen (NOTAM) and aeronautical information services (AIS) briefing documentation, if edited by the operator; (3) mass and balance documentation; (4) notification of special loads, including written information to the commander/pilot-in- command about dangerous goods; (5) the journey log, or equivalent; and (6) flight report(s) for recording details of any occurrence, or any event that the commander/pilot-in-command deems necessary to report or record; (c) Personnel records shall be stored for the periods indicated below: (*See corresponding table) (d) The operator shall: --- (1) maintain records of all training, checking and qualifications of each crew member, as prescribed in Part-ORO; and (2) make such records available, on request, to the crew member concerned. LENNUAMET VA-CAT-700-2 V3 Leht 105/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (e) The operator shall preserve the information used for the preparation and execution of a flight and personnel training records, even if the operator ceases to be the operator of that aircraft or the employer of that crew member, provided this is within the timescales prescribed in (c). (f) If a crew member becomes a crew member for another operator, the operator shall make the crew member’s records available to the new operator, provided this is within the timescales prescribed in (c). AMC1 ORO.MLR.115 Record-keeping --- TRAINING RECORDS --- A summary of training should be maintained by the operator to show every crew member’s completion of each stage of training and checking. --- SUBPART SEC --- SECURITY --- ORO.SEC.100.A Flight crew compartment (a) In an aeroplane which is equipped with a security flight crew compartment door, this door shall be capable of being locked, and means shall be provided by which the cabin crew can notify the flight crew in the event of suspicious activity or security breaches in the cabin. LENNUAMET VA-CAT-700-2 V3 Leht 106/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (b) All passenger-carrying aeroplanes of a maximum certificated take-off mass exceeding 45 500 kg, or with a MOPSC of more than 60 engaged in the commercial transportation of passengers, shall be equipped with an approved flight crew compartment door that is capable of being locked and unlocked from either pilot’s station and designed to meet the applicable airworthiness requirements. (c) In all aeroplanes which are equipped with a --- flight crew compartment door in accordance with point (b) above: (1) this door shall be closed prior to engine start for take-off and will be locked when required by security procedures or by the pilot- in-command until engine shut down after landing, except when deemed necessary for authorised persons to access or egress in compliance with national civil aviation security programmes; and (2) means shall be provided for monitoring from either pilot’s station the entire door area outside the flight crew compartment to identify persons requesting entry and to detect suspicious behaviour or potential threat. ORO.SEC.100.H Flight crew compartment If installed, the flight crew compartment door security on a helicopter operated for the purpose of carrying passengers shall be capable of being locked from within the flight crew compartment in order to prevent unauthorised access. --- SUBPART FC --- FLIGHT CREW --- LENNUAMET VA-CAT-700-2 V3 Leht 107/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required ORO.FC.005 Scope This Subpart establishes requirements to be --- met by the operator related to flight crew training, experience and qualification and comprises: (a) SECTION 1 specifying common requirements applicable to both non- commercial operations of complex motor- powered aircraft and any commercial operation; (b) SECTION 2 specifying additional requirements applicable to commercial air transport operations, with the exception of: (1) commercial air transport operations of sailplanes or balloons; or (2) commercial air transport operations of passengers conducted under visual flight rules (VFR) by day, starting and ending at the same aerodrome or operating site and within a local area specified by the competent authority, with – single-engined propeller-driven aeroplanes having a maximum certified take-off mass of 5 700 kg or less and a MOPSC of 5, or – other-than complex motor-powered helicopters, single-engined, with a MOPSC of 5. (c) SECTION 3 specifying additional requirements for commercial specialised operations and for those referred to in b(1) and (2). ORO.FC.100 Composition of flight crew (a) The composition of the flight crew and the number of flight crew members at designated crew stations shall be not less than the minimum specified in the aircraft flight manual or operating limitations prescribed for the aircraft. LENNUAMET VA-CAT-700-2 V3 Leht 108/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (b) The flight crew shall include additional flight crew members when required by the type of operation and shall not be reduced below the number specified in the operations manual. (c) All flight crew members shall hold a licence and ratings issued or accepted in accordance with Commission Regulation (EU) No 1178/2011 and appropriate to the duties assigned to them. (d) The flight crew member may be relieved in flight of his/her duties at the controls by another suitably qualified flight crew member. (e) When engaging the services of flight crew --- members who are working on a freelance or part-time basis, the operator shall verify that all applicable requirements of this Subpart and the relevant elements of Annex I (Part-FCL) to Regulation (EU) No 1178/2011, including the requirements on recent experience, are complied with, taking into account all services rendered by the flight crew member to other operator(s) to determine in particular: (1) the total number of aircraft types or variants operated; and (2) the applicable flight and duty time limitations and rest requirements. AMC1 ORO.FC.100(c) Composition of --- flight crew OPERATIONAL MULTI-PILOT --- LIMITATION (OML) The operator should ensure that pilots with an OML on their medical certificate only operate aircraft in multi-pilot operations when the other pilot is fully qualified on the relevant type of aircraft, is not subject to an OML and has not attained the age of 60 years. LENNUAMET VA-CAT-700-2 V3 Leht 109/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required ORO.FC.105 Designation as pilot-in- (a) In accordance with 8.e of Annex IV to command/commander Regulation (EC) No 216/2008, one pilot amongst the flight crew, qualified as pilot-in- - GM1 ORO.FC.105 (b)(2) command in accordance with Annex I (Part- - GM1 ORO.FC.105(d) FCL) to Regulation (EU) No 1178/2011, shall be designated by the operator as pilot-in- command/commander. (b) The operator shall only designate a flight --- crew member to act as pilot-in- command/commander if he/she has: (1) the minimum level of experience specified in the operations manual; (2) adequate knowledge of the route or area to be flown and of the aerodromes, including alternate aerodromes, facilities and procedures to be used; (3) in the case of multi-crew operations, completed an operator’s command course if upgrading from co-pilot to pilot-in- command/commander. (c) In the case of commercial operations of aeroplanes and helicopters, the pilot- incommand/commander or the pilot, to whom the conduct of the flight may be delegated, shall have had initial familiarisation training of the route or area to be flown and of the aerodromes, facilities and procedures to be used. This route/area and aerodrome knowledge shall be maintained by operating at least once on the route or area or to the aerodrome within a 12- month period. (d) Point (c) shall not apply in the case of: (1) performance class B aeroplanes involved in commercial air transport operations under VFR by day; and (2) commercial air transport operations of passengers conducted under VFR by day, starting and ending at the same aerodrome or operating site or within a local area specified by the competent authority, with other-than LENNUAMET VA-CAT-700-2 V3 Leht 110/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required complex motor-powered helicopters, singleengined, with a MOPSC of 5. AMC1 ORO.FC.105(b)(2);(c) Designation as --- pilot-in-command/commander ROUTE/AREA AND AERODROME --- KNOWLEDGE FOR COMMERCIAL OPERATIONS For commercial operations, the experience of --- the route or area to be flown and of the aerodrome facilities and procedures to be used should include the following: (a) Area and route knowledge --- (1) Area and route training should include --- knowledge of: (i) terrain and minimum safe altitudes; (ii) seasonal meteorological conditions; (iii) meteorological, communication and air traffic facilities, services and procedures; (iv) search and rescue procedures where available; and (v) navigational facilities associated with the area or route along which the flight is to take place. (2) Depending on the complexity of the area or --- route, as assessed by the operator, the following methods of familiarisation should be used: (i) for the less complex areas or routes, familiarisation by self-briefing with route documentation, or by means of programmed instruction; and LENNUAMET VA-CAT-700-2 V3 Leht 111/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (ii) in addition, for the more complex areas or routes, in-flight familiarisation as a pilot-in- command/commander or co-pilot under supervision, observer, or familiarisation in a flight simulation training device (FSTD) using a database appropriate to the route concerned. (b) Aerodrome knowledge --- (1) Aerodrome training should include knowledge of obstructions, physical layout, lighting, approach aids and arrival, departure, holding and instrument approach procedures, applicable operating minima and ground movement considerations. (2) The operations manual should describe the method of categorisation of aerodromes and, in the case of CAT operations, provide a list of those aerodrome categorised as B or C. (3) All aerodromes to which an operator --- operates should be categorised in one of these three categories: (i) category A - an aerodrome that meets all of --- the following requirements: (A) an approved instrument approach procedure; (B) at least one runway with no performance limited procedure for take-off and/or landing; (C) published circling minima not higher than 1 000 ft above aerodrome level; and (D) night operations capability. (ii) category B - an aerodrome that does not --- meet the category A requirements or which requires extra considerations such as: (A) non-standard approach aids and/or approach patterns; (B) unusual local weather conditions; LENNUAMET VA-CAT-700-2 V3 Leht 112/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (C) unusual characteristics or performance limitations; or (D) any other relevant considerations including obstructions, physical layout, lighting etc. (iii) category C - an aerodrome that requires additional considerations to a category B aerodrome; Applicable until 01/07/2018, then it will be (iv) offshore installations may be categorised replaced with the version below. as category B or C aerodromes, taking into account the limitations determined in accordance with AMC2 CAT.OP.MPA.105 Use of aerodromes and operating sites. Applicable from 01/07/2018. Will replace the (iv) offshore installations may be categorised paragraph above. as category B or C aerodromes, taking into account the limitations determined in accordance with AMC1 SPA.HOFO.115 ‘Use of offshore locations’. (c) Prior to operating to a: --- (1) category B aerodrome, the pilot-in- command/commander should be briefed, or self-briefed by means of programmed instruction, on the category B aerodrome(s) concerned. The completion of the briefing should be recorded. This recording may be accomplished after completion or confirmed by the pilot-in-command/commander before departure on a flight involving category B aerodrome(s) as destination or alternate aerodromes. (2) category C aerodrome, the pilot-in- command/commander should be briefed and visit the aerodrome as an observer and/or undertake instruction in a suitable FSTD. The completion of the briefing, visit and/or instruction should be recorded. AMC1 ORO.FC.105(c) Designation as pilot- --- in-command/commander LENNUAMET VA-CAT-700-2 V3 Leht 113/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required ROUTE/AREA AND AERODROME --- RECENCY (a) The 12-month period should be counted --- from the last day of the month: (1) when the familiarisation training was undertaken; or (2) of the latest operation on the route or area to be flown and of the aerodromes, facilities and procedures to be used. (b) When the operation is undertaken within the last 3 calendar months of that period, the new 12-month period should be counted from the original expiry date. AMC2 ORO.FC.105(c) Designation as pilot- --- in-command/commander ROUTE/AREA AND AERODROME --- RECENCY - PERFORMANCE CLASS B AEROPLANES OPERATED UNDER VFR BY NIGHT OR IFR IN CAT OPERATIONS AND COMMERCIAL OPERATIONS OTHER THAN CAT In the case of CAT operations with performance class B aeroplanes operating under visual flight rules (VFR) by night or instrument flight rules (IFR) or commercial operations other than CAT, the knowledge should be maintained as follows: (a) except for operations to the most demanding aerodromes, by completion of at least 10 flight sectors within the area of operation during the preceding 12 months in addition to any required self-briefing; (b) operations to the most demanding --- aerodromes may be performed only if: (1) the pilot-in-command/commander has been qualified at the aerodrome within the preceding 36 months by a visit as an operating flight crew member or as an observer; LENNUAMET VA-CAT-700-2 V3 Leht 114/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (2) the approach is performed in visual meteorological conditions (VMC) from the applicable minimum sector altitude; and (3) an adequate self-briefing has been made prior to the flight. ORO.FC.110 Flight engineer When a separate flight engineer station is incorporated in the design of an aeroplane, the flight crew shall include one crew member who is suitably qualified in accordance with applicable national rules. ORO.FC.115 Crew resource management (a) Before operating, the flight crew member (CRM) training shall have received CRM training, appropriate to his/her role, as specified in the operations manual. (b) Elements of CRM training shall be included in the aircraft type or class training and recurrent training as well as in the command course. AMC1 ORO.FC.115 Crew resource (a) General management (CRM) training (1) Training environment CRM TRAINING — MULTI-PILOT CRM training should be conducted in the non- OPERATIONS operational environment (classroom and - GM1 ORO.FC.115 computer-based) and in the operational - GM2 ORO.FC.115 environment (flight simulation training device - GM3 ORO.FC.115 (FSTD) and aircraft). Tools such as group - GM4 ORO.FC.115 discussions, team task analysis, team task - GM5 ORO.FC.115 simulation and feedback should be used. - GM6 ORO.FC.115 - GM7 ORO.FC.115 (2) Classroom training Whenever possible, classroom training should be conducted in a group session away from the pressures of the usual working environment, so that the opportunity is provided for flight crew members to interact and communicate in an environment conducive to learning. LENNUAMET VA-CAT-700-2 V3 Leht 115/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (3) Computer-based training Computer-based training should not be conducted as a stand-alone training method, but may be conducted as a complementary training method. (4) Flight simulation training devices (FSTDs) Whenever practicable, parts of the CRM training should be conducted in FSTDs that reproduce a realistic operational environment and permit interaction. This includes but is not limited to line-oriented flight training (LOFT) scenarios. (5) Integration into flight crew training CRM principles should be integrated into relevant parts of flight crew training and operations including checklists, briefings, abnormal and emergency procedures. (6) Combined CRM training for flight crew, cabin crew and technical crew (i) Operators should provide combined training for flight crew, cabin crew and technical crew during recurrent CRM training. (ii) The combined training should address at least: (A) effective communication, coordination of tasks and functions of flight crew, cabin crew and technical crew; and (B) mixed multinational and cross-cultural flight crew, cabin crew and technical crew, and their interaction, if applicable. (iii) The combined training should be expanded to include medical passengers, if applicable to the operation. (iv) Combined CRM training should be conducted by flight crew CRM trainer or cabin crew CRM trainer. LENNUAMET VA-CAT-700-2 V3 Leht 116/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (v) There should be an effective liaison between flight crew, cabin crew and technical crew training departments. Provision should be made for transfer of relevant knowledge and skills between flight crew, cabin crew and technical crew CRM trainers. (7) Management system CRM training should address hazards and risks identified by the operator’s management system described in ORO.GEN.200. (8) Competency-based CRM training (i) Whenever practicable, the compliance- based approach concerning CRM training may be substituted by a competency-based approach such as evidence-based training. In this context, CRM training should be characterised by a performance orientation, with emphasis on standards of performance and their measurement, and the development of training to the specified performance standards. (ii) CRM training should be an essential element of the alternative training and qualification programme (ATQP) described in ORO.FC.A.245, when the operator applies ATQP. (9) Contracted CRM training If the operator chooses not to establish its own CRM training, another operator, a third party or a training organisation may be contracted to provide the training in accordance with ORO.GEN.205. In case of contracted CRM training, the operator should ensure that the content of the course covers the specific culture, the type of operations and the associated procedures of the operator. When crew members from different operators attend the same course, the CRM training should be specific to the relevant flight operations and to the trainees concerned. LENNUAMET VA-CAT-700-2 V3 Leht 117/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (b) Initial operator’s CRM training (1) The flight crew member should complete the initial operator’s CRM training once. When the type of operation of a new operator is not different, the new operator should not be required to provide the initial operator’s CRM training to this flight crew member a second time. (2) The initial training should cover all elements specified in Table 1 of (g). (c) Operator conversion course — CRM training When the flight crew member undertakes a conversion course with a change of aircraft type or change of operator, elements of CRM training should be integrated into all appropriate phases of the operator’s conversion course, as specified in Table 1 of (g). (d) Annual recurrent CRM training (1) Annual recurrent CRM training should be provided in such a way that all CRM training elements specified for the annual recurrent training in Table 1 of (g) are covered over a period not exceeding 3 years. (2) Operators should update their CRM recurrent training programme over a period not exceeding 3 years. The revision of the programme should take into account information from the operator’s management system including the results of the CRM assessment. (e) Command course — CRM training The operator should ensure that elements of CRM training are integrated into the command course, as specified in Table 1 of (g). LENNUAMET VA-CAT-700-2 V3 Leht 118/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (f) Training elements The CRM training elements to be covered are specified in Table 1 of (g). The operator should ensure that the following aspects are addressed: (1) Automation and philosophy on the use of automation (i) The CRM training should include training in the use and knowledge of automation, and in the recognition of systems and human limitations associated with the use of automation. The operator should, therefore, ensure that the flight crew member receives training on: (A) the application of the operations policy concerning the use of automation as stated in the operations manual; and (B) system and human limitations associated with the use of automation, giving special attention to issues of mode awareness, automation surprises and over-reliance including false sense of security and complacency. (ii) The objective of this training should be to provide appropriate knowledge, skills and attitudes for managing and operating automated systems. Special attention should be given to how automation increases the need for crews to have a common understanding of the way in which the system performs, and any features of automation that make this understanding difficult. (iii) If conducted in an FSTD, the training should include automation surprises of different origin (system- and pilot-induced). LENNUAMET VA-CAT-700-2 V3 Leht 119/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (2) Monitoring and intervention Flight crew should be trained in CRM-related aspects of operation monitoring before, during and after flight, together with any associated priorities. This CRM training should include guidance to the pilot monitoring on when it would be appropriate to intervene, if felt necessary, and how this should be done in a timely manner. Reference should be made to the operator procedures for structured intervention as specified in the operations manual. (3) Resilience development CRM training should address the main aspects of resilience development. The training should cover: (i) Mental flexibility Flight crew should be trained to: (A) understand that mental flexibility is necessary to recognise critical changes; (B) reflect on their judgement and adjust it to the unique situation; (C) avoid fixed prejudices and over-reliance on standard solutions; and (D) remain open to changing assumptions and perceptions. (ii) Performance adaptation Flight crew should be trained to: (A) mitigate frozen behaviours, overreactions and inappropriate hesitation; and (B) adjust actions to current conditions. (4) Surprise and startle effect CRM training should address unexpected, unusual and stressful situations. The training should cover: (i) surprises and startle effects; and (ii) management of abnormal and emergency situations, including: (A) the development and maintenance of the capacity to manage crew LENNUAMET VA-CAT-700-2 V3 Leht 120/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required resources; (B) the acquisition and maintenance of adequate automatic behavioural responses; and (C) recognising the loss and re-building situation awareness and control. (5) Cultural differences CRM training should cover cultural differences of multinational and cross-cultural crews. This includes recognising that: (i) different cultures may have different communication specifics, ways of understanding and approaches to the same situation or problem; (ii) difficulties may arise when crew members with different mother tongue communicate in a common language which is not their mother tongue; and (iii) cultural differences may lead to different methods for identifying a situation and solving a problem. (6) Operator’s safety culture and company culture CRM training should cover the operator’s safety culture, its company culture, the type of operations and the associated procedures of the operator. This should include areas of operations that may lead to particular difficulties or involve unusual hazards. (7) Case studies (i) CRM training should cover aircraft type- specific case studies, based on the information available within the operator’s management system, including: LENNUAMET VA-CAT-700-2 V3 Leht 121/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (A) accident and serious incident reviews to analyse and identify any associated non-technical causal and contributory factors, and instances or examples of lack of CRM; and (B) analysis of occurrences that were well managed. (ii) If relevant aircraft type-specific or operator-specific case studies are not available, the operator should consider other case studies relevant to the scale and scope of its operations. (g) CRM training syllabus Table 1 below specifies which CRM training elements should be covered in each type of training. The levels of training in Table 1 can be described as follows: (1) ‘Required’ means training that should be instructional or interactive in style to meet the objectives specified in the CRM training programme or to refresh and strengthen knowledge gained in a previous training. (2) ‘In-depth’ means training that should be instructional or interactive in style taking full advantage of group discussions, team task analysis, team task simulation, etc., for the acquisition or consolidation of knowledge, skills and attitudes. The CRM training elements should be tailored to the specific needs of the training phase being undertaken. Tabel 1: Flight crew CRM training (h) Assessment of CRM skills (1) Assessment of CRM skills is the process of observing, recording, interpreting and debriefing crews and crew member’s performance using an accepted methodology in the context of the overall performance. LENNUAMET VA-CAT-700-2 V3 Leht 122/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (2) The flight crew member’s CRM skills should be assessed in the operational environment, but not during CRM training in the non- operational environment. Nevertheless, during training in the non-operational environment, feedback from the flight crew CRM trainer or from trainees on individual and crew performance may be given to the crew members concerned. (3) The assessment of CRM skills should: (i) include debriefing the crew and the individual crew member; (ii) serve to identify additional training, where needed, for the crew or the individual crew member; and (iii) be used to improve the CRM training system by evaluating de-identified summaries of all CRM assessments. (4) Prior to the introduction of CRM skills assessment, a detailed description of the CRM methodology, including the required CRM standards and the terminology used for the assessment, should be published in the operations manual. (5) Methodology of CRM skills assessment The assessment should be based on the following principles: (i) only observable behaviours are assessed; (ii) the assessment should positively reflect any CRM skills that result in enhanced safety; and LENNUAMET VA-CAT-700-2 V3 Leht 123/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (iii) assessments should include behaviour that results in an unacceptable reduction in safety margin. (6) Operators should establish procedures, including additional training, to be applied in the event that flight crew members do not achieve or maintain the required CRM standards. AMC2 ORO.FC.115 Crew resource (a) For single-pilot helicopter operations with management (CRM) training technical crew, AMC1 ORO.FC.115 should be CRM TRAINING — SINGLE-PILOT applied. OPERATIONS (b) For single-pilot operations other than those specified in (a), AMC1 ORO.FC.115 should be applied with the following differences: (1) Relevant training Training should cover the relevant CRM training, i.e. initial operator’s training, the operator conversion course and recurrent training. (2) Relevant training elements CRM training should focus on the elements specified in Table 1 of (g) of AMC1 ORO.FC.115 which are relevant to single-pilot operations. Therefore, single-pilot CRM training should include, among others: (i) situation awareness; (ii) workload management; (iii) decision-making; (iv) resilience development; (v) surprise and startle effect; and (vi) effective communication and coordination with other operational personnel and ground services. LENNUAMET VA-CAT-700-2 V3 Leht 124/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (3) Computer-based training Notwithstanding (a)(3) of AMC1 ORO.FC.115, computer-based training may be conducted as a stand-alone training method. (4) Operation with ELA2 aircraft Notwithstanding (1) and (2), for operations with ELA2 aircraft the relevant CRM training and its duration should be determined by the operator, based on the aircraft type and the complexity of the operation. AMC3 ORO.FC.115 Crew resource (a) Applicability management (CRM) training The provisions described herein: FLIGHT CREW CRM TRAINER (1) should be fulfilled by flight crew CRM trainers responsible for classroom CRM training; and (2) are not applicable to: (i) instructors, holding a certificate in accordance with Commission Regulation (EU) No 1178/2011, who conduct CRM training in the operational environment; and (ii) trainers or instructors conducting training other than CRM training, but integrating CRM elements into this training. (b) Qualification of flight crew CRM trainer (1) A training and standardisation programme for flight crew CRM trainers should be established. (2) A flight crew CRM trainer, in order to be suitably qualified, should: (i) have adequate knowledge of the relevant flight operations; (ii) have adequate knowledge of human performance and limitations (HPL), whilst: (A) having obtained a commercial pilot licence in accordance with Commission Regulation (EU) No 1178/2011; or LENNUAMET VA-CAT-700-2 V3 Leht 125/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (B) having followed a theoretical HPL course covering the whole syllabus of the HPL examination; (iii) have completed flight crew initial operator’s CRM training; (iv) have received training in group facilitation skills; (v) have received additional training in the fields of group management, group dynamics and personal awareness; and (vi) have demonstrated the knowledge, skills and credibility required to train the CRM training elements in the non-operational environment, as specified in Table 1 of AMC1 ORO.FC.115. (3) The following qualifications and experiences are also acceptable for a flight crew CRM trainer in order to be suitably qualified: (i) A flight crew member holding a recent qualification as a flight crew CRM trainer may continue to be a flight crew CRM trainer after the cessation of active flying duties if he/she maintains adequate knowledge of the relevant flight operations. (ii) A former flight crew member may become a flight crew CRM trainer if he/she maintains adequate knowledge of the relevant flight operations and fulfils the provisions of (2)(ii) to (2)(vi). (iii) An experienced CRM trainer may become a flight crew CRM trainer if he/she demonstrates adequate knowledge of the relevant flight operations and fulfils the provisions of (2)(ii) to (2)(vi). (c) Training of flight crew CRM trainer (1) Training of flight crew CRM trainers should be both theoretical and practical. Practical elements should include the development of LENNUAMET VA-CAT-700-2 V3 Leht 126/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required specific trainer skills, particularly the integration of CRM into line operations. (2) The basic training of flight crew CRM trainers should include the training elements for flight crew, as specified in Table 1 of AMC1 ORO.FC.115. In addition, the basic training should include the following: (i) introduction to CRM training; (ii) operator’s management system; (iii) characteristics, as applicable: (A) of the different types of CRM trainings (initial, recurrent, etc.); (B) of combined training; and (C) related to the type of aircraft or operation; and (iv) assessment. (3) The refresher training of flight crew CRM trainers should include new methodologies, procedures and lessons learned. LENNUAMET VA-CAT-700-2 V3 Leht 127/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (4) Instructors, holding a certificate in accordance with Commission Regulation (EU) No 1178/2011, who are also CRM trainers, may combine the CRM trainer refresher training with instructor refresher training. (5) Instructors for other-than complex motor- powered aircraft should be qualified as flight crew CRM trainers for this aircraft category with no additional training, as specified in (2) and (3) when: (i) holding a certificate in accordance with Commission Regulation (EU) No 1178/2011; and (ii) fulfilling the provisions of (b)(2) or (b)(3). (6) The training of flight crew CRM trainers should be conducted by flight crew CRM trainers with a minimum of 3 years’ experience. Assistance may be provided by experts in order to address specific areas. (d) Assessment of flight crew CRM trainer (1) A flight crew CRM trainer should be assessed by the operator when conducting the first CRM training course. This first assessment should be valid for a period of 3 years. (2) The operator should ensure that the process for the assessment is included in the operations manual describing methods for observing, recording, interpreting and debriefing the flight crew CRM trainer. All personnel involved in the assessment must be credible and competent in their role. (e) Recency and renewal of qualification as flight crew CRM trainer (1) For recency of the 3-year validity period, the flight crew CRM trainer should: (i) conduct at least 2 CRM training events in any 12-month period; LENNUAMET VA-CAT-700-2 V3 Leht 128/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (ii) be assessed within the last 12 months of the 3-year validity period by the operator; and (iii) complete CRM trainer refresher training within the 3-year validity period. (2) The next 3-year validity period should start at the end of the previous period. (3) For renewal, i.e. when a flight crew CRM trainer does not fulfil the provisions of (1), he/she should, before resuming as flight crew CRM trainer: (i) comply with the qualification provisions of (b) and (d); and (ii) complete CRM trainer refresher training. ORO.FC.120 Operator conversion training (a) In the case of aeroplane or helicopter --- operations, the flight crew member shall complete the operator conversion training course before commencing unsupervised line flying: (1) when changing to an aircraft for which a new type or class rating is required; (2) when joining an operator. (b) The operator conversion training course shall include training on the equipment installed on the aircraft as relevant to flight crew members’ roles. ORO.FC.125 Differences training and (a) Flight crew members shall complete familiarisation training differences or familiarisation training when required by Annex I (Part-FCL) to Regulation (EU) No 1178/2011 and when changing equipment or procedures requiring additional knowledge on types or variants currently operated. LENNUAMET VA-CAT-700-2 V3 Leht 129/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (b) The operations manual shall specify when such differences or familiarisation training is required. AMC1 ORO.FC.125 Differences training --- and familiarisation training GENERAL --- (a) Differences training requires additional --- knowledge and training on the aircraft or an appropriate training device. It should be carried out: (1) when introducing a significant change of equipment and/or procedures on types or variants currently operated; and (2) in the case of aeroplanes, when operating another variant of an aeroplane of the same type or another type of the same class currently operated; or (3) in the case of helicopters, when operating a variant of a helicopter currently operated. (b) Familiarisation training requires only the --- acquisition of additional knowledge. It should be carried out when: (1) operating another helicopter or aeroplane of the same type; or (2) when introducing a significant change of equipment and/or procedures on types or variants currently operated. ORO.FC.130 Recurrent training and (a) Each flight crew member shall complete checking annual recurrent flight and ground training relevant to the type or variant of aircraft on which he/she operates, including training on the location and use of all emergency and safety equipment carried. LENNUAMET VA-CAT-700-2 V3 Leht 130/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (b) Each flight crew member shall be periodically checked to demonstrate competence in carrying out normal, abnormal and emergency procedures. ORO.FC.135 Pilot qualification to operate Flight crew members who may be assigned to in either pilot’s seat operate in either pilot’s seat shall complete appropriate training and checking as specified in the operations manual. ORO.FC.140 Operation on more than one (a) Flight crew members operating more than type or variant one type or variant of aircraft shall comply with the requirements prescribed in this Subpart for each type or variant, unless credits related to the training, checking, and recent experience requirements are defined in the mandatory part of the operational suitability data established in accordance with Regulation (EU) No 748/2012 for the relevant types or variants. (b) Appropriate procedures and/or operational restrictions shall be specified in the operations manual for any operation on more than one type or variant. ORO.FC.145 Provision of training (a) All the training required in this Subpart --- shall be conducted: (1) in accordance with the training programmes and syllabi established by the operator in the operations manual; (2) by appropriately qualified personnel. In the case of flight and flight simulation training and checking, the personnel providing the training and conducting the checks shall be qualified in accordance with Annex I (Part-FCL) to Regulation (EU) No 1178/2011. LENNUAMET VA-CAT-700-2 V3 Leht 131/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (b) When establishing the training programmes and syllabi, the operator shall include the relevant elements defined in the mandatory part of the operational suitability data established in accordance with Regulation (EU) No 748/2012. (c) Training and checking programmes, YES including syllabi and use of individual flight simulation training devices (FSTDs), shall be approved by the competent authority. (d) The FSTD shall replicate the aircraft used by the operator, as far as practicable. Differences between the FSTD and the aircraft shall be described and addressed through a briefing or training, as appropriate. (e) The operator shall establish a system to adequately monitor changes to the FSTD and to ensure that those changes do not affect the adequacy of the training programmes. AMC1 ORO.FC.145(b) Provision of training --- NON-MANDATORY --- (RECOMMENDATION) ELEMENTS OF OPERATIONAL SUITABILITY DATA When developing the training programmes and syllabi, the operator should consider the non- mandatory (recommendation) elements for the relevant type that are provided in the operational suitability data established in accordance with Commission Regulation (EU) No 748/2012. AMC1 ORO.FC.145(d) Provision of training --- FULL FLIGHT SIMULATORS (FFS) --- The operator should classify any differences --- between the aircraft and FFS in accordance with the Air Transport Association (ATA) chapters as follows: Compliance Levels --- LENNUAMET VA-CAT-700-2 V3 Leht 132/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (a) Level A differences: --- (1) no influence on flight characteristics; (2) no influence on procedures (normal and/or abnormal); (3) differences in presentation; and (4) differences in operation. Method: self-instruction via the operations --- manual or flight crew information. (b) Level B differences: --- (1) no influence on flight characteristics; (2) influence on procedures (normal and/or abnormal); and (3) possible differences in presentation and operation. Method: flight crew information, computer- --- based training, system device training or special instruction by instructor. (c) Level C differences: --- (1) influence on flight characteristics; (2) influence on procedures (normal and/or abnormal); and (3) eventually differences in presentation and operation. Method: special instruction by instructor, a --- selected partial training on another FSTD or aircraft or a waiver because of previous experience, special instruction or training programme. (d) Level D differences: --- (1) influence on flight characteristics; and/or (2) influence on procedures (normal and/or abnormal); and/or LENNUAMET VA-CAT-700-2 V3 Leht 133/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (3) differences in presentation and/or operation; and (4) FSTD is level D qualified and is used for zero flight-time training (ZFTT). Method: a specified partial training on another --- FSTD or aircraft or a waiver because of previous experience, special instruction or training programme. ORO.FC.200 Composition of flight crew (a) There shall not be more than one inexperienced flight crew member in any flight crew. (b) The commander may delegate the conduct of the flight to another pilot suitably qualified in accordance with Annex I (Part-FCL) to Regulation (EU) No 1178/2011 provided that the requirements of ORO.FC.105(b)(1), (b)(2) and (c) are complied with. (c) Specific requirements for aeroplane --- operations under instrument flight rules (IFR) or at night. (1) The minimum flight crew shall be two pilots for all turbo-propeller aeroplanes with a maximum operational passenger seating configuration (MOPSC) of more than nine and all turbojet aeroplanes. (2) Aeroplanes other than those covered by (c)(1) shall be operated with a minimum crew of two pilots, unless the requirements of ORO.FC.202 are complied with, in which case they may be operated by a single pilot. (d) Specific requirements for helicopter --- operations. (1) For all operations of helicopters with an --- MOPSC of more than 19 and for operations under IFR of helicopters with an MOPSC of more than 9: LENNUAMET VA-CAT-700-2 V3 Leht 134/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (i) the minimum flight crew shall be two pilots; and (ii) the commander shall be the holder of an airline transport pilot licence (helicopter) (ATPL(H)) with an instrument rating issued in accordance with Annex I (Part-FCL) to Regulation (EU) No 1178/2011. (2) Operations not covered by (d)(1) may be operated by a single pilot under IFR or at night provided that the requirements of ORO.FC.202 are complied with. AMC1 ORO.FC.200(a) Composition of --- flight crew CREWING OF INEXPERIENCED FLIGHT --- CREW MEMBERS The operator should establish procedures in the --- operations manual taking into account the following elements: Aeroplanes --- (a) The operator should consider that a flight --- crew member is inexperienced, following completion of a type rating or command course, and the associated line flying under supervision, until he/she has achieved on the type either: (1) 100 flight hours and flown 10 sectors within a consolidation period of 120 consecutive days; or (2) 150 flight hours and flown 20 sectors (no time limit). (b) A lesser number of flight hours or sectors, --- subject to any other conditions that the competent authority may impose, may be acceptable to the competent authority when one of the following applies: (1) a new operator is commencing operations; LENNUAMET VA-CAT-700-2 V3 Leht 135/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (2) an operator introduces a new aeroplane type; (3) flight crew members have previously completed a type conversion course with the same operator; (4) credits are defined in the operational suitability data established in accordance with Commission Regulation (EU) No 748/2012.; or (5) the aeroplane has a maximum take-off mass of less than 10 tonnes or a maximum operational passenger seating configuration (MOPSC) of less than 20. Helicopters --- (c) The operator should consider that, when --- two flight crew members are required, a flight crew member, following completion of a type rating or command course, and the associated line flying under supervision, is inexperienced until either: (1) he/she has achieved 50 flight hours on the type and/or in the role within a period of 60 days; or (2) he/she has achieved 100 flight hours on the type and/or in the role (no time limit). (d) A lesser number of flight hours, on the type --- and/or in the role, and subject to any other conditions which the competent authority may impose, may be acceptable to the competent authority when one of the following applies: (1) a new operator is commencing operations; (2) an operator introduces a new helicopter type; (3) flight crew members have previously completed a type conversion course with the same operator (reconversion); or LENNUAMET VA-CAT-700-2 V3 Leht 136/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (4) credits are defined in operational suitability data established in accordance with Commission Regulation (EU) No 748/2012. ORO.FC.A.201 In-flight relief of flight crew (a) The commander may delegate the conduct --- members of the flight to: (1) another qualified commander; or (2) for operations only above flight level (FL) --- 200, a pilot who complies with the following minimum qualifications: (i) ATPL; (ii) conversion training and checking, including type rating training, in accordance with ORO.FC.220; (iii) all recurrent training and checking in accordance with ORO.FC.230 and ORO.FC.240; (iv) route/area and aerodrome competence in accordance with ORO.FC.105. (b) The co-pilot may be relieved by: --- (1) another suitably qualified pilot; (2) for operations only above FL 200, a cruise --- relief co-pilot that complies with the following minimum qualifications: (i) valid commercial pilot licence (CPL) with an instrument rating; (ii) conversion training and checking, including type rating training, in accordance with ORO.FC.220 except the requirement for take- off and landing training; (iii) recurrent training and checking in accordance with ORO.FC.230 except the requirement for take-off and landing training. (c) A flight engineer may be relieved in flight by a crew member suitably qualified in accordance with applicable national rules. LENNUAMET VA-CAT-700-2 V3 Leht 137/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required ORO.FC.202 Single-pilot operations under In order to be able to fly under IFR or at night --- IFR or at night with a minimum flight crew of one pilot, as foreseen in ORO.FC.200(c)(2) and (d)(2), the following shall be complied with: (a) The operator shall include in the operations --- manual a pilot’s conversion and recurrent training programme that includes the additional requirements for a single-pilot operation. The pilot shall have undertaken training on the operator’s procedures, in particular regarding: (1) engine management and emergency handling; (2) use of normal, abnormal and emergency checklist; (3) air traffic control (ATC) communication; (4) departure and approach procedures; (5) autopilot management, if applicable; (6) use of simplified in-flight documentation; (7) single-pilot crew resource management. (b) The recurrent checks required by ORO.FC.230 shall be performed in the single- pilot role on the relevant type or class of aircraft in an environment representative of the operation. (c) For aeroplane operations under IFR the --- pilot shall have: (1) a minimum of 50 hours flight time under IFR on the relevant type or class of aeroplane, of which 10 hours are as commander; and (2) completed during the preceding 90 days on --- the relevant type or class of aeroplane: (i) five IFR flights, including three instrument approaches, in a single-pilot role; or (ii) an IFR instrument approach check. LENNUAMET VA-CAT-700-2 V3 Leht 138/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (d) For aeroplane operations at night the pilot --- shall have: (1) a minimum of 15 hours flight time at night which may be included in the 50 hours flight time under IFR in (c)(1); and (2) completed during the preceding 90 days on --- the relevant type or class of aeroplane: (i) three take-offs and landings at night in the single pilot role; or (ii) a night take-off and landing check. (e) For helicopter operations under IFR the --- pilot shall have: (1) 25 hours total IFR flight experience in the relevant operating environment; and (2) 25 hours flight experience as a single pilot on the specific type of helicopter, approved for single-pilot IFR, of which 10 hours may be flown under supervision, including five sectors of IFR line flying under supervision using the single-pilot procedures; and (3) completed during the preceding 90 days: --- (i) five IFR flights as a single pilot, including three instrument approaches, carried out on a helicopter approved for this purpose; or (ii) an IFR instrument approach check as a single pilot on the relevant type of helicopter, flight training device (FTD) or full flight simulator (FFS). ORO.FC.205 Command course (a) For aeroplane and helicopter operations, the --- command course shall include at least the following elements: (1) training in an FSTD, which includes line oriented flight training (LOFT) and/or flight training; LENNUAMET VA-CAT-700-2 V3 Leht 139/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (2) the operator proficiency check, operating as commander; (3) command responsibilities training; (4) line training as commander under --- supervision, for a minimum of: (i) 10 flight sectors, in the case of aeroplanes; and (ii) 10 hours, including at least 10 flight sectors, in the case of helicopters; (5) completion of a line check as commander and demonstration of adequate knowledge of the route or area to be flown and of the aerodromes, including alternate aerodromes, facilities and procedures to be used; and (6) crew resource management training. AMC1 ORO.FC.205 Command course --- COMBINED UPGRADING AND --- CONVERSION COURSE – HELICOPTER If a pilot is converting from one helicopter type --- or variant to another when upgrading to commander: (a) the command course should also include a conversion course in accordance with ORO.FC.220; and (b) additional flight sectors should be required for a pilot transitioning onto a new type of helicopter. ORO.FC.215 Initial operator’s crew (a) The flight crew member shall have resource management (CRM) training completed an initial CRM training course before commencing unsupervised line flying. - GM1 ORO.FC.115&.215 (b) Initial CRM training shall be conducted by at least one suitably qualified CRM trainer who may be assisted by experts in order to address specific areas. LENNUAMET VA-CAT-700-2 V3 Leht 140/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (c) If the flight crew member has not previously received theoretical training in human factors to the ATPL level, he/she shall complete, before or combined with the initial CRM training, a theoretical course provided by the operator and based on the human performance and limitations syllabus for the ATPL as established in Annex I (Part-FCL) to Regulation (EU) No 1178/2011. AMC1 ORO.FC.215 Initial operator’s Initial operator’s CRM training should: --- crew resource management (CRM) (a) cover the applicable provisions of AMC1 training ORO.FC.115, including the training elements as TRAINING ELEMENTS AND TRAINER specified in Table 1 thereof; and QUALIFICATION (b) be conducted by a flight crew CRM trainer --- who is qualified as specified in AMC3 ORO.FC.115. ORO.FC.220 Operator conversion (a) CRM training shall be integrated into the training and checking operator conversion training course. GM1 ORO.FC.220(c) GM1 ORO.FC.220&230 GM2 ORO.FC.220&230 GM3 ORO.FC.220&230 GM4 ORO.FC.220&230 GM5 ORO.FC.220&230 GM1 ORO.FC.220(b) GM1 ORO.FC.220(d) (b) Once an operator conversion course has been commenced, the flight crew member shall not be assigned to flying duties on another type or class of aircraft until the course is completed or terminated. Crew members operating only performance class B aeroplanes may be assigned to flights on other types of performance class B aeroplanes during conversion courses to the extent necessary to maintain the operation. LENNUAMET VA-CAT-700-2 V3 Leht 141/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (c) The amount of training required by the flight crew member for the operator’s conversion course shall be determined in accordance with the standards of qualification and experience specified in the operations manual, taking into account his/her previous training and experience. (d) The flight crew member shall complete: --- (1) the operator proficiency check and the emergency and safety equipment training and checking before commencing line flying under supervision (LIFUS); and (2) the line check upon completion of line flying under supervision. For performance class B aeroplanes, LIFUS may be performed on any aeroplane within the applicable class. (e) In the case of aeroplanes, pilots that have --- been issued a type rating based on a zero flight- time training (“ZFTT”) course shall: (1) commence line flying under supervision not later than 21 days after the completion of the skill test or after appropriate training provided by the operator. The content of that training shall be described in the operations manual; LENNUAMET VA-CAT-700-2 V3 Leht 142/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required 2) complete six take-offs and landings in an FSTD not later than 21 days after the completion of the skill test under the supervision of a type rating instructor for aeroplanes (“TRI(A)”) occupying the other pilot seat. The number of take-offs and landings may be reduced when credits are defined in the mandatory part of the operational suitability data established in accordance with Regulation (EU) No 748/2012. If those take-offs and landings have not been performed within 21 days, the operator shall provide refresher training the content of which shall be described in the operations manual; (3) conduct the first four take-offs and landings of the LIFUS in the aeroplane under the supervision of a TRI(A) occupying the other pilot seat. The number of take-offs and landings may be reduced when credits are defined in the mandatory part of the operational suitability data established in accordance with Regulation (EU) No 748/2012. AMC1 ORO.FC.220 Operator conversion --- training and checking OPERATOR CONVERSION TRAINING --- SYLLABUS (a) General --- (1) The operator conversion training should --- include, in the following order: (i) ground training and checking, including aircraft systems, and normal, abnormal and emergency procedures; (ii) emergency and safety equipment training and checking, (completed before any flight training in an aircraft commences); (iii) flight training and checking (aircraft and/or FSTD); and LENNUAMET VA-CAT-700-2 V3 Leht 143/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (iv) line flying under supervision and line check. (2) When the flight crew member has not previously completed an operator’s conversion course, he/she should undergo general first-aid training and, if applicable, ditching procedures training using the equipment in water. (3) Where the emergency drills require action by the non-handling pilot, the check should additionally cover knowledge of these drills. (4) The operator’s conversion may be combined with a new type/class rating training as required by Regulation (EU) No 1178/2011. (5) The operator should ensure that: (i) applicable elements of CRM training, as specified in Table 1 of AMC1 ORO.FC.115, are integrated into all appropriate phases of the conversion training; and (ii) the personnel integrating elements of CRM into conversion training are suitably qualified, as specified in AMC3 ORO.FC.115. (b) Ground training --- (1) Ground training should comprise a properly organised programme of ground instruction supervised by training staff with adequate facilities, including any necessary audio, mechanical and visual aids. Self-study using appropriate electronic learning aids, computer- based training (CBT) etc. may be used with adequate supervision of the standards achieved. However, if the aircraft concerned is relatively simple, unsupervised private study may be adequate if the operator provides suitable manuals and/or study notes. LENNUAMET VA-CAT-700-2 V3 Leht 144/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (2) The course of ground instruction should incorporate formal tests on such matters as aircraft systems, performance and flight planning, where applicable. (c) Emergency and safety equipment training --- and checking (1) Emergency and safety equipment training should take place in conjunction with cabin/technical crew undergoing similar training with emphasis on coordinated procedures and two-way communication between the flight crew compartment and the cabin. (2) On the initial conversion course and on --- subsequent conversion courses as applicable, the following should be addressed: (i) Instruction on first-aid in general (initial conversion course only); instruction on first-aid as relevant to the aircraft type of operation and crew complement including those situations where no cabin crew is required to be carried (initial and subsequent). (ii) Aero-medical topics including: --- (A) hypoxia; (B) hyperventilation; (C) contamination of the skin/eyes by aviation fuel or hydraulic or other fluids; (D) hygiene and food poisoning; and (E) malaria. (iii) The effect of smoke in an enclosed area and actual use of all relevant equipment in a simulated smoke-filled environment. LENNUAMET VA-CAT-700-2 V3 Leht 145/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (iv) Actual fire fighting, using equipment representative of that carried in the aircraft on an actual or simulated fire except that, with Halon extinguishers, an alternative extinguisher may be used. (v) The operational procedures of security, rescue and emergency services. (vi) Survival information appropriate to their areas of operation (e.g. polar, desert, jungle or sea) and training in the use of any survival equipment required to be carried. (vii) A comprehensive drill to cover all ditching procedures where flotation equipment is carried. This should include practice of the actual donning and inflation of a life-jacket, together with a demonstration or audio-visual presentation of the inflation of life-rafts and/or slide-rafts and associated equipment. This practice should, on an initial conversion course, be conducted using the equipment in water, although previous certified training with another operator or the use of similar equipment will be accepted in lieu of further wet-drill training. (viii) Instruction on the location of emergency and safety equipment, correct use of all appropriate drills, and procedures that could be required of flight crew in different emergency situations. Evacuation of the aircraft (or a representative training device) by use of a slide where fitted should be included when the operations manual procedure requires the early evacuation of flight crew to assist on the ground. (d) Flight training --- LENNUAMET VA-CAT-700-2 V3 Leht 146/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (1) Flight training should be conducted to familiarise the flight crew member thoroughly with all aspects of limitations and normal, abnormal and emergency procedures associated with the aircraft and should be carried out by suitably qualified class and type rating instructors and/or examiners. For specific operations such as steep approaches, ETOPS, or operations based on QFE, additional training should be carried out, based on any additional elements of training defined for the aircraft type in the operational suitability data in accordance with Commission Regulation (EU) No 748/2012, where they exist. (2) In planning flight training on aircraft with a flight crew of two or more, particular emphasis should be placed on the practice of LOFT with emphasis on CRM, and the use of crew coordination procedures, including coping with incapacitation. (3) Normally, the same training and practice in the flying of the aircraft should be given to co- pilots as well as commanders. The ‘flight handling’ sections of the syllabus for commanders and co-pilots alike should include all the requirements of the operator proficiency check required by ORO.FC.230. (4) Unless the type rating training programme has been carried out in an FSTD usable for ZFTT, the training should include at least three take-offs and landings in the aircraft. (e) Line flying under supervision (LIFUS) LENNUAMET VA-CAT-700-2 V3 Leht 147/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (1) Following completion of flight training and checking as part of the operator’s conversion course, each flight crew member should operate a minimum number of sectors and/or flight hours under the supervision of a flight crew member nominated by the operator. (2) The minimum flight sectors/hours should --- be specified in the operations manual and should be determined by the following: (i) previous experience of the flight crew member; (ii) complexity of the aircraft; and (iii) the type and area of operation. (3) For performance class B aeroplanes, the amount of LIFUS required is dependent on the complexity of the operations to be performed. (f) Passenger handling for operations where no --- cabin crew is required Other than general training on dealing with --- people, emphasis should be placed on the following: (1) advice on the recognition and management of passengers who appear or are intoxicated with alcohol, under the influence of drugs or aggressive; (2) methods used to motivate passengers and the crowd control necessary to expedite an aircraft evacuation; and (3) the importance of correct seat allocation with reference to aircraft mass and balance. Particular emphasis should also be given on the seating of special categories of passengers. (g) Discipline and responsibilities, for --- operations where no cabin crew is required LENNUAMET VA-CAT-700-2 V3 Leht 148/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required Emphasis should be placed on discipline and --- an individual's responsibilities in relation to: (1) his/her ongoing competence and fitness to operate as a crew member with special regard to flight and duty time limitation (FTL) requirements; and (2) security procedures. (h) Passenger briefing/safety demonstrations, for operations where no cabin crew is required Training should be given in the preparation of passengers for normal and emergency situations. AMC1 ORO.FC.220&230 Operator (a) Upset prevention training should: conversion training and checking & (1) consist of ground training and flight recurrent training and training in an FSTD or an aeroplane; checking UPSET PREVENTION AND RECOVERY TRAINING (UPRT) FOR COMPLEX MOTOR-POWERED AEROPLANES WITH A MAXIMUM OPERATIONAL PASSENGER SEATING CONFIGURATION (MOPSC) OF MORE THAN 19 (2) include upset prevention elements from Table 1 for the conversion training course; and (3) include upset prevention elements in Table 1 for the recurrent training programme at least every 12 calendar months, such that all the elements are covered over a period not exceeding 3 years. Table 1: Elements and respective components of upset prevention training (b) Upset recovery training should: (1) consist of ground training and flight training in an FFS qualified for the training task; LENNUAMET VA-CAT-700-2 V3 Leht 149/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (2) be completed from each seat in which a pilot’s duties require him/her to operate; and (3) include the recovery exercises in Table 2 for the recurrent training programme, such that all the exercises are covered over a period not exceeding 3 years. Table 2: Exercises for upset recovery training (c) The operator should ensure that personnel providing FSTD UPRT are competent and current to deliver the training, and understand the capabilities and limitations of the device used. (d) The FFS qualification requirements in (b)(1) are further clarified in the Guidance Material (GM). AMC2 ORO.FC.220 Operator conversion --- training and checking OPERATOR CONVERSION TRAINING --- SYLLABUS – FLIGHT ENGINEERS (a) Operator conversion training for flight engineers should approximate to that of pilots. (b) If the flight crew includes a pilot with the duties of a flight engineer, he/she should, after training and the initial check in these duties, operate a minimum number of flight sectors under the supervision of a nominated additional flight crew member. The minimum figures should be specified in the operations manual and should be selected after due note has been taken of the complexity of the aircraft and the experience of the flight crew member. LENNUAMET VA-CAT-700-2 V3 Leht 150/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required AMC2 ORO.FC.220&230 Operator (a) Upset prevention training should: conversion training and checking & (1) consist of ground training and flight recurrent training and checking training in an FSTD or an aeroplane; UPSET PREVENTION AND RECOVERY TRAINING (UPRT) FOR COMPLEX MOTOR-POWERED AEROPLANES WITH A MAXIMUM OPERATIONAL PASSENGER SEATING CONFIGURATION (MOPSC) OF 19 OR LESS (2) include upset prevention elements in Table 1 of AMC1 ORO.FC.220&230 for the conversion training course; and (3) include upset prevention elements in Table 1 of AMC1 ORO.FC.220&230 for the recurrent training programme at least every 12 calendar months, such that all the elements are covered over a period not exceeding 3 years. (b) Upset recovery training should: (1) consist of ground training and flight training in an FFS qualified for the training task, if available; (2) be completed from each seat in which a pilot’s duties require him/her to operate; and (3) include the recovery exercises in Table 2 of AMC1 ORO.FC.220&230 for the recurrent training programme, such that all the exercises are covered over a period not exceeding 3 years. (c) The operator should ensure that personnel providing FSTD UPRT are competent and current to deliver the training, and understand the capabilities and limitations of the device used. (d) The FFS qualification requirements in (b)(1) are further specified in the Guidance Material (GM). LENNUAMET VA-CAT-700-2 V3 Leht 151/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required ORO.FC.230 Recurrent training and (a) Each flight crew member shall complete checking recurrent training and checking relevant to the type or variant of aircraft on which they - GM1 ORO.FC.230 operate. -GM1 ORO.FC.230(a);(b);(f) (b) Operator proficiency check --- (1) Each flight crew member shall complete operator proficiency checks as part of the normal crew complement to demonstrate competence in carrying out normal, abnormal and emergency procedures. (2) When the flight crew member will be required to operate under IFR, the operator proficiency check shall be conducted without external visual reference, as appropriate. (3) The validity period of the operator proficiency check shall be six calendar months. For operations under VFR by day of performance class B aeroplanes conducted during seasons not longer than eight consecutive months, one operator proficiency check shall be sufficient. The proficiency check shall be undertaken before commencing commercial air transport operations. (4) The flight crew member involved in operations by day and over routes navigated by reference to visual landmarks with an other- than-complex motor-powered helicopter may complete the operator proficiency check in only one of the relevant types held. The operator proficiency check shall be performed each time on the type least recently used for the proficiency check. The relevant helicopter types that may be grouped for the purpose of the operator proficiency check shall be contained in the operations manual. LENNUAMET VA-CAT-700-2 V3 Leht 152/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (5) Notwithstanding ORO.FC.145(a)(2), for operations of other-than-complex motor- powered helicopters by day and over routes navigated by reference to visual landmarks and performance class B aeroplanes, the check may be conducted by a suitably qualified commander nominated by the operator, trained in CRM concepts and the assessment of CRM skills. The operator shall inform the competent authority about the persons nominated. (c) Line check --- (1) Each flight crew member shall complete a line check on the aircraft to demonstrate competence in carrying out normal line operations described in the operations manual. The validity period of the line check shall be 12 calendar months. (2) Notwithstanding ORO.FC.145(a)(2), line checks may be conducted by a suitably qualified commander nominated by the operator, trained in CRM concepts and the assessment of CRM skills. (d) Emergency and safety equipment training --- and checking Each flight crew member shall complete training and checking on the location and use of all emergency and safety equipment carried. The validity period of an emergency and safety equipment check shall be 12 calendar months. (e) CRM training --- (1) Elements of CRM shall be integrated into all appropriate phases of the recurrent training. LENNUAMET VA-CAT-700-2 V3 Leht 153/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (2) Each flight crew member shall undergo specific modular CRM training. All major topics of CRM training shall be covered by distributing modular training sessions as evenly as possible over each three-year period. (f) Each flight crew member shall undergo ground training and flight training in an FSTD or an aircraft, or a combination of FSTD and aircraft training, at least every 12 calendar months. (g) The validity periods mentioned in (b)(3), (c) and (d) shall be counted from the end of the month when the check was taken. (h) When the training or checks required above are undertaken within the last three months of the validity period, the new validity period shall be counted from the original expiry date. AMC1 ORO.FC.230 Recurrent training and --- checking RECURRENT TRAINING SYLLABUS --- (a) Recurrent training --- Recurrent training should comprise the --- following: (1) Ground training --- (i) The ground training programme should --- include: (A) aircraft systems; (B) operational procedures and requirements including ground de-icing/anti-icing and pilot incapacitation; and (C) accident/incident and occurrence review. (ii) Knowledge of the ground training should be verified by a questionnaire or other suitable methods. LENNUAMET VA-CAT-700-2 V3 Leht 154/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (iii) When the ground training is conducted within 3 calendar months prior to the expiry of the 12 calendar months period, the next ground and refresher training should be completed within 12 calendar months of the original expiry date of the previous training. (2) Emergency and safety equipment training --- (i) Emergency and safety equipment training may be combined with emergency and safety equipment checking and should be conducted in an aircraft or a suitable alternative training device. (ii) Every year the emergency and safety --- equipment training programme should include the following: (A) actual donning of a life-jacket, where fitted; (B) actual donning of protective breathing equipment, where fitted; (C) actual handling of fire extinguishers of the type used; (D) instruction on the location and use of all emergency and safety equipment carried on the aircraft; (E) instruction on the location and use of all types of exits; (F) security procedures. (iii) Every 3 years the programme of training --- should include the following: (A) actual operation of all types of exits; (B) demonstration of the method used to operate a slide where fitted; LENNUAMET VA-CAT-700-2 V3 Leht 155/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (C) actual fire-fighting using equipment representative of that carried in the aircraft on an actual or simulated fire except that, with Halon extinguishers, an alternative extinguisher may be used; (D) the effects of smoke in an enclosed area and actual use of all relevant equipment in a simulated smoke-filled environment; (E) actual handling of pyrotechnics, real or simulated, where applicable; (F) demonstration in the use of the life-rafts where fitted. In the case of helicopters involved in extended over water operations, demonstration and use of the life-rafts. Helicopter water survival training --- Where life-rafts are fitted for helicopter extended overwater operations (such as sea pilot transfer, offshore operations, regular, or scheduled, coast-to-coast overwater operations), a comprehensive wet drill to cover all ditching procedures should be practised by aircraft crew. This wet drill should include, as appropriate, practice of the actual donning and inflation of a life-jacket, together with a demonstration or audio-visual presentation of the inflation of life- rafts. Crews should board the same (or similar) life-rafts from the water whilst wearing a life-jacket. Training should include the use of all survival equipment carried on board life-rafts and any additional survival equipment carried separately on board the aircraft; LENNUAMET VA-CAT-700-2 V3 Leht 156/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required - consideration should be given to the provision of further specialist training such as underwater escape training. Where operations are predominately conducted offshore, operators should conduct 3-yearly helicopter underwater escape training at an approp - wet practice drill should always be given in initial training unless the crew member concerned has received similar training provided by another operator; (G) particularly in the case where no cabin crew is required, first-aid, appropriate to the aircraft type, the kind of operation and crew complement. (iv) The successful resolution of aircraft emergencies requires interaction between flight crew and cabin/technical crew and emphasis should be placed on the importance of effective coordination and two-way communication between all crew members in various emergency situations. (v) Emergency and safety equipment training should include joint practice in aircraft evacuations so that all who are involved are aware of the duties other crew members should perform. When such practice is not possible, combined flight crew and cabin/technical crew training should include joint discussion of emergency scenarios. (vi) Emergency and safety equipment training should, as far as practicable, take place in conjunction with cabin/technical crew undergoing similar training with emphasis on coordinated procedures and two-way communication between the flight crew compartment and the cabin. LENNUAMET VA-CAT-700-2 V3 Leht 157/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (3) CRM --- Elements of CRM training, as specified in Table 1 of AMC1 ORO.FC.115, should be integrated into all appropriate phases of recurrent training. (4) Aircraft/FSTD training --- (i) General --- (A) The aircraft/FSTD training programme should be established in a way that all major failures of aircraft systems and associated procedures will have been covered in the preceding 3 year period. (B) When engine-out manoeuvres are carried out in an aircraft, the engine failure should be simulated. (C) Aircraft/FSTD training may be combined with the operator proficiency check. (D) When the aircraft/FSTD training is conducted within 3 calendar months prior to the expiry of the 12 calendar months period, the next aircraft/FSTD training should be completed within 12 calendar months of the original expiry date of the previous training. (ii) Helicopters --- (A) Where a suitable FSTD is available it should be used for the aircraft/FSTD training programme. If the operator is able to demonstrate, on the basis of a compliance and risk assessment, that using an aircraft for this training provides equivalent standards of training with safety levels similar to those achieved using an FSTD, the aircraft may be used for this training to the extent necessary. (B) The recurrent training should include the --- following additional items, which should be completed in an FSTD: - settling with power and vortex ring; LENNUAMET VA-CAT-700-2 V3 Leht 158/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required - loss of tail rotor effectiveness. (5) For operations with other-than-complex motor-powered aeroplanes, all training and checking should be relevant to the type of operation and class of aeroplane on which the flight crew member operates with due account taken of any specialised equipment used. (b) Recurrent checking --- Recurrent checking should comprise the --- following: (1) Operator proficiency checks --- (i) Aeroplanes --- Where applicable, operator proficiency checks should include the following manoeuvres as pilot flying: (A) rejected take-off when an FSTD is available to represent that specific aeroplane, otherwise touch drills only; (B) take-off with engine failure between V1 and V2 (take-off safety speed) or, if carried out in an aeroplane, at a safe speed above V2; (C) 3D approach operation to minima with, in the case of multi-engine aeroplanes, one- engine-inoperative; (D) 2D approach operation to minima; (E) at least one of the 3D or 2D approach operations should be an RNP APCH or RNP AR APCH operation; (F) missed approach on instruments from minima with, in the case of multiengined aeroplanes, one-engine-inoperative; (G) landing with one-engine-inoperative. For single-engine aeroplanes a practice forced landing is required. LENNUAMET VA-CAT-700-2 V3 Leht 159/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (ii) Helicopters --- (A) Where applicable, operator proficiency --- checks should include the following abnormal/emergency procedures: - engine fire; - fuselage fire; - emergency operation of under carriage; - fuel dumping; - engine failure and relight; - hydraulic failure; - electrical failure; - engine failure during take-off before decision point; - engine failure during take-off after decision point; - engine failure during landing before decision point; - engine failure during landing after decision point; - flight and engine control system malfunctions; - recovery from unusual attitudes; - landing with one or more engine(s) inoperative; - instrument meteorological conditions (IMC) autorotation techniques; - autorotation to a designated area; - pilot incapacitation; - directional control failures and malfunctions. (B) For pilots required to engage in IFR --- operations, proficiency checks include the following additional abnormal/emergency procedures: LENNUAMET VA-CAT-700-2 V3 Leht 160/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required - 3D approach operation to minima; - go-around on instruments from minima with, in the case of multi-engined helicopters, a simulated failure of one engine; - 2D approach operation to minima; - at least one of the 3D or 2D approach operations should be an RNP APCH or RNP AR APCH operation; - in the case of multi-engined helicopters, a simulated failure of one engine to be included in either the 3D or 2D approach operation to minima; - landing with a simulated failure of one or more engines; - where appropriate to the helicopter type, approach with flight control system/flight director system malfunctions, flight instrument and navigation equipment failures. (C) Before a flight crew member without a valid instrument rating is allowed to operate in VMC at night, he/she should be required to undergo a proficiency check at night. Thereafter, each second proficiency check should be conducted at night. (iii) Once every 12 months the checks prescribed in (b)(1)(ii)(A) may be combined with the proficiency check for revalidation or renewal of the aircraft type rating. (iv) Operator proficiency checks should be conducted by a type rating examiner (TRE) or a synthetic flight examiner (SFE), as applicable. (2) Emergency and safety equipment checks. The items to be checked should be those for which training has been carried out in accordance with (a)(2). LENNUAMET VA-CAT-700-2 V3 Leht 161/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (3) Line checks --- (i) Line checks should establish the ability to perform satisfactorily a complete line operation including pre-flight and post-flight procedures and use of the equipment provided, as specified in the operations manual. The route chosen should be such as to give adequate representation of the scope of a pilot’s normal operations. When weather conditions preclude a manual landing, an automatic landing is acceptable. The commander, or any pilot who may be required to relieve the commander, should also demonstrate his/her ability to ‘manage’ the operation and take appropriate command decisions. (ii) The flight crew should be assessed on their --- CRM skills in accordance with the methodology described in AMC1 ORO.FC.115 and as specified in the operations manual. (iii) CRM assessment alone should not be used as a reason for a failure of the line check, unless the observed behaviour could lead to an unacceptable reduction in safety margin. (iv) When pilots are assigned duties as pilot flying and pilot monitoring they should be checked in both functions. LENNUAMET VA-CAT-700-2 V3 Leht 162/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (v) Line checks should be conducted by a commander nominated by the operator. The operator should inform the competent authority about the persons nominated. The person conducting the line check, should occupy an observer’s seat where installed. His/her CRM assessments should solely be based on observations made during the initial briefing, cabin briefing, flight crew compartment briefing and those phases where he/she occupies the observer’s seat. (A) For aeroplanes, in the case of long haul operations where additional operating flight crew are carried, the person may fulfil the function of a cruise relief pilot and should not occupy either pilot’s seat during take-off, departure, initial cruise, descent, approach and landing. (vi) Where a pilot is required to operate as pilot flying and pilot monitoring, he/she should be checked on one flight sector as pilot flying and on another flight sector as pilot monitoring. However, where the operator’s procedures require integrated flight preparation, integrated cockpit initialisation and that each pilot performs both flying and monitoring duties on the same sector, then the line check may be performed on a single flight sector. (4) When the operator proficiency check, line check or emergency and safety equipment check are undertaken within the final 3 calendar months of validity of a previous check, the period of validity of the subsequent check should be counted from the expiry date of the previous check. LENNUAMET VA-CAT-700-2 V3 Leht 163/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (5) In the case of single-pilot operations with helicopters, the recurrent checks referred to in (b)(1), (2) and (3) should be performed in the single-pilot role on a particular helicopter type in an environment representative of the operation. (c) Flight crew incapacitation training, except --- single-pilot operations (1) Procedures should be established to train flight crew to recognise and handle flight crew incapacitation. This training should be conducted every year and can form part of other recurrent training. It should take the form of classroom instruction, discussion, audio- visual presentation or other similar means. (2) If an FSTD is available for the type of aircraft operated, practical training on flight crew incapacitation should be carried out at intervals not exceeding 3 years. (d) Personnel providing training and checking --- Training and checking should be provided by --- the following personnel: (1) ground and refresher training by suitably qualified personnel; (2) flight training by a flight instructor (FI), type rating instructor (TRI) or class rating instructor (CRI) or, in the case of the FSTD content, a synthetic flight instructor (SFI), providing that the FI, TRI, CRI or SFI satisfies the operator's experience and knowledge requirements sufficient to instruct on the items specified in paragraphs (a)(1)(i)(A) and (B); (3) emergency and safety equipment training by suitably qualified personnel; (4) CRM: --- LENNUAMET VA-CAT-700-2 V3 Leht 164/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (i) integration of CRM elements into all the phases of the recurrent training by all the personnel conducting recurrent training. The operator should ensure that all personnel conducting recurrent training are suitably qualified to integrate elements of CRM into this training; (ii) classroom CRM training by at least one CRM trainer, qualified as specified in AMC3 ORO.FC.115 who may be assisted by experts in order to address specific areas. (5) recurrent checking by the following --- personnel: (i) operator proficiency check by a type rating examiner (TRE), class rating examiner (CRE) or, if the check is conducted in a FSTD, a TRE, CRE or a synthetic flight examiner (SFE), trained in CRM concepts and the assessment of CRM skills. (ii) emergency and safety equipment checking by suitably qualified personnel. (e) Use of FSTD --- (1) Training and checking provide an opportunity to practice abnormal/emergency procedures that rarely arise in normal operations and should be part of a structured programme of recurrent training. This should be carried out in an FSTD whenever possible. LENNUAMET VA-CAT-700-2 V3 Leht 165/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (2) The line check should be performed in the aircraft. All other training and checking should be performed in an FSTD, or, if it is not reasonably practicable to gain access to such devices, in an aircraft of the same type or in the case of emergency and safety equipment training, in a representative training device. The type of equipment used for training and checking should be representative of the instrumentation, equipment and layout of the aircraft type operated by the flight crew member. (3) Because of the unacceptable risk when simulating emergencies such as engine failure, icing problems, certain types of engine(s) (e.g. during continued take-off or go-around, total hydraulic failure), or because of environmental considerations associated with some emergencies (e.g. fuel dumping) these emergencies should preferably be covered in an FSTD. If no FSTD is available these emergencies may be covered in the aircraft using a safe airborne simulation, bearing in mind the effect of any subsequent failure, and the exercise must be preceded by a comprehensive briefing. AMC2 ORO.FC.230 Recurrent training and --- checking FLIGHT ENGINEERS --- (a) The recurrent training and checking for flight engineers should meet the requirements for pilots and any additional specific duties, omitting those items that do not apply to flight engineers. (b) Recurrent training and checking for flight engineers should, whenever possible, take place concurrently with a pilot undergoing recurrent training and checking. LENNUAMET VA-CAT-700-2 V3 Leht 166/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (c) The line check should be conducted by a commander or by a flight engineer nominated by the operator, in accordance with national rules, if applicable. ORO.FC.235 Pilot qualification to operate (a) Commanders whose duties require them to in either pilot’s seat operate in either pilot seat and carry out the duties of a co-pilot, or commanders required to - GM1 ORO.FC.235(f);(g) conduct training or checking duties, shall complete additional training and checking as specified in the operations manual. The check may be conducted together with the operator proficiency check prescribed in ORO.FC.230(b). (b) The additional training and checking shall --- include at least the following: (1) an engine failure during take-off; (2) a one-engine-inoperative approach and go- around; and (3) a one-engine-inoperative landing. (c) In the case of helicopters, commanders shall also complete their proficiency checks from left- and right-hand seats, on alternate proficiency checks, provided that when the type rating proficiency check is combined with the operator proficiency check the commander completes his/her training or checking from the normally occupied seat. (d) When engine-out manoeuvres are carried out in an aircraft, the engine failure shall be simulated. (e) When operating in the co-pilot’s seat, the checks required by ORO.FC.230 for operating in the commander’s seat shall, in addition, be valid and current. LENNUAMET VA-CAT-700-2 V3 Leht 167/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (f) The pilot relieving the commander shall have demonstrated, concurrent with the operator proficiency checks prescribed in ORO.FC.230(b), practice of drills and procedures that would not, normally, be his/her responsibility. Where the differences between left- and right-hand seats are not significant, practice may be conducted in either seat. (g) The pilot other than the commander occupying the commander’s seat shall demonstrate practice of drills and procedures, concurrent with the operator proficiency checks prescribed in ORO.FC.230(b), which are the commander’s responsibility acting as pilot monitoring. Where the differences between left- and right-hand seats are not significant, practice may be conducted in either seat. AMC1 ORO.FC.235(d) Pilot qualification to --- operate in either pilot’s seat SINGLE-ENGINE HELICOPTERS – --- AUTOROTATIVE LANDING In the case of single-engined helicopters, the autorotative landing should be carried out from left- and right-hand seats on alternate proficiency checks. ORO.FC.240 Operation on more than one (a) The procedures or operational restrictions YES --- type or variant for operation on more than one type or variant established in the operations manual and approved by the competent authority shall cover: (1) the flight crew members’ minimum experience level; (2) the minimum experience level on one type or variant before beginning training for and operation of another type or variant; LENNUAMET VA-CAT-700-2 V3 Leht 168/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (3) the process whereby flight crew qualified on one type or variant will be trained and qualified on another type or variant; and (4) all applicable recent experience requirements for each type or variant. (b) When a flight crew member operates both helicopters and aeroplanes, that flight crew member shall be limited to operations on only one type of aeroplane and one type of helicopter. (c) Point (a) shall not apply to operations of performance class B aeroplane if they are limited to single-pilot classes of reciprocating engine aeroplanes under VFR by day. Point (b) shall not apply to operations of performance class B aeroplane if they are limited to single- pilot classes of reciprocating engine aeroplanes. AMC1 ORO.FC.240 Operation on more --- than one type or variant GENERAL --- (a) Aeroplanes --- (1) When a flight crew member operates more --- than one aeroplane class, type or variant as determined by the operational suitability data established in accordance with Commission Regulation (EU) No 748/2012 for class-single pilot or type-single pilot, but not within a single licence endorsement, the operator should ensure that the flight crew member does not operate more than: (i) three reciprocating engine aeroplane types or variants; (ii) three turbo-propeller aeroplane types or variants; LENNUAMET VA-CAT-700-2 V3 Leht 169/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (iii) one turbo-propeller aeroplane type or variant and one reciprocating engine aeroplane type or variant; or (iv) one turbo-propeller aeroplane type or variant and any aeroplane within a particular class. (2) When a flight crew member operates more --- than one aeroplane type or variant within one or more licence endorsement as determined by the operational suitability data established in accordance with Commission Regulation (EU) No 748/2012, the operator should ensure that: (i) the minimum flight crew complement specified in the operations manual is the same for each type or variant to be operated; (ii) the flight crew member does not operate more than two aeroplane types or variants for which a separate licence endorsement is required, unless credits related to the training, checking, and recent experience requirements are defined in operational suitability data established in accordance Commission Regulation (EU) No 748/2012 for the relevant types or variants; and (iii) only aeroplanes within one licence endorsement are flown in any one flight duty period, unless the operator has established procedures to ensure adequate time for preparation. (3) When a flight crew member operates more than one aeroplane type or variant determined by the operational suitability data established in accordance with Commission Regulation (EU) No 748/2012 for type-single pilot and type-multi pilot, but not within a single licence endorsement, the operator should comply with points (a)(2) and (4). LENNUAMET VA-CAT-700-2 V3 Leht 170/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (4) When a flight crew member operates more --- than one aeroplane type or variant as determined by the operational suitability data established in accordance with Commission Regulation (EU) No 748/2012 for type multi- pilot, but not within a single licence endorsement, or combinations of aeroplane types or variants as determined by the operational suitability data established in accordance with Commission Regulation (EU) No 748/2012 for class single-pilot and type multi-pilot, the operator should comply with the following: (i) point (a)(2); (ii) before exercising the privileges of more --- than one licence endorsement: (A) flight crew members should have --- completed two consecutive operator proficiency checks and should have: - 500 hours in the relevant crew position in CAT operations with the same operator; or - for IFR and VFR night operations with performance class B aeroplanes, 100 hours or flight sectors in the relevant crew position in CAT operations with the same operator, if at least one licence endorsement is related to a class. A check flight should be (B) in the case of a pilot having experience with an operator and exercising the privileges of more than one licence endorsement, and then being promoted to command with the same operator on one of those types, the required minimum experience as commander is 6 months and 300 hours, and the pilot should have completed two consecutive operator proficiency checks before again being eligible to exercise more than one licence endorsement; LENNUAMET VA-CAT-700-2 V3 Leht 171/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (iii) before commencing training for and operation of another type or variant, flight crew members should have completed 3 months and 150 hours flying on the base aeroplane, which should include at least one proficiency check, unless credits related to the training, checking and recent experience requirements are defined in operational suitability data established in accordance with Commission Regulation (EU) No 748/2012 for the relevant types or variants; (iv) after completion of the initial line check on the new type, 50 hours flying or 20 sectors should be achieved solely on aeroplanes of the new type rating, unless credits related to the training, checking and recent experience requirements are defined in operational suitability data established in accordance with Commission Regulation (EU) No 748/2012for the relevant types or variants; (v) recent experience requirements established in Commission Regulation (EU) No 1178/2011 for each type operated; (vi) the period within which line flying experience is required on each type should be specified in the operations manual; (vii) when credits are defined in operational --- suitability data established in accordance with Commission Regulation (EU) No 748/2012 for the relevant type or variant, this should be reflected in the training required in ORO.FC.230 and: LENNUAMET VA-CAT-700-2 V3 Leht 172/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (A) ORO.FC.230 (b) requires two operator proficiency checks every year. When credits are defined in operational suitability data established in accordance with Commission Regulation (EU) No 748/2012for operator proficiency checks to alternate between the types, each operator proficiency check should revalidate the operator proficiency check for the other type(s). The operator proficiency check may be combined with the proficiency checks for revalidation or renewal of the aeroplane type rating or the instrument rating in accordance with Commission Regulation (EU) No 1178/2011. (B) ORO.FC.230 (c) requires one line check every year. When credits are defined in operational suitability data established in accordance with Commission Regulation (EU) No 748/2012 for line checks to alternate between types or variants, each line check should revalidate the line check for the other type or variant. (C) Annual emergency and safety equipment training and checking should cover all requirements for each type. (b) Helicopters --- (1) If a flight crew member operates more than --- one type or variant the following provisions should be met: (i) The recency requirements and the requirements for recurrent training and checking should be met and confirmed prior to CAT operations on any type, and the minimum number of flights on each type within a 3- month period specified in the operations manual. (ii) ORO.FC.230 requirements with regard to recurrent training. LENNUAMET VA-CAT-700-2 V3 Leht 173/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (iii) When credits related to the training, checking and recent experience requirements are defined in operational suitability data established in accordance with Commission Regulation (EU) No 748/2012 for the relevant types or variants, the requirements of ORO.FC.230 with regard to proficiency checks may be met by a 6 monthly check on any one type or variant operated. However, a proficiency check on each type or variant operated should be completed every 12 months. (iv) For helicopters with a maximum certified --- take-off mass (MCTOM) of more than 5 700 kg, or with a maximum operational passenger seating configuration (MOPSC) of more than 19: (A) the flight crew member should not fly more than two helicopter types, unless credits related to the training, checking and recent experience requirements are defined in operational suitability data established in accordance with Commission Regulation (EU) No 748/2012 for the relevant types or variants; (B) a minimum of 3 months and 150 hours experience on the type or variant should be achieved before the flight crew member should commence the conversion course onto the new type or variant, unless credits related to the training, checking and recent experience requirements are defined in operational suitability data established in accordance with Commission Regulation (EU) No 748/2012 for the relevant types or variants; (C) 28 days or 50 hours flying should then be achieved exclusively on the new type or variant, unless credits related to the training, checking and recent experience requirements are defined in operational suitability data established in accordance with Commission Regulation (EU) No 748/2012for the relevant types or variants; and LENNUAMET VA-CAT-700-2 V3 Leht 174/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (D) a flight crew member should not be rostered to fly more than one type or significantly different variant of a type during a single duty period. (v) In the case of all other helicopters, the flight crew member should not operate more than three helicopter types or significantly different variants, unless credits related to the training, checking and recent experience requirements are defined in operational suitability data established in accordance with Commission Regulation (EU) No 748/2012 for the relevant types or variants. (c) Combination of helicopter and aeroplane --- (1) The flight crew member may fly one helicopter type or variant and one aeroplane type irrespective of their MCTOM or MOPSC. (2) If the helicopter type is covered by paragraph (b)(1)(iv) then (b)(1)(iv)(B), (C) and (D) should also apply in this case. AMC2 ORO.FC.240 Operation on more (a) Terminology than one type or variant The terms used in the context of the operation of more than one type or variant have the following meaning: (1) Base aircraft means an aircraft used as a reference to compare differences with another aircraft. (2) Variant means an aircraft or a group of aircraft within the same pilot type rating that has differences to the base aircraft requiring difference training or familiarisation training. (3) Credit means the recognition of training, checking or recent experience based on commonalities between aircraft. For substantiation of the credits ODR tables or other appropriate documentation for comparison of the relevant aircraft characteristics may be provided. LENNUAMET VA-CAT-700-2 V3 Leht 175/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (4) Operator difference requirements (ODRs) mean a formal description of differences between types or variants flown by a particular operator. (b) Philosophy The concept of operating more than one type or variant depends upon the experience, knowledge and ability of the operator and the flight crew concerned. The first consideration is whether or not aircraft types or variants are sufficiently similar to allow the safe operation of both. The second consideration is whether or not the types or variants are sufficiently similar for the training, checking and recent experience. Unless credits have been established by the operational suitability data in accordance with Commission Regulation (EU) No 748/2012, all training, checking and recent experience requirements should be completed independently for each type or variant. (c) Methodology – Use of Operator Difference Requirement (ODR) Tables (1) Before assigning flight crew members to operate more than one type or variant of aircraft, the operator should conduct a detailed evaluation of the differences or similarities of the aircraft concerned in order to establish appropriate procedures or operational restrictions. This evaluation should be based on the data established in accordance with Commission Regulation (EU) No 748/2012for the relevant types or variants, and should be adapted to the operator’s specific aircraft configurations. This evaluation should take into account of the following: (i) the level of technology; (ii) operational procedures; and (iii) handling characteristics. LENNUAMET VA-CAT-700-2 V3 Leht 176/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required The methodology described below should be used as a means of evaluating aeroplane differences and similarities to justify the operation of more than one type or variant, and when credit is sought. (2) ODR tables Before requiring flight crew members to operate more than one type or variant, operators should first nominate one aircraft as the base aircraft from which to show differences with the second aircraft type or variant, the ‘difference aircraft’, in terms of technology (systems), procedures, pilot handling and aircraft management. These differences, known as operator difference requirements (ODR), preferably presented in tabular format, constitute part of the justification for operating more than one type or variant and also the basis for the associated differences/familiarisation or reduced type rating training for the flight crew. (3) The ODR tables should be presented as can be found in regulation (4) Compilation of ODR Tables (i) ODR 1: General The general characteristics of the candidate aircraft are compared with the base aircraft with regard to: (A) general dimensions and aircraft design (number and type of rotors, wing span or category); (B) flight deck general design; (C) cabin layout; (D) engines (number, type and position); (E) limitations (flight envelope). (ii) ODR 2: Systems Consideration is given to differences in design between the candidate aircraft and the base aircraft. For this comparison the Air Transport Association (ATA) 100 index is used. This index establishes a system and subsystem classification and then an analysis performed LENNUAMET VA-CAT-700-2 V3 Leht 177/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required for each index item with respect to the main architectural, functional and operations elements, including controls and indications on the systems control panel. (iii) ODR 3: Manoeuvres Operational differences encompass normal, abnormal and emergency situations and include any change in aircraft handling and flight management. It is necessary to establish a list of operational items for consideration on which an analysis of differences can be made. The operational analysis should take the following into account: (A) flight deck dimensions (size, cut-off angle and pilot eye height); (B) differences in controls (design, shape, location and function); (C) additional or altered function (flight controls) in normal or abnormal conditions; (D) handling qualities (including inertia) in normal and in abnormal configurations; (E) aircraft performance in specific manoeuvres; (F) aircraft status following failure; (G) management (e.g. ECAM, EICAS, navaid selection, automatic checklists). (iv) Once the differences for ODR 1, ODR 2 and ODR 3 have been established, the consequences of differences evaluated in terms of flight characteristics (FLT CHAR) and change of procedures (PROC CHNG) should be entered into the appropriate columns. (v) Difference Levels - crew training, checking and currency LENNUAMET VA-CAT-700-2 V3 Leht 178/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (A) The final stage of an operator’s proposal to operate more than one type or variant is to establish crew training, checking and currency requirements. This may be established by applying the coded difference levels from Table 4 to the compliance method column of the ODR Tables. (B) Differences items identified in the ODR tables as impacting flight characteristics, or procedures, should be analysed in the corresponding ATA section of the ODR manoeuvres. Normal, abnormal and emergency situations should be addressed accordingly. (d) Difference Levels (1) Difference levels — General Difference levels are used to identify the extent of difference between a base and a candidate aircraft with reference to the elements described in the ODR tables. These levels are proportionate to the differences between a base and a candidate aircraft. A range of five difference levels in order of increasing requirements, identified as A through E, are each specified for training, checking, and currency. Difference levels apply when a difference with the potential to affect flight safety exists between a base and a candidate aircraft. Differences may also affect the knowledge, skills, or abilities required from a pilot. If no differences exist, or if differences exist but do not affect flight safety, or if differences exist but do not affect knowledge, skills, or abilities, then difference levels are neither assigned nor applicable to pilot qualification. When difference levels apply, each level is based on a scale of differences related to design features, systems, or manoeuvres. In assessing the effects of differences, both flight characteristics and procedures are considered since flight characteristics address handling LENNUAMET VA-CAT-700-2 V3 Leht 179/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required qualities and performance, while procedures include normal, non-normal and emergency items. Levels for training, checking, and currency are assigned independently, but are linked depending on the differences between a base and candidate aircraft. Training at level E usually identifies that the candidate aircraft is a different type to the base aircraft. (2) Difference levels are summarised in the table brovided in regulation regarding training, checking, and currency. (3) Difference level — Training The training differences levels specified represent the minimum requirements. Devices associated with a higher difference level may be used to satisfy a training differences requirement. (i) Level A training Level A differences training is applicable to aircraft with differences that can adequately be addressed through self-instruction. Level A training represents a knowledge requirement such that once appropriate information is provided, understanding and compliance can be assumed to be demonstrated. Training needs not covered by level A training may require level B training, or higher, depending on the outcome of the evaluations described in the aircraft evaluation process (CS FCD.420). (ii) Level B training Level B differences training is applicable to aircraft with system or procedure differences that can adequately be addressed through aided instruction. At level B aided instruction it is appropriate to ensure pilot understanding, emphasise issues, provide a standardised method of presentation of material, or to aid retention of material following training. LENNUAMET VA-CAT-700-2 V3 Leht 180/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (iii) Level C training Level C differences training can only be accomplished through the use of devices capable of systems training. Level C differences training is applicable to variants having ‘part task’ differences that affect skills or abilities as well as knowledge. Training objectives focus on mastering individual systems, procedures, or tasks, as opposed to performing highly integrated flight operations and manoeuvres in ‘real time’. Level C may also require self-instruction or aided instruction of a pilot, but cannot be adequately addressed by a knowledge requirement alone. Training devices are required to supplement instruction to ensure attainment or retention of pilot skills and abilities to accomplish the more complex tasks, usually related to operation of particular aircraft systems. The minimum acceptable training media for level C is interactive computer-based training, cockpit systems simulators, cockpit procedure trainers, part task trainers [such as Inertial Navigation System (INS), Flight Management System (FMS), or Traffic Collision Avoidance System (TCAS) trainers], or similar devices. (iv) Level D training Level D differences training can only be accomplished with devices capable of performing flight manoeuvres and addressing full task differences affecting knowledge, skills, or abilities. Devices capable of flight manoeuvres address full task performance in a dynamic ‘real time’ environment and enable integration of knowledge, skills and abilities in a simulated flight environment, involving combinations of operationally oriented tasks and realistic task loading for each relevant phase of flight. At level D, knowledge and skills to complete necessary normal, non-normal and emergency LENNUAMET VA-CAT-700-2 V3 Leht 181/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required procedures are fully addressed for each variant. Level D differences training requires mastery of interrelated skills that cannot be adequately addressed by separate acquisition of a series of knowledge areas or skills that are interrelated. However, the differences are not so significant, that a full type rating training course is required. If demonstration of interrelationships between the systems was important, the use of a series of separate devices for systems training would not suffice. Training for level D differences requires a training device that has accurate, high fidelity integration of systems and controls and realistic instrument indications. Level D training may also require manoeuvre visual cues, motion cues, dynamics, control loading or specific environmental conditions. Weather phenomena such as low visibility operations or wind shear may or may not be incorporated. Where simplified or generic characteristics of an aircraft type are used in devices to satisfy level D difference training, significant negative training cannot occur as a result of the simplification. Appropriate devices as described in CS FCD.420(a), satisfying level D differences training range from those where relevant elements of aircraft flight manoeuvring, performance, and handling qualities are incorporated. The use of a Manoeuvre Training Device or aircraft is limited for the conduct of specific manoeuvres or handling differences, or for specific equipment or procedures. (v) Level E training Level E differences training is applicable to candidate aircraft having such a significant ‘full task’ differences that a full type rating training course or a type rating training course with credit for previous experience on similar aircraft types is required to meet the training objectives. The training requires a ‘high fidelity’ LENNUAMET VA-CAT-700-2 V3 Leht 182/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required environment to attain or maintain knowledge, skills, or abilities that can only be satisfied by the use of FSTDs or the aircraft itself as mentioned in CS FCD.415(a). Level E training, if done in an aircraft, should be modified for safety reasons where manoeuvres can result in a high degree of risk. When level E differences training is assigned, suitable credit or constraints may be applied for knowledge, skills or abilities related to other pertinent aircraft types and specifies the relevant subjects, procedures or manoeuvres. (4) Difference level — Checking Differences checking addresses any pertinent pilot testing or checking. Initial and recurrent checking levels are the same unless otherwise specified. It may be possible to satisfactorily accomplish recurrent checking objectives in devices not meeting initial checking requirements. In such instances the applicant may propose for revalidation checks the use of certain devices not meeting the initial check requirements. (i) Level A checking Level A differences checking indicates that no check related to differences is required at the time of differences training. However, a pilot is responsible for knowledge of each variant flown. (ii) Level B checking Level B differences checking indicates that a ‘task’ or ‘systems’ check is required following initial and recurring training. (iii) Level C checking Level C differences checking requires a partial check using a suitable qualified device. A partial check is conducted relative to particular manoeuvres or systems. (iv) Level D checking Level D differences checking indicates that a partial proficiency check is required following LENNUAMET VA-CAT-700-2 V3 Leht 183/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required both initial and recurrent training. In conducting the partial proficiency check, manoeuvres common to each variant may be credited and need not be repeated. The partial proficiency check covers the specified particular manoeuvres, systems, or devices. Level D checking is performed using scenarios representing a ‘real time’ flight environment and uses qualified devices permitted for level D training or higher. (v) Level E checking Level E differences checking requires that a full proficiency check be conducted in FSTDs or in an aircraft as mentioned in CS FCD.415(a), following both initial and recurrent training. If appropriate, alternating Level E checking between relevant aircraft is possible and credit may be defined for procedures or manoeuvres based on commonality. Assignment of level E checking requirements alone, or in conjunction with level E currency, does not necessarily result in assignment of a separate type rating. (5) Difference level — Currency Differences currency addresses any currency and re- currency levels. Initial and recurrent currency levels are the same unless otherwise specified. (i) Level A currency Level A currency is common to each aircraft and does not require separate tracking. Maintenance of currency in any aircraft suffices for any other variant within the same type rating. (ii) Level B currency Level B currency is ‘knowledge-related’ currency, typically achieved through self-review by individual pilots. (iii) Level C currency LENNUAMET VA-CAT-700-2 V3 Leht 184/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (A) Level C currency is applicable to one or more designated systems or procedures, and relates to both skill and knowledge requirements. When level C currency applies, any pertinent lower level currency is also to be addressed. (B) Re-establishing level C currency When currency is lost, it may be re-established by completing required items using a device equal to or higher than that specified for level C training and checking. (iv) Level D currency (A) Level D currency is related to designated manoeuvres and addresses knowledge and skills required for performing aircraft control tasks in real time with integrated use of associated systems and procedures. Level D currency may also address certain differences in flight characteristics including performance of any required manoeuvres and related normal, non-normal and emergency procedures. When level D is necessary, any pertinent lower level currency is also to be addressed. (B) Re-establishing level D currency When currency is lost, currency may be re- established by completing pertinent manoeuvres using a device equal to or higher than that specified for level D differences training and checking. (v) Level E currency (A) Level E currency requires that recent experience requirements of Part-FCL and operational requirements be complied with in each aircraft separately. Level E currency may also specify other system, procedure, or manoeuvre currency item(s) necessary for safe operations, and requires procedures or manoeuvres to be accomplished in FSTDs or in an aircraft as mentioned in CS FCD.415(a). LENNUAMET VA-CAT-700-2 V3 Leht 185/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required Provisions are applied in a way which addresses the required system or manoeuvre experience. When level E is assigned between aircraft of common characteristics, credit may be permitted. Assignment of level E currency requirements does not automatically lead to a determination on same or separate type rating. Level E currency is tracked by a means that is acceptable to the competent authority. When CTLC is permitted, any credit or constraints applicable to using FSTDs, as mentioned in CS FCD.415(a), are also to be determined. (B) Re-establishing level E currency When currency is lost, currency may be re- established by completing pertinent manoeuvres using a device specified for level E differences training and checking. (6) Competency regarding non-normal and emergency procedures — Currency Competency for non-normal and emergency manoeuvres or procedures is generally addressed by checking requirements. Particular non-normal and emergency manoeuvres or procedures may not be considered mandatory for checking or training. In this situation it may be necessary to periodically practice or demonstrate those manoeuvres or procedures specifying currency requirements for those manoeuvres or procedures. ORO.FC.A.245 Alternative training and (a) The aeroplane operator having appropriate YES --- qualification programme experience may substitute one or more of the following training and checking requirements - GM1 ORO.FC.A.245 for flight crew by an alternative training and - GM2.ORO.FC.A.245 qualification programme (ATQP), approved by the competent authority: LENNUAMET VA-CAT-700-2 V3 Leht 186/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (1) SPA.LVO.120 on flight crew training and qualifications; (2) conversion training and checking; (3) differences training and familiarisation training; (4) command course; (5) recurrent training and checking; and (6) operation on more than one type or variant. (b) The ATQP shall contain training and checking that establishes and maintains at least an equivalent level of proficiency achieved by complying with the provisions of ORO.FC.220 and ORO.FC.230. The level of flight crew training and qualification proficiency shall be demonstrated prior to being granted the ATQP approval by the competent authority. (c) The operator applying for an ATQP approval shall provide the competent authority with an implementation plan, including a description of the level of flight crew training and qualification proficiency to be achieved. (d) In addition to the checks required by ORO.FC.230 and FCL.060 of Annex I (Part- FCL) to Regulation (EU) No 1178/2011, each flight crew member shall complete a line oriented evaluation (LOE) conducted in an FSTD. The validity period of an LOE shall be 12 calendar months. The validity period shall be counted from the end of the month when the check was taken. When the LOE is undertaken within the last three months of the validity period, the new validity period shall be counted from the original expiry date. LENNUAMET VA-CAT-700-2 V3 Leht 187/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (e) After two years of operating with an --- approved ATQP, the operator may, with the approval of the competent authority, extend the validity periods of the checks in ORO.FC.230 as follows: (1) Operator proficiency check to 12 calendar months. The validity period shall be counted from the end of the month when the check was taken. When the check is undertaken within the last three months of the validity period, the new validity period shall be counted from the original expiry date. (2) Line check to 24 calendar months. The validity period shall be counted from the end of the month when the check was taken. When the check is undertaken within the last six months of the validity period, the new validity period shall be counted from the original expiry date. (3) Emergency and safety equipment checking to 24 calendar months. The validity period shall be counted from the end of the month when the check was taken. When the check is undertaken within the last six months of the validity period, the new validity period shall be counted from the original expiry date. AMC1 ORO.FC.A.245 Alternative training --- and qualification programme COMPONENTS AND IMPLEMENTATION --- (a) Alternative training and qualification --- programme (ATQP) components The ATQP should comprise the following: --- (1) Documentation that details the scope and --- requirements of the programme, including the following: LENNUAMET VA-CAT-700-2 V3 Leht 188/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (i) The programme should demonstrate that the operator is able to improve the training and qualification standards of flight crew to a level that exceeds the standards prescribed in ORO.FC and Subpart E of Annex V (SPA.LVO). (ii) The operator’s training needs and established operational and training objectives. (iii) A description of the process for designing and gaining approval for the operator’s flight crew qualification programmes. This should include quantified operational and training objectives identified by the operator’s internal monitoring programmes. External sources may also be used. (iv) A description of how the programme will: --- (A) enhance safety; (B) improve training and qualification standards of flight crew; (C) establish attainable training objectives; (D) integrate CRM in all aspects of training; (E) develop a support and feedback process to form a self-correcting training system; (F) institute a system of progressive evaluations of all training to enable consistent and uniform monitoring of the training undertaken by flight crew; (G) enable the operator to be able to respond to new aeroplane technologies and changes in the operational environment; (H) foster the use of innovative training methods and technology for flight crew instruction and the evaluation of training systems; and LENNUAMET VA-CAT-700-2 V3 Leht 189/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (I) make efficient use of training resources, specifically to match the use of training media to the training needs. (2) A task analysis to determine the: --- (i) knowledge; (ii) required skills; (iii) associated skill-based training; and (iv) validated behavioural markers, where appropriate. For each aeroplane type/class to be included within the ATQP the operator should establish a systematic review that determines and defines the various tasks to be undertaken by the flight crew when operating that type/class. Data from other types/classes may also be used. The analysis should determine and describe the knowledge and skills required to complete the various tasks specific to the aeroplane type/class and/or type of operation. In addition, the analysis should identify the appropriate behavioural markers that should be exhibited. The task analysis should be suitably validated in accordance with (b)(3). The task analysis, in conjunction with the data gathering programme(s) permit the operator to establish a programme of targeted training together with the associated training objectives. (3) Curricula. The curriculum structure and --- content should be determined by task analysis, and should include proficiency objectives including when and how these objectives should be met. (i) The training programme should have the --- following structure: LENNUAMET VA-CAT-700-2 V3 Leht 190/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (A) Curriculum, specifying the following --- elements: (a) Entry requirements: A list of topics and content, describing what training level will be required before start or continuation of training. (b) Topics: A description of what will be trained during the lesson. (c) Targets/Objectives --- (1) Specific target or set of targets that have to be reached and fulfilled before the training course can be continued. (2) Each specified target should have an associated objective that is identifiable both by the flight crew and the trainers. (3) Each qualification event that is required by the programme should specify the training that is required to be undertaken and the required standard to be achieved. (A) Daily lesson plan --- (a) Each lesson/course/training or qualification event should have the same basic structure. The topics related to the lesson should be listed and the lesson targets should be unambiguous. (b) Each lesson/course or training event whether classroom, CBT or simulator should specify the required topics with the relevant targets to be achieved. (4) A specific training programme for: --- (i) each aeroplane type/class within the ATQP; (ii) instructors (class rating instructor rating/synthetic flight instructor authorisation/type rating instructor rating — CRI/SFI/TRI), and other personnel undertaking flight crew instruction; and LENNUAMET VA-CAT-700-2 V3 Leht 191/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (iii) examiners (class rating examiner/synthetic flight examiner/type rating examiner — CRE/SFE/TRE). This should include a method for the standardisation of instructors and examiners. Personnel who perform training and checking --- of flight crew in an operator’s ATQP should receive the following additional training on: (A) ATQP principles and goals; (B) knowledge/skills/behaviour as learned from task analysis; (C) line oriented evaluation (LOE)/ LOFT scenarios to include triggers / markers / event sets / observable behaviour; (D) qualification standards; (E) harmonisation of assessment standards; (F) behavioural markers and the systemic assessment of CRM; (G) event sets and the corresponding desired knowledge/skills and behaviour of the flight crew; (H) the processes that the operator has implemented to validate the training and qualification standards and the instructors part in the ATQP quality control; and (I) line oriented quality evaluation (LOQE). (5) A feedback loop for the purpose of --- curriculum validation and refinement, and to ascertain that the programme meets its proficiency objectives. LENNUAMET VA-CAT-700-2 V3 Leht 192/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (i) The feedback should be used as a tool to validate that the curricula are implemented as specified by the ATQP; this enables substantiation of the curriculum, and that proficiency and training objectives have been met. The feedback loop should include data from operations flight data monitoring, the advanced flight data monitoring (FDM) programme and LOE/LOQE programmes. In addition, the evaluation process should describe whether the overall targets/objectives of training are being achieved and should prescribe any corrective action that needs to be undertaken. (ii) The programme’s established quality --- control mechanisms should at least review the following: (A) procedures for approval of recurrent training; (B) ATQP instructor training approvals; (C) approval of event set(s) for LOE/LOFT; (D) procedures for conducting LOE and LOQE. (6) A method for the assessment of flight crew --- during conversion and recurrent training and checking. The assessment process should include event-based assessment as part of the LOE. The assessment method should comply with ORO.FC.230. (i) The qualification and checking programmes --- should include at least the following elements: (A) a specified structure; (B) elements to be tested/examined; (C) targets and/or standards to be attained; LENNUAMET VA-CAT-700-2 V3 Leht 193/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (D) the specified technical and procedural knowledge and skills, and behavioural markers to be exhibited. (ii) An LOE event should comprise tasks and sub-tasks performed by the crew under a specified set of conditions. Each event has one or more specific training targets/objectives, which require the performance of a specific manoeuvre, the application of procedures, or the opportunity to practise cognitive, communication or other complex skills. For each event the proficiency that is required to be achieved should be established. Each event should include a range of circumstances under which the crews’ performance is to be measured and evaluated. The conditions pertaining to each event should also be established and they may include the prevailing meteorological conditions (ceiling, visibility, wind, turbulence etc.), the operational environment (navigation aid inoperable etc.), and the operational contingencies (non-normal operation etc.). (iii) The markers specified under the operator’s ATQP should form one of the core elements in determining the required qualification standard. A typical set of markers is shown in the table below: (*See corresponding table) (iv) The topics / targets integrated into the curriculum should be measurable and progression on any training/course is only allowed if the targets are fulfilled. (7) A data monitoring/analysis programme --- consisting of the following: LENNUAMET VA-CAT-700-2 V3 Leht 194/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (i) A flight data monitoring (FDM) programme as described in AMC1 ORO.AOC.130. Data collection should reach a minimum of 60 % of all relevant flights conducted by the operator before ATQP approval is granted. This proportion may be increased as determined by the competent authority. (ii) An advanced FDM when an extension to the ATQP is requested: an advanced FDM programme is determined by the level of integration with other safety initiatives implemented by the operator, such as the operator’s safety management system. The programme should include both systematic evaluations of data from an FDM programme and flight crew training events for the relevant crews. Data collection should reach a minimum of 80 % of all relevant flights and training conducted by the operator. This proportion may be varied as determined by the competent authority. The purpose of an FDM or advanced FDM --- programme for ATQP is to enable the operator to: (A) provide data to support the programme’s implementation and justify any changes to the ATQP; (B) establish operational and training objectives based upon an analysis of the operational environment; and (C) monitor the effectiveness of flight crew training and qualification. (iii) Data gathering: the data analysis should be --- made available to the person responsible for ATQP within the organisation. The data gathered should: LENNUAMET VA-CAT-700-2 V3 Leht 195/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (A) include all fleets that are planned to be operated under the ATQP; (B) include all crews trained and qualified under the ATQP; (C) be established during the implementation phase of ATQP; and (D) continue throughout the life of the ATQP. (iv) Data handling: the operator should establish a procedure to ensure the confidentiality of individual flight crew members, as described by AMC1 ORO.AOC.130. (v) The operator that has a flight data monitoring programme prior to the proposed introduction of ATQP may use relevant data from other fleets not part of the proposed ATQP. (b) Implementation. The operator should --- develop an evaluation and implementation process including the following stages: (1) A safety case that demonstrates --- equivalency of: (i) the revised training and qualification standards compared to the standards of ORO.FC and/or Subpart E of Annex V (SPA.LVO) prior to the introduction of ATQP; and (ii) any new training methods implemented as part of ATQP. The safety case should encompass each phase --- of implementation of the programme and be applicable over the lifetime of the programme that is to be overseen. The safety case should: - demonstrate the required level of safety; - ensure the required safety is maintained throughout the lifetime of the programme; and LENNUAMET VA-CAT-700-2 V3 Leht 196/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required - minimise risk during all phases of the programme’s implementation and operation. The elements of a safety case include: --- - planning: integrated and planned with the operation (ATQP) that is to be justified; - criteria; - safety-related documentation including a safety checklist; - programme of implementation to include controls and validity checks; and - oversight, including review and audits. Criteria for the establishment of a safety case. --- The safety case should: - be able to demonstrate that the required or equivalent level of safety is maintained throughout all phases of the programme; - be valid to the application and the proposed operation; - be adequately safe and ensure the required regulatory safety standards or approved equivalent safety standards are achieved; - be applicable over the entire lifetime of the programme; - demonstrate completeness and credibility of the programme; - be fully documented; - ensure integrity of the operation and the maintenance of the operations and training infrastructure; - ensure robustness to system change; - address the impact of technological advance, obsolescence and change; and - address the impact of regulatory change. LENNUAMET VA-CAT-700-2 V3 Leht 197/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (2) A task analysis as required by (a)(2) to establish the operator’s programme of targeted training and the associated training objectives. (3) A period of operation whilst data is collected and analysed to validate the safety case and task analysis. During this period the operator should continue to operate in accordance with ORO.FC and/or Subpart E of Annex V (SPA.LVO), as applicable. The length of this period should be determined by the competent authority. AMC1 ORO.FC.A.245(a) Alternative --- training and qualification programme OPERATOR EXPERIENCE --- The appropriate experience should be at least 2 years’ continuous operation. AMC1 ORO.FC.A.245(d)(e)(2) Alternative --- training and qualification programme COMBINATION OF CHECKS --- (a) The line orientated evaluation (LOE) may be undertaken with other ATQP training. (b) The line check may be combined with a line oriented quality evaluation (LOQE). ORO.FC.A.250 Commanders holding a (a) The holder of a CPL(A) (aeroplane) shall --- CPL(A) only act as commander in commercial air transport on a single-pilot aeroplane if: (1) when carrying passengers under VFR outside a radius of 50 NM (90 km) from an aerodrome of departure, he/she has a minimum of 500 hours of flight time on aeroplanes or holds a valid instrument rating; or LENNUAMET VA-CAT-700-2 V3 Leht 198/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (2) when operating on a multi-engine type under IFR, he/she has a minimum of 700 hours of flight time on aeroplanes, including 400 hours as pilot-in-command. These hours shall include 100 hours under IFR and 40 hours in multi-engine operations. The 400 hours as pilot-in-command may be substituted by hours operating as co-pilot within an established multi-pilot crew system prescribed in the operations manual, on the basis of two hours of flight time as co-pilot for one hour of flight time as pilot-in command. (3) when operating on a single-engined aeroplane under IFR, he/she has a minimum of 700 hours of flight time on aeroplanes, including 400 hours as pilot-in-command. Those hours shall include 100 hours under IFR. The 400 hours as pilot-in-command may be substituted by hours operating as co-pilot within an established multi-pilot crew system prescribed in the operations manual, on the basis of two hours of flight time as co-pilot for one hour of flight time as pilot-in command. (b) For operations under VFR by day of performance class B aeroplanes (a)(1) shall not apply. ORO.FC.H.250 Commanders holding a (a) The holder of a CPL(H) (helicopter) shall --- CPL(H) only act as commander in commercial air transport on a single-pilot helicopter if: LENNUAMET VA-CAT-700-2 V3 Leht 199/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (1) when operating under IFR, he/she has a minimum of 700 hours total flight time on helicopters, including 300 hours as pilot-in- command. These hours shall include 100 hours under IFR. The 300 hours as pilot-in-command may be substituted by hours operating as co- pilot within an established multi-pilot crew system prescribed in the operations manual on the basis of two hours of flight time as co-pilot for one hour flight time as pilot-in command; (2) when operating under visual meteorological --- conditions (VMC) at night, he/she has: (i) a valid instrument rating; or (ii) 300 hours of flight time on helicopters, including 100 hours as pilot-in-command and 10 hours as pilot flying at night. SECTION 3 --- Additional requirements for commercial specialised operations and CAT operations referred to in ORO.FC.005(b)(1) and (2) ORO.FC.330 Recurrent training and (a) Each flight crew member shall complete checking — operator proficiency check operator proficiency checks to demonstrate his/her competence in carrying out normal, abnormal and emergency procedures, covering the relevant aspects associated with the specialised tasks described in the operations manual. (b) Appropriate consideration shall be given when operations are undertaken under IFR or at night. (c) The validity period of the operator proficiency check shall be 12 calendar months. The validity period shall be counted from the end of the month when the check was taken. When the operator proficiency check is undertaken within the last three months of the validity period, the new validity period shall be counted from the original expiry date. LENNUAMET VA-CAT-700-2 V3 Leht 200/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required SUBPART CC --- CABIN CREW --- ORO.CC.005 Scope This Subpart establishes the requirements to be --- met by the operator when operating an aircraft with cabin crew. SECTION 1 --- General requirements --- ORO.CC.100 Number and composition of (a) The number and composition of cabin crew cabin crew shall be determined in accordance with 7.a of Annex IV to Regulation (EC) No 216/2008, - GM1 ORO.CC.100 taking into account operational factors or circumstances of the particular flight to be operated. At least one cabin crew member shall be assigned for the operation of aircraft with an MOPSC of more than 19 when carrying one or more passenger(s). (b) For the purpose of complying with (a), the --- minimum number of cabin crew shall be the greater of the following: (1) the number of cabin crew members established during the aircraft certification process in accordance with the applicable certification specifications, for the aircraft cabin configuration used by the operator; or (2) if the number under (1) has not been established, the number of cabin crew established during the aircraft certification process for the maximum certified passenger seating configuration reduced by 1 for every whole multiple of 50 passenger seats of the aircraft cabin configuration used by the operator falling below the maximum certified seating capacity; or LENNUAMET VA-CAT-700-2 V3 Leht 201/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (3) one cabin crew member for every 50, or fraction of 50, passenger seats installed on the same deck of the aircraft to be operated. (c) For operations where more than one cabin crew member is assigned, the operator shall nominate one cabin crew member to be responsible to the pilot-in- command/commander. AMC1 ORO.CC.100 Number and --- composition of cabin crew DETERMINATION OF THE NUMBER AND --- COMPOSITION OF CABIN CREW (a) When determining the minimum number of --- cabin crew required to operate aircraft engaged in commercial air transport operations, factors to be taken into account should include: (1) the number of doors/exits; (2) the type(s) of doors/exits and the associated assisting evacuation means; (3) the location of doors/exits in relation to cabin crew stations and the cabin layout; (4) the location of cabin crew stations taking --- into account direct view requirements and cabin crew duties in an emergency evacuation including: (i) opening floor level doors/exits and initiating stair or slide deployment; (ii) assisting passengers to pass through doors/exits; and (iii) directing passengers away from inoperative doors/exits, crowd control and passenger flow management; (5) actions required to be performed by cabin crew in ditching, including the deployment of slide-rafts and the launching of life-rafts; LENNUAMET VA-CAT-700-2 V3 Leht 202/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (6) additional actions required to be performed by cabin crew members when responsible for a pair of doors/exits; and (7) the type and duration of the flight to be operated. (b) When scheduling cabin crew for a flight, the operator should establish procedures that take account of the experience of each cabin crew member. The procedures should specify that the required cabin crew includes some cabin crew members who have at least 3 months experience as an operating cabin crew member. ORO.CC.110 Conditions for assignment to (a) Cabin crew members shall only be assigned --- duties to duties on an aircraft if they: (1) are at least 18 years of age; (2) have been assessed, in accordance with the applicable requirements of Annex IV (Part- MED) to Regulation (EU) No 1178/2011, as physically and mentally fit to perform their duties and discharge their responsibilities safely; and (3) have successfully completed all applicable training and checking required by this Subpart and are competent to perform the assigned duties in accordance with the procedures specified in the operations manual. (b) Before assigning to duties cabin crew --- members who are working on a freelance or part-time basis, the operator shall verify that all applicable requirements of this Subpart are complied with, taking into account all services rendered by the cabin crew member to any other operator(s), to determine in particular: (1) the total number of aircraft types and variants operated; and (2) the applicable flight and duty time limitations and rest requirements. LENNUAMET VA-CAT-700-2 V3 Leht 203/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (c) Operating cabin crew members, as well as their role with regard to the safety of passengers and flight, shall be clearly identified to the passengers. ORO.CC.115 Conduct of training courses (a) A detailed programme and syllabus shall be and associated checking established by the operator for each training course in accordance with the applicable - GM1 ORO.CC.115 requirements of this Subpart, and of Annex V - GM1 ORO.CC.115(e) (Part-CC) to Regulation (EU) No 290/2012 -GM2 ORO.CC.115(e) where applicable, to cover the duties and -GM3 ORO.CC.115(e) responsibilities to be discharged by the cabin -GM4 ORO.CC.115(e) crew members. -GM5 ORO.CC.115(e) (b) Each training course shall include theoretical and practical instruction together with individual or collective practice, as relevant to each training subject, in order that the cabin crew member achieves and maintains the adequate level of proficiency in accordance with this Subpart. (c) Each training course shall be: --- (1) conducted in a structured and realistic manner; and (2) performed by personnel appropriately qualified for the subject to be covered. (d) During or following completion of all training required by this Subpart, each cabin crew member shall undergo a check covering all training elements of the relevant training programme, except for crew resource management (CRM) training. Checks shall be performed by personnel appropriately qualified to verify that the cabin crew member has achieved and/or maintains the required level of proficiency. LENNUAMET VA-CAT-700-2 V3 Leht 204/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (e) CRM training courses and CRM modules where applicable shall be conducted by a cabin crew CRM instructor. When CRM elements are integrated in other training, a cabin crew CRM instructor shall manage the definition and implementation of the syllabus. AMC1 ORO.CC.115(c) Conduct of training --- courses and associated checking TRAINING METHODS AND TRAINING --- DEVICES (a) The operator should establish training --- methods that take into account the following: (1) training should include the use of cabin training devices, audio-visual presentations, computer-based training and other types of training, as most appropriate to the training element; and (2) a reasonable balance between the different training methods should be ensured so that the cabin crew member achieves the level of proficiency necessary for a safe performance of all related cabin crew duties and responsibilities. (b) When assessing the representative training --- devices to be used, the operator should: (1) take into account that a representative training device may be used to train cabin crew as an alternative to the use of the actual aircraft or required equipment; (2) ensure that those items relevant to the --- training and checking intended to be given accurately represent the aircraft or equipment in the following particulars: (i) layout of the cabin in relation to doors/exits, galley areas and safety and emergency equipment stowage as relevant; LENNUAMET VA-CAT-700-2 V3 Leht 205/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (ii) type and location of passenger seats and cabin crew stations; (iii) doors/exits in all modes of operation, particularly in relation to the method of operation, mass and balance and operating forces, including failure of power-assist systems where fitted; and (iv) safety and emergency equipment of the type provided in the aircraft (such equipment may be ‘training use only’ items and, for oxygen and protective breathing equipment, units charged with or without oxygen may be used); and (3) assess the following factors when --- determining whether a door/exit can be considered to be a variant of another type: (i) door/exit arming/disarming; (ii) direction of movement of the operating handle; (iii) direction of door/exit opening; (iv) power-assist mechanisms; and (v) assisting evacuation means such as slides and ropes. AMC1 ORO.CC.115(d) Conduct of training --- courses and associated checking CHECKING --- (a) Checking required for each training course --- should be accomplished by the method appropriate to the training element to be checked. These methods include: (1) practical demonstration; (2) computer-based assessment; (3) in-flight checks; (4) oral or written tests. LENNUAMET VA-CAT-700-2 V3 Leht 206/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (b) Training elements that require individual practical participation may be combined with practical checks. AMC1 ORO.CC.115(e) Conduct of training --- courses and associated checking RESOURCE MANAGEMENT (CRM) (a) General --- TRAINING – MULTI CABIN CREW (1) Training environment OPERATIONS CRM training should be conducted in the non- operational environment (classroom and computer-based) and in the operational environment (cabin training device and aircraft). Tools such as group discussions, team task analysis, team task simulation and feedback should be used. (2) Classroom training Whenever possible, classroom training should be conducted in a group session away from the pressures of the usual working environment, so that the opportunity is provided for cabin crew members to interact and communicate in an environment conducive to learning. (3) Computer-based training Computer-based training should not be conducted as a stand-alone training method, but may be conducted as a complementary training method. (4) Cabin training devices and aircraft Whenever practicable, relevant parts of CRM training should be conducted in representative cabin training devices that reproduce a realistic operational environment, or in the aircraft. During practical training, interaction should be encouraged. (5) Integration into cabin crew training CRM principles should be integrated into relevant parts of cabin crew training and operations, including checklists, briefings and emergency procedures. LENNUAMET VA-CAT-700-2 V3 Leht 207/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (6) Combined CRM training for flight crew and cabin crew (i) Operators should provide combined training for flight crew and cabin crew during recurrent CRM training. (ii) The combined training should address at least: (A) effective communication, coordination of tasks and functions of flight crew and cabin crew; and (B) mixed multinational and cross-cultural flight crew and cabin crew, and their interaction, if applicable. (iii) Combined CRM training should be conducted by flight crew CRM trainer or cabin crew CRM trainer. (iv) There should be an effective liaison between flight crew and cabin crew training departments. Provision should be made for transfer of relevant knowledge and skills between flight crew and cabin crew CRM trainers. (7) Management system CRM training should address hazards and risks identified by the operator’s management system described in ORO.GEN.200. (8) Competency-based CRM training Whenever practicable, the compliance-based approach concerning CRM training may be substituted by a competency-based approach. In this context, CRM training should be characterised by a performance orientation, with emphasis on standards of performance and their measurement, and the development of training to the specified performance standards. (9) Contracted CRM training If the operator chooses not to establish its own CRM training, another operator, a third party or a training organisation may be contracted to provide the training in LENNUAMET VA-CAT-700-2 V3 Leht 208/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required accordance with ORO.GEN.205. In case of contracted CRM training, the operator should ensure that the content of the course covers the specific culture, the type of operations and the associated procedures of the operator. When crew members from different operators attend the same course, the CRM training should be specific to the relevant flight operations and to the trainees concerned. (b) Operator’s CRM training The operator’s CRM training should cover all elements listed in Table 1 of (g). Several training elements are specified as ‘not required’ for the operator’s CRM training, since they are covered under the introductory CRM course for cabin crew as required in Annex V (Part-CC) to Commission Regulation (EU) No 1178/2011. (c) Operator aircraft type conversion CRM training If the cabin crew member undertakes the operator’s conversion training on an aircraft type, the applicable CRM training elements should be covered as specified in Table 1 of (g). (d) Annual recurrent CRM training (1) Annual recurrent CRM training should be provided in such a way that all CRM training elements specified for the annual recurrent training in Table 1 of (g) are covered over a period not exceeding 3 years. (2) Operators should update their recurrent CRM training programme over a period not exceeding 3 years. The revision of the programme should take into account information from the operator’s management system. (e) Senior cabin crew member course (1) CRM training for senior cabin crew members should be the application of knowledge LENNUAMET VA-CAT-700-2 V3 Leht 209/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required gained in previous CRM training and operational experience relevant to the specific duties and responsibilities of a senior cabin crew member. The operator should ensure that for the senior cabin crew member course the CRM training elements are integrated into the training, as specified in Table 1 of (g). (2) During the training the senior cabin crew member should demonstrate the ability: (i) to manage the operation; and (ii) to take appropriate leadership and management decisions. (f) Training elements The CRM training elements to be covered are specified in Table 1 of (g). The operator should ensure that the following aspects are addressed: (1) Resilience development CRM training should address the main aspects of resilience development. The training should cover: (i) Mental flexibility Cabin crew should be trained to: (A) understand that mental flexibility is necessary to recognise critical changes; (B) reflect on their judgement and adjust it to the unique situation; (C) avoid fixed prejudices and over-reliance on standard solutions; and (D) remain open to changing assumptions and perceptions. (ii) Performance adaptation Cabin crew should be trained to: (A) mitigate frozen behaviours, overreactions and inappropriate hesitation; and (B) adjust actions to current conditions. (2) Surprise and startle effect CRM training should address unexpected, unusual and stressful situations including LENNUAMET VA-CAT-700-2 V3 Leht 210/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required interruptions and distractions. Therefore, CRM training should be designed to prepare cabin crew to master sudden events and associated uncontrolled reactions. (3) Cultural differences CRM training should cover cultural differences of multinational and cross-cultural crews. This includes recognising that: (i) different cultures may have different communication specifics, ways of understanding and approaches to the same situation or problem; (ii) difficulties may arise when crew members with different mother tongue communicate in a common language which is not their mother tongue; and (iii) cultural differences may lead to different methods for identifying a situation and solving a problem. (4) Operator’s safety culture and company culture CRM training should cover the operator’s safety culture, its company culture, the type of operations and the associated procedures of the operator. This should include areas of operations that may lead to particular difficulties or involve unusual hazards. (5) Case studies (i) CRM training should cover aircraft type- specific case studies, based on the information available within the operator’s management system, including: (A) accident and serious incident reviews to analyse and identify any associated non-technical causal and contributory factors, and instances or examples of lack of CRM; and (B) analysis of occurrences that were well managed. (ii) If relevant aircraft type-specific or operator-specific case studies are not available, the operator should consider other case studies LENNUAMET VA-CAT-700-2 V3 Leht 211/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required relevant to the scale and scope of its operations. (g) CRM training syllabus Table 1 below specifies which CRM training elements should be covered in each type of training. The levels of training in Table 1 can be described as follows: (1) ‘Required’ means training that should be instructional or interactive in style to meet the objectives specified in the CRM training programme or to refresh and strengthen knowledge gained in a previous training. (2) ‘In-depth’ means training that should be instructive or interactive in style taking full advantage of group discussions, team task analysis, team task simulation, etc., for the acquisition or consolidation of knowledge, skills and attitudes. The CRM training elements should be tailored to the specific needs of the training phase being undertaken. Tabel 1 – Cabin crew CRM training AMC2 ORO.CC.115(e) Conduct of training For single cabin crew operations, AMC1 courses and associated checking ORO.CC.115(e) should be applied with the CREW RESOURCE MANAGEMENT (CRM) following TRAINING — SINGLE CABIN CREW differences: OPERATIONS (a) Relevant training elements CRM training should focus on the elements specified in Table 1 of (g) of AMC1 ORO.CC.115(e) which are relevant to single cabin crew operations. Therefore, single cabin crew CRM training should include, among others: (1) situation awareness; (2) workload management; (3) decision-making; (4) resilience development; (5) surprise and startle effect; and LENNUAMET VA-CAT-700-2 V3 Leht 212/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (6) effective communication and coordination with (i) the flight crew; and (ii) other operational personnel and ground services. (b) Computer-based training Notwithstanding (a)(3) of AMC1 ORO.CC.115(e), computer-based training may be conducted as a stand-alone training method for a cabin crew member operating on aircraft with a maximum operational passenger seating configuration of 19 or less. AMC3 ORO.CC.115(e) Conduct of training (a) Applicability courses and associated checking The provisions described herein: CABIN CREW CRM TRAINER (1) should be fulfilled by cabin crew CRM trainers responsible for classroom CRM training and (2) are not applicable to trainers or instructors conducting training other than CRM training, but integrating CRM elements into this training. Nevertheless, trainers or instructors who are integrating CRM elements into the aircraft type training, recurrent training or senior cabin crew member training should have acquired relevant knowledge of human performance and limitations, and have completed appropriate CRM training. (b) Qualification of cabin crew CRM trainer (1) A training and standardisation programme for cabin crew CRM trainers should be established. (2) The cabin crew CRM trainer, in order to be suitably qualified, should: (i) have adequate knowledge of the relevant flight operations; (ii) have received instructions on human performance and limitations (HPL); (iii) have completed an introductory CRM course, as required in Annex V (Part-CC) to Commission Regulation (EU) No 1178/2011, and an operator’s CRM training, as LENNUAMET VA-CAT-700-2 V3 Leht 213/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required specified in AMC1 ORO.CC.115(e); (iv) have received training in group facilitation skills; (v) have received additional training in the fields of group management, group dynamics and personal awareness; and (vi) have demonstrated the knowledge, skills and credibility required to train the CRM training elements in the non-operational environment, as specified in Table 1 of AMC1 ORO.CC.115(e). (3) An experienced CRM trainer may become a cabin crew CRM trainer if he/she demonstrates a satisfactory knowledge of the relevant flight operations and the cabin crew working environment, and fulfils the provisions specified in (2)(ii) to (2)(vi). (c) Training of cabin crew CRM trainer (1) Training of cabin crew CRM trainers should be both theoretical and practical. Practical elements should include the development of specific trainer skills, particularly the integration of CRM into day-to-day operations. (2) The basic training of cabin crew CRM trainers should include the training elements for cabin crew, as specified in Table 1 of AMC1 ORO.CC.115(e). In addition, the basic training should include the following: (i) introduction to CRM training; (ii) operator’s management system; and (iii) characteristics, as applicable: (A) of the different types of CRM trainings (initial, recurrent, etc.); (B) of combined training; and (C) related to the type of aircraft or operation. (3) The refresher training of cabin crew CRM trainers should include new methodologies, procedures and lessons learned. LENNUAMET VA-CAT-700-2 V3 Leht 214/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (4) The training of cabin crew CRM trainers should be conducted by cabin crew CRM trainers with a minimum of 3 years’ experience. Assistance may be provided by experts in order to address specific areas. (d) Assessment of cabin crew CRM trainer (1) A cabin crew CRM trainer should be assessed by the operator when conducting the first CRM training course. This first assessment should be valid for a period of 3 years. (2) Assessment is the process of observing, recording, interpreting and debriefing the cabin crew CRM trainer. The operator should describe the assessment process in the operations manual. All personnel involved in the assessment must be credible and competent in their role. (e) Recency and renewal of qualification as cabin crew CRM trainer (1) For recency of the 3-year validity period, the cabin crew CRM trainer should: (i) conduct at least 2 CRM training events in any 12-month period; (ii) be assessed within the last 12 months of the 3-year validity period by the operator; and (iii) complete CRM trainer refresher training within the 3-year validity period. (2) The next 3-year validity period should start at the end of the previous period. (3) For renewal, i.e. when a cabin crew CRM trainer does not fulfil the provisions of (1), he/she should, before resuming as cabin crew CRM trainer: (i) comply with the qualification provisions of (b) and (d); and (ii) complete CRM trainer refresher training. LENNUAMET VA-CAT-700-2 V3 Leht 215/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required ORO.CC.120 Initial training course (a) Each new entrant who does not already --- hold a valid cabin crew attestation issued in accordance with Annex V (Part-CC) to Regulation (EU) No 290/2012: (1) shall be provided with an initial training course as specified in CC.TRA.220 of that Annex; and (2) shall successfully undergo the associated examination before undertaking other training required by this Subpart. (b) Elements of the initial training programme may be combined with the first aircraft type specific training and operator conversion training, provided that the requirements of CC.TRA.220 are met and any such element(s) are recorded as elements of the initial training course in the training records of the cabin crew members concerned. AMC1 ORO.CC.120 (a)(1) Initial training course NEW ENTRANTS IN OPERATIONS OTHER THAN COMMERCIAL AIR TRANSPORT OPERATIONS (a) When a new entrant to an operator conducting operations other than commercial air transport is a cabin crew member, not holding a valid cabin crew attestation, who has already acquired experience as cabin crew in operations other than commercial air transport, credit may be granted to the elements of the initial training programme he/she has previously completed if such training elements are documented in his/her training records. (b) In such a case, the operator should ensure that: (1) the full training programme as specified in Appendix 1 to Part-CC has been covered, and LENNUAMET VA-CAT-700-2 V3 Leht 216/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (2) the new entrant successfully undergoes the examination required by ORO.CC.120(a)(2). ORO.CC.125 Aircraft type specific training (a) Each cabin crew member shall have --- and completed appropriate aircraft type specific operator conversion training training and operator conversion training, as well as the associated checks, before being: (1) first assigned by the operator to operate as a cabin crew member; or (2) assigned by that operator to operate on another aircraft type. (b) When establishing the aircraft type specific and the operator conversion training programmes and syllabi, the operator shall include, where available, the relevant elements defined in the mandatory part of the operational suitability data established in accordance with Regulation (EU) No 748/2012. (c) The aircraft type specific training --- programme shall: (1) involve training and practice on a representative training device or on the actual aircraft; and (2) cover at least the following aircraft type --- specific training elements: (i) aircraft description as relevant to cabin crew duties; (ii) all safety equipment and systems installed relevant to cabin crew duties; (iii) operation and actual opening, by each cabin crew member, of each type or variant of normal and emergency doors and exits in the normal and emergency modes; (iv) demonstration of the operation of the other exits including flight crew compartment windows; LENNUAMET VA-CAT-700-2 V3 Leht 217/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (v) fire and smoke protection equipment where installed; (vi) evacuation slide training, where fitted; (vii) operation of the seat, restraint system and oxygen system equipment relevant to pilot incapacitation. (d) The operator conversion training --- programme for each aircraft type to be operated shall: (1) involve training and practice on a representative training device or on the actual aircraft; (2) include training in the operator’s standard operating procedures for cabin crew members to be first assigned to duties by the operator; (3) cover at least the following operator --- specific training elements as relevant to the aircraft type to be operated: (i) description of the cabin configuration; (ii) location, removal and use of all portable safety and emergency equipment carried on- board; (iii) all normal and emergency procedures; (iv) passenger handling and crowd control; (v) fire and smoke training including the use of all related fire-fighting and protective equipment representative of that carried on- board; (vi) evacuation procedures; (vii) pilot incapacitation procedures; (viii) applicable security requirements and procedures; (ix) crew resource management. LENNUAMET VA-CAT-700-2 V3 Leht 218/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required AMC1 ORO.CC.125(c) Aircraft type --- specific training and operator conversion training TRAINING PROGRAMME – AIRCRAFT --- TYPE SPECIFIC TRAINING The following aircraft type specific training --- elements should be covered as relevant to the aircraft type: (a) Aircraft description --- (1) type of aircraft, principal dimensions, narrow or wide bodied, single or double deck; (2) speed, altitude, range; (3) passenger seating capacity; (4) flight crew number and minimum number of required cabin crew; (5) cabin doors/exits location and sill height; (6) cargo and unpressurised areas as relevant; (7) aircraft systems relevant to cabin crew duties; (8) flight crew compartment - general presentation, pilot seats and their mechanism, emergency exits, storage; (9) required cabin crew stations; (10) flight crew compartment security - general: door components and use; (11) access to avionics bay where relevant; (12) lavatories - general: doors, systems, calls and signs; and (13) least risk bomb location. (b) Safety and emergency equipment and --- aircraft systems installed LENNUAMET VA-CAT-700-2 V3 Leht 219/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required Each cabin crew member should receive --- realistic training on, and demonstration of, the location and use of all aircraft type specific safety and emergency equipment and aircraft systems installed, with emphasis on the following: (1) slides, and where non-self-supporting slides are carried, the use of any associated assisting evacuation means; (2) life-rafts and slide-rafts, including the equipment attached to, and/or carried in, the raft; (3) drop-out oxygen system; and (4) communication equipment. (c) Operation of doors and exits --- This training should be conducted in a representative training device or in the actual aircraft and should include failure of power assist systems where fitted and the action and forces required to operate and deploy evacuation slides. Training should also include operation and actual opening of the flight crew compartment security door when installed. (d) Fire and smoke protection equipment --- Each cabin crew member should be trained in using fire and/or smoke protection equipment where fitted. (e) Evacuation slide training --- (1) Each cabin crew member should descend an evacuation slide from a height representative of the aircraft main deck sill height. (2) The slide should be fitted to a representative training device or to the actual aircraft. LENNUAMET VA-CAT-700-2 V3 Leht 220/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (3) A further descent should be made when the cabin crew member qualifies on an aircraft type in which the main deck exit sill height differs significantly from any aircraft type previously operated. (f) Operation of equipment related to pilot --- incapacitation The training should cover any type specific elements or conditions relevant to cabin crew actions to be taken in case of pilot incapacitation. Each cabin crew member should be trained to operate all equipment that must be used in case of pilot incapacitation. AMC1 ORO.CC.125(d) Aircraft type- --- specific training and operator conversion training TRAINING PROGRAMME – OPERATOR --- CONVERSION TRAINING The following training elements should be --- covered as relevant to the aircraft type and the related operator’s specifics: (a) Description of the cabin configuration --- The description should cover all elements specific to the operator’s cabin configuration and any differences with those previously covered in accordance with AMC1 ORO.CC.125(c), including: (1) required and additional cabin crew stations - location (including direct view) , restraint systems, control panels; (2) passenger seats – general presentation and associated operator’s specific features and equipment; (3) designated stowage areas; LENNUAMET VA-CAT-700-2 V3 Leht 221/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (4) lavatories - operator’s specific features, equipment and systems additional to the aircraft type specific elements; (5) galley - location, appliances, water and waste system, including shut-off, sinks, drains, stowage, control panels, calls and signs; and where applicable (6) crew rest areas - location, systems, controls, safety and emergency equipment; (7) cabin dividers, curtains, partitions; (8) lift location, use, controls; (9) stowage for the containment of waste; and (10) passenger hand rail system or alternative means. (b) Safety and emergency equipment --- Each cabin crew member should receive --- realistic training on and demonstration of the location and use of all safety and emergency equipment carried including: (1) life-jackets, infant life-jackets and flotation devices; (2) first-aid and drop-out oxygen, including supplementary systems; (3) fire extinguishers and protective breathing equipment (PBE); (4) crash axe or crowbar; (5) emergency lights including torches; (6) communication equipment, including megaphones; (7) slide-rafts and life-rafts’ survival packs and their contents; (8) pyrotechnics (actual or representative devices); LENNUAMET VA-CAT-700-2 V3 Leht 222/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (9) first-aid kits, emergency medical kits and their contents; and (10) other portable safety and emergency equipment, where applicable. (c) Normal and emergency procedures --- Each cabin crew member should be trained on --- the operator’s normal and emergency procedures as applicable, with emphasis on the following: (1) passenger briefing, safety demonstration and cabin surveillance; (2) severe air turbulence; (3) non–pressurisation, slow and sudden decompression, including the donning of portable oxygen equipment by each cabin crew member; and (4) other in-flight emergencies and (5) carriage of special categories of passengers (SCPs). (d) Passenger handling and crowd control --- Training should be provided on the practical --- aspects of passenger preparation and handling, as well as crowd control, in various emergency situations as applicable to the operator’s specific aircraft cabin configuration, and should cover the following: (1) communications between flight crew and cabin crew and use of all communications equipment, including the difficulties of coordination in a smoke-filled environment; (2) verbal commands; (3) the physical contact that may be needed to encourage people out of a door/exit and onto a slide; LENNUAMET VA-CAT-700-2 V3 Leht 223/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (4) redirection of passengers away from unusable doors/exits; (5) marshalling of passengers away from the aircraft; (6) evacuation of special categories of passengers with emphasis on passengers with disabilities or reduced mobility; and (7) authority and leadership. (e) Fire and smoke training --- (1) Each cabin crew member should receive realistic and practical training in the use of all fire-fighting equipment including protective clothing representative of that carried in the aircraft. (2) Each cabin crew member should: --- (i) extinguish an actual fire characteristic of an aircraft interior fire except that, in the case of halon extinguishers, an alternative extinguishing agent may be used; and (ii) exercise the donning and use of PBE in an enclosed simulated smoke-filled environment with particular emphasis on identifying the actual source of fire and smoke. (f) Evacuation procedures --- Training should include all the operator’s procedures that are applicable to planned or unplanned evacuations on land and water. It should also include, where relevant, the additional actions required from cabin crew members responsible for a pair of doors/exits and the recognition of when doors/exits are unusable or when evacuation equipment is unserviceable. (g) Pilot incapacitation procedures --- LENNUAMET VA-CAT-700-2 V3 Leht 224/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required Unless the minimum flight crew is more than two, each cabin crew member should be trained in the procedure for pilot incapacitation. Training in the use of flight crew checklists, where required by the operator's standard operating procedures (SOPs), should be conducted by a practical demonstration. (h) CRM (1) The operator should ensure that all applicable CRM training elements, as specified in Table 1 of AMC1 ORO.CC.115(e), are covered to the level required in the column ‘Operator aircraft type conversion training’. (2) The operator's CRM training and the CRM training covered during the operator aircraft type conversion training should be conducted by at least one cabin crew CRM instructor. AMC1 ORO.CC.125 & ORO.CC.130 --- Aircraft type specific training and operator conversion training & Differences training TRAINING PROGRAMMES --- The programmes and syllabi of aircraft type specific training, operator conversion training and differences training should take into account the cabin crew member's previous training as documented in his/her training records. AMC1 ORO.CC.125(b) & ORO.CC.130(c) --- Aircraft type specific training and operator conversion training & Differences training NON-MANDATORY --- (RECOMMENDATIONS) ELEMENTS OF OPERATIONAL SUITABILITY DATA LENNUAMET VA-CAT-700-2 V3 Leht 225/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required When developing the training programmes and syllabi for aircraft-type specific training and for differences training, the operator should consider the non-mandatory (recommendations) elements for the relevant type that are provided in the operational suitability data established in accordance with Commission Regulation (EU) No 748/2012. ORO.CC.130 Differences training (a) In addition to the training required in --- ORO.CC.125, the cabin crew member shall complete appropriate training and checking covering any differences before being assigned on: (1) a variant of an aircraft type currently operated; or (2) a currently operated aircraft type or variant --- with different: (i) safety equipment; (ii) safety and emergency equipment location; or (iii) normal and emergency procedures. (b) The differences training programme shall: --- (1) be determined as necessary on the basis of a comparison with the training programme completed by the cabin crew member, in accordance with ORO.CC.125(c) and (d), for the relevant aircraft type; and (2) involve training and practice in a representative training device or the actual aircraft as relevant to the difference training element to be covered. LENNUAMET VA-CAT-700-2 V3 Leht 226/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (c) When establishing a differences training programme and syllabus for a variant of an aircraft type currently operated, the operator shall include, where available, the relevant elements defined in the mandatory part of the operational suitability data established in accordance with Regulation (EU) No 748/2012. AMC1 ORO.CC.125 & ORO.CC.130 Aircraft type specific training and operator conversion training & differences training AMC1 ORO.CC.125(b) & ORO.CC.130(c) Aircraft type specific training and operator conversion training & differences training ORO.CC.135 Familiarisation After completion of aircraft type specific training and operator conversion training on an aircraft type, each cabin crew member shall complete appropriate supervised familiarisation on the type before being assigned to operate as a member of the minimum number of cabin crew required in accordance with ORO.CC.100. AMC1 ORO.CC.135 Familiarisation --- FAMILIARISATION FLIGHTS AND --- AIRCRAFT FAMILIARISATION VISITS (a) For CAT operations, familiarisation of --- cabin crew to a new aircraft type or variant should be completed in accordance with the following, as relevant: (1) New entrant cabin crew Each new entrant cabin crew member having --- no previous comparable operating experience should participate in: (i) a familiarisation visit as described in (c) to the aircraft to be operated; and (ii) familiarisation flights as described in (b). LENNUAMET VA-CAT-700-2 V3 Leht 227/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (2) Cabin crew operating on a subsequent --- aircraft type A cabin crew member assigned to operate on a --- subsequent aircraft type with the same operator should participate either in a: (i) familiarisation flight as described in (b); or (ii) familiarisation visit as described in (c) to the aircraft type to be operated. (b) Familiarisation flights --- (1) During familiarisation flights, the cabin crew member should be assigned in addition to the minimum number of cabin crew required in accordance with ORO.CC.100 and if applicable ORO.CC.200. (2) Familiarisation flights should be: --- (i) conducted under the supervision of the senior cabin crew member; (ii) structured and conducted with the cabin crew member participating in pre-flight, in- flight and post-flight safety duties; (iii) operated with the cabin crew member wearing the operator’s cabin crew uniform; and (iv) recorded in the training record of the cabin crew member. (c) Aircraft familiarisation visits --- (1) Aircraft visits should enable the cabin crew --- member to become familiar with the aircraft environment and its equipment. Accordingly, aircraft visits should be conducted by appropriately qualified persons. The aircraft visit should provide an overview of the aircraft’s exterior, interior and aircraft systems with emphasis on the following: (i) interphone and public address systems; LENNUAMET VA-CAT-700-2 V3 Leht 228/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (ii) evacuation alarm systems; (iii) emergency lighting; (iv) smoke detection systems; (v) safety and emergency equipment; (vi) flight crew compartment; (vii) cabin crew stations; (viii) lavatories; (ix) galleys, galley security and water shut-off; (x) cargo areas if accessible from the passenger compartment during flight; (xi) circuit breaker panels located in the passenger compartment; (xii) crew rest areas; and (xiii) doors/exits location and environment. (2) An aircraft familiarisation visit may be combined with the aircraft type specific training or operator conversion training required by ORO.CC.125. (d) For cabin crew members assigned to operations other than CAT, familiarisation should be completed by means of an aircraft familiarisation visit, or a familiarisation flight, as appropriate taking into account the aircraft type to be operated by the cabin crew member. ORO.CC.140 Recurrent training (a) Each cabin crew member shall complete annually recurrent training and checking. (b) Recurrent training shall cover the actions assigned to each member of the cabin crew in normal and emergency procedures and drills relevant to each aircraft type and/or variant to be operated. (c) Aircraft type specific training elements: --- LENNUAMET VA-CAT-700-2 V3 Leht 229/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (1) Recurrent training shall include annually touch-drills by each cabin crew member for simulating the operation of each type or variant of normal and emergency doors and exits for passenger evacuation. (2) Recurrent training shall also include at --- intervals not exceeding three years: (i) operation and actual opening by each cabin crew member, in a representative training device or in the actual aircraft, of each type or variant of normal and emergency exits in the normal and emergency modes; (ii) actual operation by each cabin crew member, in a representative training device or in the actual aircraft, of the flight crew compartment security door, in both normal and emergency modes, and of the seat and restraint system, and a practical demonstration of the oxygen system equipment relevant to pilot incapacitation; (iii) demonstration of the operation of all other exits including the flight crew compartment windows; and (iv) demonstration of the use of the life-raft, or slide raft, where fitted. (d) Operator specific training elements: --- (1) Recurrent training shall include annually: --- (i) by each cabin crew member: --- (A) location and handling of all safety and emergency equipment installed or carried on board; and (B) the donning of life-jackets, portable oxygen and protective breathing equipment (PBE); (ii) stowage of articles in the passenger compartment; LENNUAMET VA-CAT-700-2 V3 Leht 230/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (iii) procedures related to aircraft surface contamination; (iv) emergency procedures; (v) evacuation procedures; (vi) incident and accident review; (vii) crew resource management; (viii) aero-medical aspects and first aid including related equipment; (ix) security procedures. (2) Recurrent training shall also include at --- intervals not exceeding three years: (i) use of pyrotechnics (actual or representative devices); (ii) practical demonstration of the use of flight crew checklists; (iii) realistic and practical training in the use of all fire-fighting equipment, including protective clothing, representative of that carried in the aircraft; (iv) by each cabin crew member: --- (A) extinguishing a fire characteristic of an aircraft interior fire; (B) donning and use of PBE in an enclosed simulated smoke-filled environment. (e) Validity periods: --- (1) The annual recurrent training validity period shall be 12 calendar months counted from the end of the month when the check was taken. (2) If the recurrent training and checking required in (a) are undertaken within the last three calendar months of the validity period, the new validity period shall be counted from the original expiry date. LENNUAMET VA-CAT-700-2 V3 Leht 231/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (3) For the additional triennial training elements specified in (c)(2) and (d)(2), the validity period shall be 36 calendar months counted from the end of the month when the checks were taken. AMC1 ORO.CC.140 Recurrent training --- TRAINING PROGRAMMES --- (a) Elements of the annual recurrent training --- programme (1) Training on the location and handling of safety and emergency equipment should include all relevant oxygen systems, and any equipment such as defibrillators if carried on board. (2) Training on emergency procedures should cover pilot incapacitation procedures and crowd control techniques. (3) CRM training should satisfy the following: --- (i) the applicable training elements specified in Table 1 of AMC1 ORO.CC.115(e) should be covered within a 3-year cycle to the level required by Column ‘Annual Recurrent Training’; (ii) the definition and implementation of the CRM training programme should be managed by a cabin crew CRM trainer; and (iii) when CRM training is provided by stand- alone modules, it should be conducted by at least one cabin crew CRM trainer. (b) Additional triennial elements of recurrent --- training programme LENNUAMET VA-CAT-700-2 V3 Leht 232/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (1) Training on the operation of normal and emergency doors/exits should cover failure of power assist systems where fitted. This should include the actions and forces required to operate and deploy evacuation slides, and additional training when relevant for cabin crew members responsible for a pair of doors/exits. (2) Training in the use of all fire-fighting equipment, including protective clothing, representative of that carried in the aircraft should include individual practice by each cabin crew member to extinguish a fire characteristic of an aircraft interior fire except that, in the case of halon extinguishers, an alternative extinguishing agent may be used. Training should place particular emphasis on identifying the actual source of fire or smoke. (3) Training on normal and emergency procedures for special categories of passengers (SCPs) should cover the specific procedures established by the operator for the carriage of SCPs. The operator may determine that such training is to be completed at shorter intervals, taking into account the route structure, passenger profiles, aircraft types operated, seasonal demands and operations. ORO.CC.145 Refresher training (a) When a cabin crew member, during the --- preceding six months within the validity period - GM1 ORO.CC.145 of the last relevant recurrent training and checking: (1) has not performed any flying duties, he/she shall, before being reassigned to such duties, complete refresher training and checking for each aircraft type to be operated; or LENNUAMET VA-CAT-700-2 V3 Leht 233/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (2) has not performed flying duties on one --- particular aircraft type, he/she shall, before being reassigned to duties, complete on that aircraft type: (i) refresher training and checking; or (ii) two familiarisation flights in accordance with ORO.CC.135. (b) The refresher training programme for each --- aircraft type shall at least cover: (1) emergency procedures; (2) evacuation procedures; (3) operation and actual opening, by each cabin crew member, of each type or variant of normal and emergency exits and of the flight crew compartment security door in the normal and emergency modes; (4) demonstration of the operation of all other exits including the flight crew compartment windows; (5) location and handling of all relevant safety and emergency equipment installed or carried on-board. (c) The operator may elect to replace refresher training by recurrent training if the reinstatement of the cabin crew member’s flying duties commences within the validity period of the last recurrent training and checking. If that validity period has expired, refresher training may only be replaced by aircraft type specific and operator conversion training as specified in ORO.CC.125. AMC1 ORO.CC.145 Refresher training --- TRAINING PROGRAMME --- LENNUAMET VA-CAT-700-2 V3 Leht 234/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (a) Training on emergency procedures should include pilot incapacitation procedures and crowd control techniques as applicable to the aircraft type; and (b) Operation of doors and exits by each cabin crew member should include failure of power assist systems where fitted as well as the action and forces required to operate and deploy evacuation slides. SECTION 2 --- Additional requirements for commercial air --- transport operations ORO.CC.200 Senior cabin crew member (a) When more than one cabin crew member is required, the composition of the cabin crew - GM1 ORO.CC.200(e) shall include a senior cabin crew member - GM2 ORO.CC.200(e) nominated by the operator. (b) The operator shall nominate cabin crew --- members to the position of senior cabin crew member only if they: (1) have at least one year of experience as operating cabin crew member; and (2) have successfully completed a senior cabin crew training course and the associated check. (c) The senior cabin crew training course shall --- cover all duties and responsibilities of senior cabin crew members and shall include at least the following elements: (1) pre-flight briefing; (2) cooperation with the crew; (3) review of operator requirements and legal requirements; (4) accident and incident reporting; (5) human factors and crew resource management (CRM); and LENNUAMET VA-CAT-700-2 V3 Leht 235/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (6) flight and duty time limitations and rest requirements. (d) The senior cabin crew member shall be responsible to the commander for the conduct and coordination of normal and emergency procedures specified in the operations manual, including for discontinuing non-safety-related duties for safety or security purposes. (e) The operator shall establish procedures to select the most appropriately qualified cabin crew member to act as senior cabin crew member if the nominated senior cabin crew member becomes unable to operate. Changes to these procedures shall be notified to the competent authority. AMC1 ORO.CC.200(c) Senior cabin crew --- member TRAINING PROGRAMME --- The senior cabin crew member training course --- should at least cover the following elements: (a) Pre-flight briefing: --- (1) operating as a crew; (2) allocation of cabin crew stations and responsibilities; and (3) consideration of the particular flight, aircraft type, equipment, area and type of operation including extended range operations with two-engine aeroplanes (ETOPS) and special categories of passengers with emphasis on passengers with disabilities or reduced mobility, infants and stretcher cases. (b) Cooperation within the crew: --- (1) discipline, responsibilities and chain of command; LENNUAMET VA-CAT-700-2 V3 Leht 236/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (2) importance of coordination and communication; and (3) pilot incapacitation. (c) Review of operator requirements and legal --- requirements: (1) passenger briefing, safety briefing cards; (2) securing of galleys; (3) stowage of cabin baggage; (4) electronic equipment; (5) procedures when fuelling with passengers on board; (6) turbulence; and (7) documentation. (d) Accident and incident reporting. (e) Human factors and CRM: --- The operator should ensure that all applicable elements specified in Table 1 of AMC1 ORO.CC.115(e) are integrated into the training and covered to the level required by Column ‘Senior Cabin Crew Course’. (f) Flight and duty time limitations and rest requirements (FTL). AMC1 ORO.CC.200(d) Senior cabin crew --- member RESPONSIBILITY TO THE COMMANDER --- LENNUAMET VA-CAT-700-2 V3 Leht 237/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required When the level of turbulence so requires, and in the absence of any instructions from the flight crew, the senior cabin crew member should be entitled to discontinue non-safety related duties and advise the flight crew of the level of turbulence being experienced and the need for the fasten seat belt signs to be switched on. This should be followed by the cabin crew securing the passenger cabin and other relevant areas. AMC1 ORO.CC.200(e) Senior cabin crew member UNABLE TO OPERATE (a) Replacement of senior cabin crew member at a base of the operator A senior cabin crew member who did not report for or cannot commence the assigned flight or series of flights originating from a base of the operator should be replaced without undue delay. The flight should not depart unless another senior cabin crew member has been assigned. (b) Replacement of incapacitated or unavailable senior cabin crew member (1) A senior cabin crew member, who becomes incapacitated during a flight or series of flights, or unavailable at a stopover (layover) point, should be replaced without undue delay by another senior cabin crew member qualified on the concerned aircraft type/variant. If there is no other senior cabin crew member, the most appropriately qualified cabin crew member should be assigned to act as senior cabin crew member in order to reach a base of the operator. (2) If during the series of flights the aircraft transits via a base of the operator, the assigned cabin crew member acting as senior cabin crew member should be replaced by another senior cabin crew member. LENNUAMET VA-CAT-700-2 V3 Leht 238/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required AMC2 ORO.CC.200(e) Senior cabin crew member MOST APPROPRIATELY QUALIFIED CABIN CREW MEMBER Selection of the most appropriately qualified cabin crew member should take into account if the individual’s experience as operating cabin crew member is adequate for the conduct of duties required of a senior cabin crew member. The selected cabin crew member should have operational experience on the concerned aircraft type/variant. ORO.CC.205 Reduction of the number of (a) Whenever any passengers are on board an cabin crew during ground operations and in aircraft, the minimum number of cabin crew unforeseen circumstances required in accordance with ORO.CC.100 shall be present in the passenger compartment. - GM1 ORO.CC.205(b)(2) (b) Subject to the conditions specified in (c), --- this number may be reduced: (1) during normal ground operations not involving refuelling/defuelling when the aircraft is at its parking station; or (2) in unforeseen circumstances if the number of passengers carried on the flight is reduced. In this case a report shall be submitted to the competent authority after completion of the flight. (c) Conditions: --- (1) procedures ensuring that an equivalent level of safety is achieved with the reduced number of cabin crew, in particular for evacuation of passengers, are established in the operations manual; (2) the reduced cabin crew includes a senior cabin crew member as specified in ORO.CC. 200; LENNUAMET VA-CAT-700-2 V3 Leht 239/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (3) at least one cabin crew member is required for every 50, or fraction of 50, passengers present on the same deck of the aircraft; (4) in the case of normal ground operations with aircraft requiring more than one cabin crew member, the number determined in accordance with (c)(3) shall be increased to include one cabin crew member per pair of floor level emergency exits. AMC1 ORO.CC.205(c)(1) Reduction of the --- number of cabin crew during ground operations and in unforeseen circumstances PROCEDURES WITH REDUCED NUMBER --- OF CABIN CREW (a) During ground operations, if reducing the --- applicable minimum required number of cabin crew, the operator should ensure that the procedures required by ORO.CC.205 (c)(1) specify that: (1) electrical power is available on the aircraft; (2) a means of initiating an evacuation is available to the senior cabin crew member or at least one member of the flight crew is in the flight crew compartment; (3) cabin crew stations and associated duties are specified in the operations manual; and (4) cabin crew remain aware of the position of servicing and loading vehicles at and near the exits. Additionally, in the case of passengers --- embarkation: (5) the senior cabin crew member should have performed the pre-boarding safety briefing to the cabin crew; and (6) the pre-boarding cabin checks should have been completed. LENNUAMET VA-CAT-700-2 V3 Leht 240/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (b) If, in unforeseen circumstances, the number --- of cabin crew members is reduced below the applicable minimum required number, for example in the event of incapacitation or unavailability of cabin crew, the procedures established for this purpose in the operations manual should take into consideration at least the following: (1) reduction of passenger numbers; (2) reseating of passengers with due regard to doors/exits and other applicable limitations; and (3) relocation of cabin crew taking into account the factors specified in AMC1 ORO.CC.100 and any change of procedures. ORO.CC.210 Additional conditions for Cabin crew members shall only be assigned to --- assignment to duties duties, and operate, on a particular aircraft type or variant if they: - GM1 ORO.CC.210(d) (a) hold a valid attestation issued in accordance with Annex V (Part-CC) to Regulation (EU) No 290/2012; (b) are qualified on the type or variant in accordance with this Subpart; (c) comply with the other applicable requirements of this Subpart and Annex IV (Part-CAT); (d) wear the operator’s cabin crew uniform. ORO.CC.215 Training and checking (a) Training and checking programmes YES programs and related documentation including syllabi required by this Subpart shall be approved by the competent authority and - GM1 ORO.CC.215(b)(2) specified in the operations manual. (b) After a cabin crew member has successfully --- completed a training course and the associated check, the operator shall: LENNUAMET VA-CAT-700-2 V3 Leht 241/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (1) update the cabin crew member’s training records in accordance with ORO.MLR.115; and (2) provide him/her with a list showing updated validity periods as relevant to the aircraft type(s) and variant(s) on which the cabin crew member is qualified to operate. ORO.CC.250 Operation on more than one (a) A cabin crew member shall not be assigned YES --- aircraft type or variant to operate on more than three aircraft types, except that, with the approval of the competent - GM1 ORO.CC.250 authority, the cabin crew member may be assigned to operate on four aircraft types if for at least two of the types: (1) safety and emergency equipment and type- specific normal and emergency procedures are similar; and (2) non-type-specific normal and emergency procedures are identical. (b) For the purpose of (a) and for cabin crew --- training and qualifications, the operator shall determine: (1) each aircraft as a type or a variant taking into account, where available, the relevant elements defined in the mandatory part of the operational suitability data established in accordance with Regulation (EU) No 748/2012 for the relevant aircraft type or variant; and (2) variants of an aircraft type to be different --- types if they are not similar in the following aspects: (i) emergency exit operation; (ii) location and type of portable safety and emergency equipment; (iii) type-specific emergency procedures. AMC1 ORO.CC.250(b) Operation on more --- than one aircraft type or variant LENNUAMET VA-CAT-700-2 V3 Leht 242/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required DETERMINATION OF AIRCRAFT TYPES --- AND VARIANTS (a) When determining similarity of location --- and type of portable safety and emergency equipment, the following factors should be assessed: (1) all portable safety and emergency equipment is stowed in the same, or in exceptional circumstances, in substantially the same location; (2) all portable safety and emergency equipment requires the same method of operation; (3) portable safety and emergency equipment --- includes: (i) fire-fighting equipment; (ii) protective breathing equipment (PBE); (iii) oxygen equipment; (iv) crew life-jackets; (v) torches; (vi) megaphones; (vii) first-aid equipment; (viii) survival and signalling equipment; and (ix) other safety and emergency equipment, where applicable. (b) The type-specific emergency procedures to --- be considered should include at least the following: (1) land and water evacuation; (2) in-flight fire; (3) non-pressurisation, slow and sudden decompression; and (4) pilot incapacitation. LENNUAMET VA-CAT-700-2 V3 Leht 243/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (c) When determining similarity of doors/exits --- in the absence of operational suitability data established in accordance with Commission Regulation (EU) No 748/2012 for the relevant aircraft type(s) or variant(s), the following factors should be assessed, except for self-help exits, such as type III and type IV exits, that need not be included in the assessment: (1)door/exit arming and disarming; (2) direction of movement of the operating handle; (3) direction of door/exit opening; (4) power assist mechanisms; and (5) assisting evacuation means. ORO.CC.255 Single cabin crew member (a) The operator shall select, recruit, train and operations check the proficiency of cabin crew members to be assigned to single cabin crew member operations according to criteria appropriate to this type of operation. (b) Cabin crew members who have no previous --- operating experience as single cabin crew member shall only be assigned to such type of operation after they have: (1) completed training as required in (c) in addition to other applicable training and checking required by this Subpart; (2) successfully passed the checks verifying their proficiency in discharging their duties and responsibilities in accordance with the procedures specified in the operations manual; and (3) undertaken familiarisation flying of at least 20 hours and 15 sectors on the relevant aircraft type under the supervision of an appropriately experienced cabin crew member. LENNUAMET VA-CAT-700-2 V3 Leht 244/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (c) The following additional training elements --- shall be covered with particular emphasis to reflect single cabin crew operations: (1) responsibility to the commander for the conduct of normal and emergency procedures; (2) importance of coordination and communication with the flight crew, in particular when managing unruly or disruptive passengers; (3) review of operator requirements and legal requirements; (4) documentation; (5) accident and incident reporting; and (6) flight and duty time limitations and rest requirements. --- SUBPART TC --- TECHNICAL CREW IN HEMS, HHO OR --- NVIS OPERATIONS ORO.TC.100 Scope This Subpart establishes the requirements to be --- met by the operator when operating an aircraft with technical crew members in commercial air transport helicopter emergency medical service (HEMS), night vision imaging system (NVIS) operations or helicopter hoist operations (HHO). ORO.TC.105 Conditions for assignment to (a) Technical crew members in commercial air --- duties transport HEMS, HHO or NVIS operations shall only be assigned duties if they: - GM1 ORO.TC.105 (1) are at least 18 years of age; (2) are physically and mentally fit to safely discharge assigned duties and responsibilities; (3) have completed all applicable training required by this Subpart to perform the assigned duties; LENNUAMET VA-CAT-700-2 V3 Leht 245/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (4) have been checked as proficient to perform all assigned duties in accordance with the procedures specified in the operations manual. (b) Before assigning to duties technical crew --- members who are self-employed and/or working on a freelance or part-time basis, the operator shall verify that all applicable requirements of this Subpart are complied with, taking into account all services rendered by the technical crew member to other operator(s) to determine in particular: (1) the total number of aircraft types and variants operated; (2) the applicable flight and duty time limitations and rest requirements. ORO.TC.110 Training and checking (a) The operator shall establish a training programme in accordance with the applicable requirements of this Subpart to cover the duties and responsibilities to be performed by technical crew members. (b) Following the completion of initial, operator conversion, differences and recurrent training, each technical crew member shall undergo a check to demonstrate their proficiency in carrying out normal and emergency procedures. (c) Training and checking shall be conducted for each training course by personnel suitably qualified and experienced in the subject to be covered. The operator shall inform the competent authority about the personnel conducting the checks. AMC1 ORO.TC.110 Training and checking --- GENERAL --- (a) Elements of training that require individual practice may be combined with practical checks. LENNUAMET VA-CAT-700-2 V3 Leht 246/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (b) The checks should be accomplished by the --- method appropriate to the type of training including: (1) practical demonstration; (2) computer-based assessment; (3) in-flight checks; and/or (4) oral or written tests. AMC1 ORO.TC.110(a) Training and The technical crew training programme for checking initial, operator conversion and recurrent CRM TRAINING training should include relevant CRM training elements as specified in AMC1 ORO.FC.115. ORO.TC.115 Initial training Before undertaking the operator conversion --- training, each technical crew member shall complete initial training, including: (a) general theoretical knowledge on aviation and aviation regulations covering all elements relevant to the duties and responsibilities required of technical crew; (b) fire and smoke training; (c) survival training on ground and in water, appropriate to the type and area of operation; (d) aero-medical aspects and first-aid; (e) communication and relevant CRM elements of ORO.FC.115 and ORO.FC.215. AMC1 ORO.TC.115 Initial training --- ELEMENTS --- (a) The elements of initial training mentioned --- in ORO.TC.115 should include in particular: (1) General theoretical knowledge on aviation --- and aviation regulations relevant to duties and responsibilities: (i) the importance of crew members performing their duties in accordance with the operations manual; LENNUAMET VA-CAT-700-2 V3 Leht 247/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (ii) continuing competence and fitness to operate as a crew member with special regard to flight and duty time limitations and rest requirements; (iii) an awareness of the aviation regulations relating to crew members and the role of the competent and inspecting authority; (iv) general knowledge of relevant aviation terminology, theory of flight, passenger distribution, meteorology and areas of operation; (v) pre-flight briefing of the crew members and the provision of necessary safety information with regard to their specific duties; (vi) the importance of ensuring that relevant documents and manuals are kept up-to-date with amendments provided by the operator; (vii) the importance of identifying when crew members have the authority and responsibility to initiate an evacuation and other emergency procedures; and (viii) the importance of safety duties and responsibilities and the need to respond promptly and effectively to emergency situations. (2) Fire and smoke training: --- (i) reactions to emergencies involving fire and smoke and identification of the fire sources; (ii) the classification of fires and the appropriate type and techniques of application of extinguishing agents, the consequences of misapplication, and of use in a confined space; and (iii) the general procedures of ground-based emergency services at aerodromes. LENNUAMET VA-CAT-700-2 V3 Leht 248/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (3) When conducting extended overwater operations, water survival training, including the use of personal flotation equipment. (4) Before first operating on an aircraft fitted with life-rafts or other similar equipment, training on the use of this equipment, including practice in water. (5) Survival training appropriate to the areas of operation, (e.g. polar, desert, jungle, sea or mountain). (6) Aero-medical aspects and first aid, --- including: (i) instruction on first aid and the use of first- aid kits; and (ii) the physiological effects of flying. (7) Effective communication between technical crew members and flight crew members including common language and terminology. ORO.TC.120 Operator conversion training Each technical crew member shall complete: --- (a) operator conversion training, including --- relevant CRM elements, (1) before being first assigned by the operator as a technical crew member; or (2) when changing to a different aircraft type or class, if any of the equipment or procedures mentioned in (b) are different. (b) Operator conversion training shall include: --- (1) the location and use of all safety and survival equipment carried on the aircraft; (2) all normal and emergency procedures; (3) on-board equipment used to carry out duties in the aircraft or on the ground for the purpose of assisting the pilot during HEMS, HHO or NVIS operations. LENNUAMET VA-CAT-700-2 V3 Leht 249/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required AMC1 ORO.TC.120&.125 Operator --- conversion training and differences training ELEMENTS --- (a) Operator conversion training mentioned in --- ORO.TC.120 (b) and differences training mentioned in ORO.TC.125 (a) should include the following: (1) Fire and smoke training, including practical --- training in the use of all fire fighting equipment as well as protective clothing representative of that carried in the aircraft. Each technical crew member should: (i) extinguish a fire characteristic of an aircraft interior fire except that, in the case of Halon extinguishers, an alternative extinguishing agent may be used; and (ii) practise the donning and use of protective breathing equipment (when fitted) in an enclosed, simulated smoke-filled environment. (2) Practical training on operating and opening all normal and emergency exits for passenger evacuation in an aircraft or representative training device and demonstration of the operation of all other exits. (3) Evacuation procedures and other --- emergency situations, including: (i) recognition of planned or unplanned evacuations on land or water - this training should include recognition of unusable exits or unserviceable evacuation equipment; (ii) in-flight fire and identification of fire source; and (iii) other in-flight emergencies. LENNUAMET VA-CAT-700-2 V3 Leht 250/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (4) When the flight crew is more than one, --- training on assisting if a pilot becomes incapacitated, including a demonstration of: (i) the pilot's seat mechanism; (ii) fastening and unfastening the pilot's seat restraint system; (iii) use of the pilot's oxygen equipment, when applicable; and (iv) use of pilots' checklists. (5) Training on, and demonstration of, the --- location and use of safety equipment including the following: (i) life-rafts, including the equipment attached to, and/or carried in, the raft, where applicable; (ii) life-jackets, infant life-jackets and flotation devices, where applicable; (iii) fire extinguishers; (iv) crash axe or crow bar; (v) emergency lights including portable lights; (vi) communication equipment, including megaphones; (vii) survival packs, including their contents; (viii) pyrotechnics (actual or representative devices); (ix) first-aid kits, their contents and emergency medical equipment; and (x) other safety equipment or systems, where applicable. (6) Training on passenger briefing/safety demonstrations and preparation of passengers for normal and emergency situations. (7) Training on the use of dangerous goods, if applicable. (8) Task-specific training. LENNUAMET VA-CAT-700-2 V3 Leht 251/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required AMC2 ORO.TC.120&.125 Operator --- conversion training and differences training GENERAL --- (a) The operator should determine the content of the conversion or differences training taking account of the technical crew member's previous training as documented in the technical crew member's training records. (b) Aircraft conversion or differences training should be conducted according to a syllabus and include the use of relevant equipment and emergency procedures and practice on a representative training device or on the actual aircraft. (c) The operator should specify in the operations manual the maximum number of types or variants that can be operated by a technical crew member. ORO.TC.125 Differences training (a) Each technical crew member shall complete differences training when changing equipment or procedures on types or variants currently operated. (b) The operator shall specify in the operations manual when such differences training is required. ORO.TC.130 Familiarisation flights Following completion of the operator conversion training, each technical crew member shall undertake familiarisation flights prior to operating as a required technical crew member in HEMS, HHO or NVIS operations. LENNUAMET VA-CAT-700-2 V3 Leht 252/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required ORO.TC.135 Recurrent training (a) Within every 12-month period, each technical crew member shall undergo recurrent training relevant to the type or class of aircraft and equipment that the technical crew member operates. Elements of CRM shall be integrated into all appropriate phases of the recurrent training. (b) Recurrent training shall include theoretical and practical instruction and practice. AMC1 ORO.TC.135 Recurrent training --- ELEMENTS --- (a) The 12-month period mentioned in ORO.TC.135 (a) should be counted from the last day of the month when the first checking was made. Further training and checking should be undertaken within the last 3 calendar months of that period. The new 12-month period should be counted from the original expiry date. (b) The recurrent practical training should --- include every year: (1) emergency procedures including pilot incapacitation; (2) evacuation procedures; (3) touch-drills by each technical crew member for opening normal and emergency exits for (passenger) evacuation; (4) the location and handling of emergency equipment and the donning by each technical crew member of life-jackets and protective breathing equipment (PBE), when applicable; (5) first aid and the contents of the first-aid kit(s); (6) stowage of articles in the cabin; (7) use of dangerous goods, if applicable; LENNUAMET VA-CAT-700-2 V3 Leht 253/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (8) incident and accident review; and (9) crew resource management: all major topics of the initial CRM training should be covered over a period not exceeding 3 years. (c) Recurrent training should include every 3 --- years: (1) practical training on operating and opening all normal and emergency exits for passenger evacuation in an aircraft or representative training device and demonstration of the operation of all other exits; (2) practical training in the use of all fire --- fighting equipment as well as protective clothing representative of that carried in the aircraft. Each technical crew member should: (i) extinguish a fire characteristic of an aircraft interior fire except that, in the case of Halon extinguishers, an alternative extinguishing agent may be used; and (ii) practise the donning and use of protective breathing equipment (when fitted) in an enclosed, simulated smoke-filled environment; (3) use of pyrotechnics (actual or representative devices); and (4) demonstration of the use of the life-raft, where fitted. ORO.TC.140 Refresher training (a) Each technical crew member who has not undertaken duties in the previous six months shall complete the refresher training specified in the operations manual. (b) The technical crew member who has not --- performed flying duties on one particular aircraft type or class during the preceding six months shall, before being assigned on that type or class, complete either: LENNUAMET VA-CAT-700-2 V3 Leht 254/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (1) refresher training on the type or class; or (2) two familiarisation sectors on the aircraft type or class. AMC1 ORO.TC.140 Refresher training --- ELEMENTS --- (a) Refresher training may include familiarisation flights. (b) Refresher training should include at least --- the following: (1) emergency procedures, including pilot incapacitation; (2) evacuation procedures; (3) practical training on operating and opening all normal and emergency exits for passenger evacuation in an aircraft or representative training device and demonstration of the operation of all other exits; and (4) the location and handling of emergency equipment, and the donning of life-jackets and protective breathing equipment, when applicable. LENNUAMET VA-CAT-700-2 V3 Leht 255/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required AMC3 ORO.MLR.100 Operations manual – --- general CONTENTS – COMMERCIAL AIR --- TRANSPORT OPERATIONS (a) The OM should contain at least the --- following information, where applicable, as relevant for the area and type of operation: A GENERAL/BASIC --- 0 ADMINISTRATION AND CONTROL OF --- OPERATIONS MANUAL 0.1 Introduction: --- (a) A statement that the manual complies with all applicable regulations and with the terms and conditions of the applicable air operator certificate (AOC). (b) A statement that the manual contains operational instructions that are to be complied with by the relevant personnel. (c) A list and brief description of the various parts, their contents, applicability and use. (d) Explanations and definitions of terms and words needed for the use of the manual. 0.2 System of amendment and revision: --- (a) Details of the person(s) responsible for the issuance and insertion of amendments and revisions. (b) A record of amendments and revisions with insertion dates and effective dates. (c) A statement that handwritten amendments and revisions are not permitted, except in situations requiring immediate amendment or revision in the interest of safety. LENNUAMET VA-CAT-700-2 V3 Leht 256/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (d) A description of the system for the annotation of pages or paragraphs and their effective dates. (e) A list of effective pages or paragraphs. (f) Annotation of changes (in the text and, as far as practicable, on charts and diagrams). (g) Temporary revisions. (h) A description of the distribution system for the manuals, amendments and revisions. 1 ORGANISATION AND --- RESPONSIBILITIES 1.1 Organisational structure. A description of the organisational structure, including the general organogram and operations departments’ organograms. The organogram should depict the relationship between the operations departments and the other departments of the operator. In particular, the subordination and reporting lines of all divisions, departments etc, which pertain to the safety of flight operations, should be shown. 1.2 Nominated persons. The name of each nominated person responsible for flight operations, crew training and ground operations, as prescribed in ORO.AOC.135. A description of their function and responsibilities should be included. 1.3 Responsibilities and duties of operations management personnel. A description of the duties, responsibilities and authority of operations management personnel pertaining to the safety of flight operations and the compliance with the applicable regulations. LENNUAMET VA-CAT-700-2 V3 Leht 257/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required 1.4 Authority, duties and responsibilities of the pilot-in-command/commander. A statement defining the authority, duties and responsibilities of the pilot-in- command/commander. 1.5 Duties and responsibilities of crew members other than the pilot-in- command/commander. 2 OPERATIONAL CONTROL AND --- SUPERVISION 2.1 Supervision of the operation by the --- operator. A description of the system for supervision of the operation by the operator (see ORO.GEN.110(c)). This should show how the safety of flight operations and the qualifications of personnel are supervised. In particular, the procedures related to the following items should be described: (a) licence and qualification validity, (b) competence of operations personnel, (c) control, analysis and storage of the required records. 2.2 System and responsibility for promulgation of additional operational instructions and information. A description of any system for promulgating information which may be of an operational nature, but which is supplementary to that in the OM. The applicability of this information and the responsibilities for its promulgation should be included. 2.3 Operational control. A description of the procedures and responsibilities necessary to exercise operational control with respect to flight safety. LENNUAMET VA-CAT-700-2 V3 Leht 258/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required 2.4 Powers of the authority. A description of the powers of the competent authority and guidance to staff on how to facilitate inspections by authority personnel. 3 MANAGEMENT SYSTEM --- A description of the management system, --- including at least the following: (a) safety policy; (b) the process for identifying safety hazards and for evaluating and managing the associated risks; (c) compliance monitoring system; (d) allocation of duties and responsibilities; (e) documentation of all key management system processes. 4 CREW COMPOSITION --- 4.1 Crew composition. An explanation of the --- method for determining crew compositions, taking account of the following: (a) the type of aircraft being used; (b) the area and type of operation being undertaken; (c) the phase of the flight; (d) the minimum crew requirement and flight duty period planned; (e) experience (total and on type), recency and qualification of the crew members; (f) the designation of the pilot-in- command/commander and, if necessitated by the duration of the flight, the procedures for the relief of the pilot-in-command/commander or other members of the flight crew. (see ORO.FC.105); LENNUAMET VA-CAT-700-2 V3 Leht 259/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (g) the designation of the senior cabin crew member and, if necessitated by the duration of the flight, the procedures for the relief of the senior cabin crew member and any other member of the cabin crew. 4.2 Designation of the pilot-in- command/commander. The rules applicable to the designation of the pilot-in- command/commander. 4.3 Flight crew incapacitation. Instructions on the succession of command in the event of flight crew incapacitation. 4.4 Operation on more than one type. A --- statement indicating which aircraft are considered as one type for the purpose of: (a) flight crew scheduling; and (b) cabin crew scheduling. 5 QUALIFICATION REQUIREMENTS --- 5.1 A description of the required licence, rating(s), qualification/competency (e.g. for routes and aerodromes), experience, training, checking and recency for operations personnel to conduct their duties. Consideration should be given to the aircraft type, kind of operation and composition of the crew. 5.2 Flight crew: --- (a) Pilot-in-command/commander, (b) Pilot relieving the pilot-in- command/commander, (c) Co-pilot, (d) Pilot relieving the co-pilot, (e) Pilot under supervision, (f) System panel operator, LENNUAMET VA-CAT-700-2 V3 Leht 260/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (g) Operation on more than one type or variant. 5.3 Cabin crew: --- (a) Senior cabin crew member, (b) Cabin crew member: --- (i) Required cabin crew member, (ii) Additional cabin crew member and cabin crew member during familiarisation flights, (c) Operation on more than one type or variant. 5.4 Training, checking and supervision --- personnel: (a) for flight crew; and (b) for cabin crew. 5.5 Other operations personnel (including technical crew and crew members other than flight, cabin and technical crew). 6 CREW HEALTH PRECAUTIONS --- 6.1 Crew health precautions. The relevant --- regulations and guidance to crew members concerning health, including the following: (a) alcohol and other intoxicating liquids, (b) narcotics, (c) drugs, (d) sleeping tablets, (e) anti-depressants, (f) pharmaceutical preparations, (g) immunisation, (h) deep-sea diving, (i) blood/bone marrow donation, (j) meal precautions prior to and during flight, LENNUAMET VA-CAT-700-2 V3 Leht 261/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (k) sleep and rest, (l) surgical operations. 7 FLIGHT TIME LIMITATIONS --- 7.1 Flight and duty time limitations and rest requirements. 7.2 Exceedance of flight and duty time limitations and/or reductions of rest periods. Conditions under which flight and duty time may be exceeded or rest periods may be reduced, and the procedures used to report these modifications. 7.3 A description of the fatigue risk management, including at least the following: (a) the philosophy and principles; (b) documentation of processes; (c) scientific principles and knowledge; (d) hazard identification and risk assessment processes; (e) risk mitigation process; (f) FRM safety assurance processes; and (g) FRM promotion processes. LENNUAMET VA-CAT-700-2 V3 Leht 262/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required 8 OPERATING PROCEDURES --- 8.1 Flight preparation instructions. As applicable to the operation: 8.1.1 Minimum flight altitudes. A description --- of the method of determination and application of minimum altitudes including: (a) a procedure to establish the minimum altitudes/flight levels for visual flight rules (VFR) flights; and (b) a procedure to establish the minimum altitudes/flight levels for instrument flight rules (IFR) flights. 8.1.2 Criteria and responsibilities for determining the adequacy of aerodromes to be used. 8.1.3 Methods and responsibilities for establishing aerodrome operating minima. Reference should be made to procedures for the determination of the visibility and/or runway visual range (RVR) and for the applicability of the actual visibility observed by the pilots, the reported visibility and the reported RVR. 8.1.4 En-route operating minima for VFR flights or VFR portions of a flight and, where single-engined aircraft are used, instructions for route selection with respect to the availability of surfaces that permit a safe forced landing. 8.1.5 Presentation and application of aerodrome and en-route operating minima. LENNUAMET VA-CAT-700-2 V3 Leht 263/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required 8.1.6 Interpretation of meteorological information. Explanatory material on the decoding of meteorological (MET) forecasts and MET reports relevant to the area of operations, including the interpretation of conditional expressions. 8.1.7 Determination of the quantities of fuel, oil and water methanol carried. The methods by which the quantities of fuel, oil and water methanol to be carried are determined and monitored in-flight. This section should also include instructions on the measurement and distribution of the fluid carried on board. Such instructions should take account of all circumstances likely to be encountered on the flight, including the possibility of in-flight re- planning and of failure of one or more of the aircraft’s power plants. The system for maintaining fuel and oil records should also be described. 8.1.8 Mass and centre of gravity. The general --- principles of mass and centre of gravity including the following: (a) definitions; (b) methods, procedures and responsibilities for preparation and acceptance of mass and centre of gravity calculations; (c) the policy for using standard and/or actual masses; (d) the method for determining the applicable passenger, baggage and cargo mass; (e) the applicable passenger and baggage masses for various types of operations and aircraft type; (f) general instructions and information necessary for verification of the various types of mass and balance documentation in use; LENNUAMET VA-CAT-700-2 V3 Leht 264/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (g) last-minute changes procedures; (h) specific gravity of fuel, oil and water methanol; (i) seating policy/procedures; (j) for helicopter operations, standard load plans. 8.1.9 Air traffic services (ATS) flight plan. Procedures and responsibilities for the preparation and submission of the ATS flight plan. Factors to be considered include the means of submission for both individual and repetitive flight plans. 8.1.10 Operational flight plan. Procedures and responsibilities for the preparation and acceptance of the operational flight plan. The use of the operational flight plan should be described including samples of the operational flight plan formats in use. 8.1.11 Operator’s aircraft technical log. The responsibilities and the use of the operator’s aircraft technical log should be described, including samples of the format used. 8.1.12 List of documents, forms and additional information to be carried. 8.1.13For commercial air transport operations with single-engined turbine aeroplanes in instrument meteorological conditions or at night (CAT SETIMC) approved in accordance with Subpart L (SET-IMC) of Annex V (Part- SPA) to Regulation (EU) No 965/2012: (a) the procedure for route selection with respect to the availability of surfaces, which permits a safe forced landing; (b) the instructions for the assessment of landing sites (elevation, landing direction, and obstacles in the area); and LENNUAMET VA-CAT-700-2 V3 Leht 265/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (c) the instructions for the assessment of the weather conditions at those landing sites. 8.2 Ground handling instructions. As --- applicable to the operation: 8.2.1 Fuelling procedures. A description of --- fuelling procedures, including: (a) safety precautions during refuelling and defuelling including when an auxiliary power unit is in operation or when rotors are running or when an engine is or engines are running and the prop-brakes are on; (b) refuelling and defuelling when passengers are embarking, on board or disembarking; and (c) precautions to be taken to avoid mixing fuels. 8.2.2 Aircraft, passengers and cargo handling --- procedures related to safety. A description of the handling procedures to be used when allocating seats, embarking and disembarking passengers and when loading and unloading the aircraft. Further procedures, aimed at achieving safety whilst the aircraft is on the ramp, should also be given. Handling procedures should include: (a) special categories of passengers, including children/infants, persons with reduced mobility, inadmissible passengers, deportees and persons in custody; (b) permissible size and weight of hand baggage; (c) loading and securing of items in the aircraft; (d) positioning of ground equipment; (e) operation of aircraft doors; LENNUAMET VA-CAT-700-2 V3 Leht 266/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (f) safety on the aerodrome/operating site, including fire prevention and safety in blast and suction areas; (g) start-up, ramp departure and arrival procedures including, for aeroplanes, push- back and towing operations; (h) servicing of aircraft; (i) documents and forms for aircraft handling; (j) special loads and classification of load compartments; and (k) multiple occupancy of aircraft seats. 8.2.3 Procedures for the refusal of embarkation. Procedures to ensure that persons who appear to be intoxicated, or who demonstrate by manner or physical indications that they are under the influence of drugs, are refused embarkation. This does not apply to medical patients under proper care. 8.2.4 De-icing and anti-icing on the ground. A --- description of the de-icing and anti-icing policy and procedures for aircraft on the ground. These should include descriptions of the types and effects of icing and other contaminants on aircraft whilst stationary, during ground movements and during take-off. In addition, a description of the fluid types used should be given, including the following: (a) proprietary or commercial names, (b) characteristics, (c) effects on aircraft performance, (d) hold-over times, (e) precautions during usage. 8.3 Flight Procedures: --- LENNUAMET VA-CAT-700-2 V3 Leht 267/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required 8.3.1 VFR/IFR Policy. A description of the policy for allowing flights to be made under VFR, or for requiring flights to be made under IFR, or for changing from one to the other. 8.3.2 Navigation Procedures. A description of --- all navigation procedures, relevant to the type(s) and area(s) of operation. Special consideration should be given to: (a) standard navigational procedures, including policy for carrying out independent cross- checks of keyboard entries where these affect the flight path to be followed by the aircraft; and (b) required navigation performance (RNP), minimum navigation performance specification (MNPS) and polar navigation and navigation in other designated areas; (c) in-flight re-planning; (d) procedures in the event of system degradation; and (e) reduced vertical separation minima (RVSM), for aeroplanes. 8.3.3 Altimeter setting procedures, including, --- where appropriate, use of: (a) metric altimetry and conversion tables; and (b) QFE operating procedures. 8.3.4 Altitude alerting system procedures for aeroplanes or audio voice alerting devices for helicopters. LENNUAMET VA-CAT-700-2 V3 Leht 268/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required 8.3.5 Ground proximity warning system (GPWS)/terrain avoidance warning system (TAWS), for aeroplanes. Procedures and instructions required for the avoidance of controlled flight into terrain, including limitations on high rate of descent near the surface (the related training requirements are covered in OM-D 2.1). 8.3.6 Policy and procedures for the use of traffic collision avoidance system (TCAS)/airborne collision avoidance system (ACAS) for aeroplanes and, when applicable, for helicopters. 8.3.7 Policy and procedures for in-flight fuel management. 8.3.8 Adverse and potentially hazardous --- atmospheric conditions. Procedures for operating in, and/or avoiding, adverse and potentially hazardous atmospheric conditions, including the following: (a) thunderstorms, (b) icing conditions, (c) turbulence, (d) windshear, (e) jet stream, (f) volcanic ash clouds, (g) heavy precipitation, (h) sand storms, (i) mountain waves, (j) significant temperature inversions. LENNUAMET VA-CAT-700-2 V3 Leht 269/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required 8.3.9 Wake turbulence. Wake turbulence separation criteria, taking into account aircraft types, wind conditions and runway/final approach and take-off area (FATO) location. For helicopters, consideration should also be given to rotor downwash. 8.3.10 Crew members at their stations. The requirements for crew members to occupy their assigned stations or seats during the different phases of flight or whenever deemed necessary in the interest of safety and, for aeroplane operations, including procedures for controlled rest in the flight crew compartment. 8.3.11 Use of restraint devices for crew and passengers. The requirements for crew members and passengers to use safety belts and/or restraint systems during the different phases of flight or whenever deemed necessary in the interest of safety. 8.3.12 Admission to flight crew compartment. The conditions for the admission to the flight crew compartment of persons other than the flight crew. The policy regarding the admission of inspectors from an authority should also be included. 8.3.13 Use of vacant crew seats. The conditions and procedures for the use of vacant crew seats. 8.3.14 Incapacitation of crew members. Procedures to be followed in the event of incapacitation of crew members in-flight. Examples of the types of incapacitation and the means for recognising them should be included. 8.3.15 Cabin Safety Requirements. --- Procedures: LENNUAMET VA-CAT-700-2 V3 Leht 270/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (a) covering cabin preparation for flight, in- flight requirements and preparation for landing, including procedures for securing the cabin and galleys; (b) to ensure that passengers are seated where, in the event that an emergency evacuation is required, they may best assist and not hinder evacuation from the aircraft; (c) to be followed during passenger embarkation and disembarkation; (d) when refuelling/defuelling with passengers embarking, on board or disembarking; (e) covering the carriage of special categories of passengers; (f) covering smoking on board; (g) covering the handling of suspected infectious diseases. 8.3.16 Passenger briefing procedures. The contents, means and timing of passenger briefing in accordance with Annex IV (Part- CAT). 8.3.17 Procedures for aircraft operated whenever required cosmic or solar radiation detection equipment is carried. 8.3.18 Policy on the use of autopilot and autothrottle for aircraft fitted with these systems. 8.4 Low visibility operations (LVO). A description of the operational procedures associated with LVO. 8.5 Extended-range operations with two- engined aeroplanes (ETOPS). A description of the ETOPS operational procedures. (Refer to EASA AMC 20-6) 8.6 Use of the minimum equipment and configuration deviation list(s). LENNUAMET VA-CAT-700-2 V3 Leht 271/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required 8.7 Non-revenue flights. Procedures and --- limitations, for example, for the following: (a) non-commercial operations by AOC holders, a description of the differences to commercial operations, (b) training flights, (c) test flights, (d) delivery flights, (e) ferry flights, (f) demonstration flights, (g) positioning flights, including the kind of persons who may be carried on such flights. 8.8 Oxygen Requirements: --- 8.8.1 An explanation of the conditions under which oxygen should be provided and used. 8.8.2 The oxygen requirements specified for --- the following persons: (a) flight crew; (b) cabin crew; (c) passengers. 9 DANGEROUS GOODS AND WEAPONS --- 9.1 Information, instructions and general --- guidance on the transport of dangerous goods, in accordance with Subpart G of Annex V (SPA.DG) including: (a) operator’s policy on the transport of dangerous goods; (b) guidance on the requirements for acceptance, labelling, handling, stowage and segregation of dangerous goods; (c) special notification requirements in the event of an accident or occurrence when dangerous goods are being carried; LENNUAMET VA-CAT-700-2 V3 Leht 272/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (d) procedures for responding to emergency situations involving dangerous goods; (e) duties of all personnel involved; and (f) instructions on the carriage of the operator’s personnel on cargo aircraft when dangerous goods are being carried. 9.2 The conditions under which weapons, munitions of war and sporting weapons may be carried. 10 SECURITY --- Security instructions, guidance, procedures, training and responsibilities, taking into account Regulation (EC) No 300/2008. Some parts of the security instructions and guidance may be kept confidential. 11 HANDLING, NOTIFYING AND --- REPORTING ACCIDENTS, INCIDENTS AND OCCURRENCES Procedures for handling, notifying and --- reporting accidents, incidents and occurrences. This section should include the following: (a) definition of accident, incident and occurrence and of the relevant responsibilities of all persons involved; (b) illustrations of forms to be used for reporting all types of accident, incident and occurrence (or copies of the forms themselves), instructions on how they are to be completed, the addresses to which they should be sent and the time allowed for this to be done; (c) in the event of an accident, descriptions of which departments, authorities and other organisations have to be notified, how this will be done and in what sequence; LENNUAMET VA-CAT-700-2 V3 Leht 273/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (d) procedures for verbal notification to air traffic service units of incidents involving ACAS resolution advisories (RAs), bird hazards, dangerous goods and hazardous conditions; (e) procedures for submitting written reports on air traffic incidents, ACAS RAs, bird strikes, dangerous goods incidents or accidents, and unlawful interference; (f) reporting procedures. These procedures should include internal safety-related reporting procedures to be followed by crew members, designed to ensure that the pilot-in- command/commander is informed immediately of any incident that has endangered, or may have endangered, safety during the flight, and that the pilot-in- command/commander is provided with all relevant information. (g) Procedures for the preservation of recordings following a reportable event. (1) a full quotation of CAT.GEN.MPA.195(a); and (2) instructions and means to prevent inadvertent reactivation, repair or reinstallation of the flight recorders by personnel of the operator or of third parties, and to ensure that flight recorder recordings are preserved for the needs of the investigating authority. (h) Procedures required by CAT.GEN.MPA.195 for using the CVR recording or its transcript without prejudice to Regulation (EU) No 996/210, when applicable. 12 RULES OF THE AIR --- (a) Visual and instrument flight rules (b) Territorial application of the rules of the air LENNUAMET VA-CAT-700-2 V3 Leht 274/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (c) Communication procedures, including communication-failure procedures (d) Information and instructions relating to the interception of civil aircraft (e) The circumstances in which a radio listening watch is to be maintained (f) Signals (g) Time system used in operation (h) ATC clearances, adherence to flight plan and position reports (i) Visual signals used to warn an unauthorised aircraft flying in or about to enter a restricted, prohibited or danger area (j) Procedures for flight crew observing an accident or receiving a distress transmission (k) The ground/air visual codes for use by survivors, and description and use of signal aids (l) Distress and urgency signals. 13 LEASING / CODE-SHARE --- A description of the operational arrangements for leasing and code-share, associated procedures and management responsibilities. LENNUAMET VA-CAT-700-2 V3 Leht 275/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required B AIRCRAFT OPERATING MATTERS – --- TYPE RELATED Taking account of the differences between --- types/classes, and variants of types, under the following headings: 0 GENERAL INFORMATION AND UNITS --- OF MEASUREMENT 0.1 General information (e.g. aircraft dimensions), including a description of the units of measurement used for the operation of the aircraft type concerned and conversion tables. 1 LIMITATIONS --- 1.1 A description of the certified limitations --- and the applicable operational limitations should include the following: (a) certification status (e.g. EASA (supplemental) type certificate, environmental certification, etc.); (b) passenger seating configuration for each aircraft type including a pictorial presentation; (c) types of operation that are approved (e.g. VFR/IFR, CAT II/III, RNP, flights in known icing conditions etc.); (d) crew composition; (e) mass and centre of gravity; (f) speed limitations; (g) flight envelope(s); (h) wind limits including operations on contaminated runways; (i) performance limitations for applicable configurations; (j) (runway) slope; LENNUAMET VA-CAT-700-2 V3 Leht 276/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (k) for aeroplanes, limitations on wet or contaminated runways; (l) airframe contamination; (m) system limitations. 2 NORMAL PROCEDURES --- The normal procedures and duties assigned to --- the crew, the appropriate checklists, the system for their use and a statement covering the necessary coordination procedures between flight and cabin/other crew members. The normal procedures and duties should include the following: (a) pre-flight, (b) pre-departure, (c) altimeter setting and checking, (d) taxi, take-off and climb, (e) noise abatement, (f) cruise and descent, (g) approach, landing preparation and briefing, (h) VFR approach, (i) IFR approach, (j) visual approach and circling, (k) missed approach, (l) normal landing, (m) post-landing, (n) for aeroplanes, operations on wet and contaminated runways. LENNUAMET VA-CAT-700-2 V3 Leht 277/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required 3 ABNORMAL AND/OR EMERGENCY --- PROCEDURES The abnormal and/or emergency procedures --- and duties assigned to the crew, the appropriate checklists, the system for their use and a statement covering the necessary coordination procedures between flight and cabin/other crew members. The following abnormal and/or emergency procedures and duties should include the following: (a) crew incapacitation, (b) fire and smoke drills, (c) for aeroplanes, un-pressurised and partially pressurised flight, (d) for aeroplanes, exceeding structural limits such as overweight landing, (e) lightning strikes, (f) distress communications and alerting ATC to emergencies, (g) engine/burner failure, (h) system failures, (i) guidance for diversion in case of serious technical failure, (j) ground proximity warning, including for helicopters audio voice alerting device (AVAD) warning, (k) ACAS/TCAS warning for aeroplanes/audio voice alerting device (AVAD) warning for helicopters, (l) windshear, (m) emergency landing/ditching, LENNUAMET VA-CAT-700-2 V3 Leht 278/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (n) for aeroplanes, departure contingency procedures. LENNUAMET VA-CAT-700-2 V3 Leht 279/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required 4 PERFORMANCE --- 4.0 Performance data should be provided in a form that can be used without difficulty. 4.1 Performance data. Performance material --- that provides the necessary data for compliance with the performance requirements prescribed in Annex IV (Part-CAT). For aeroplanes, this performance data should be included to allow the determination of the following: (a) take-off climb limits – mass, altitude, temperature; (b) take-off field length (for dry, wet and contaminated runway conditions); (c) net flight path data for obstacle clearance calculation or, where applicable, take-off flight path; (d) the gradient losses for banked climb-outs; (e) en-route climb limits; (f) approach climb limits; (g) landing climb limits; (h) landing field length (for dry, wet and contaminated runway conditions) including the effects of an in-flight failure of a system or device, if it affects the landing distance; (i) brake energy limits; (j) speeds applicable for the various flight stages (also considering dry, wet and contaminated runway conditions). 4.1.1 Supplementary data covering flights in icing conditions. Any certified performance related to an allowable configuration, or configuration deviation, such as anti-skid inoperative. LENNUAMET VA-CAT-700-2 V3 Leht 280/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required 4.1.2 If performance data, as required for the appropriate performance class, is not available in the AFM, then other data should be included. The OM may contain cross-reference to the data contained in the AFM where such data is not likely to be used often or in an emergency. 4.2 Additional performance data for --- aeroplanes. Additional performance data, where applicable, including the following: (a) all engine climb gradients, (b) drift-down data, (c) effect of de-icing/anti-icing fluids, (d) flight with landing gear down, (e) for aircraft with 3 or more engines, one- engine-inoperative ferry flights, (f) flights conducted under the provisions of the configuration deviation list (CDL). 5 FLIGHT PLANNING --- 5.1 Data and instructions necessary for pre- flight and in-flight planning including, for aeroplanes, factors such as speed schedules and power settings. Where applicable, procedures for engine(s)-out operations, ETOPS (particularly the one-engine- inoperative cruise speed and maximum distance to an adequate aerodrome determined in accordance with Annex IV (Part-CAT)) and flights to isolated aerodromes should be included. 5.2 The method for calculating fuel needed for the various stages of flight. LENNUAMET VA-CAT-700-2 V3 Leht 281/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required 5.3 When applicable, for aeroplanes, --- performance data for ETOPS critical fuel reserve and area of operation, including sufficient data to support the critical fuel reserve and area of operation calculation based on approved aircraft performance data. The following data should be included: (a) detailed engine(s)-inoperative performance --- data including fuel flow for standard and non- standard atmospheric conditions and as a function of airspeed and power setting, where appropriate, covering: (i) drift down (includes net performance), where applicable; (ii) cruise altitude coverage including 10 000 ft; (iii) holding; (iv) altitude capability (includes net performance); and (v) missed approach; (b) detailed all-engine-operating performance --- data, including nominal fuel flow data, for standard and non-standard atmospheric conditions and as a function of airspeed and power setting, where appropriate, covering: (i) cruise (altitude coverage including 10 000 ft); and (ii) holding; (c) details of any other conditions relevant to ETOPS operations which can cause significant deterioration of performance, such as ice accumulation on the unprotected surfaces of the aircraft, ram air turbine (RAT) deployment, thrust-reverser deployment, etc.; and LENNUAMET VA-CAT-700-2 V3 Leht 282/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (d) the altitudes, airspeeds, thrust settings, and fuel flow used in establishing the ETOPS area of operations for each airframe-engine combination should be used in showing the corresponding terrain and obstruction clearances in accordance with Annex IV (Part- CAT). 6 MASS AND BALANCE --- Instructions and data for the calculation of the --- mass and balance including the following: (a) calculation system (e.g. index system); (b) information and instructions for completion of mass and balance documentation, including manual and computer generated types; (c) limiting masses and centre of gravity for the types, variants or individual aircraft used by the operator; (d) dry operating mass and corresponding centre of gravity or index. 7 LOADING --- Procedures and provisions for loading and unloading and securing the load in the aircraft. 8 CONFIGURATION DEVIATION LIST --- The CDL(s), if provided by the manufacturer, taking account of the aircraft types and variants operated including procedures to be followed when an aircraft is being dispatched under the terms of its CDL. 9 MINIMUM EQUIPMENT LIST (MEL) --- LENNUAMET VA-CAT-700-2 V3 Leht 283/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required The MEL for each aircraft type or variant operated and the type(s)/area(s) of operation. The MEL should also include the dispatch conditions associated with operations required for a specific approval (e.g. RNAV, RNP, RVSM, ETOPS). Consideration should be given to using the ATA number system when allocating chapters and numbers. 10 SURVIVAL AND EMERGENCY --- EQUIPMENT INCLUDING OXYGEN 10.1 A list of the survival equipment to be carried for the routes to be flown and the procedures for checking the serviceability of this equipment prior to take-off. Instructions regarding the location, accessibility and use of survival and emergency equipment and its associated checklist(s) should also be included. 10.2 The procedure for determining the amount of oxygen required and the quantity that is available. The flight profile, number of occupants and possible cabin decompression should be considered. 11 EMERGENCY EVACUATION --- PROCEDURES 11.1 Instructions for preparation for emergency evacuation including crew coordination and emergency station assignment. 11.2 Emergency evacuation procedures. A description of the duties of all members of the crew for the rapid evacuation of an aircraft and the handling of the passengers in the event of a forced landing, ditching or other emergency. LENNUAMET VA-CAT-700-2 V3 Leht 284/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required 12 AIRCRAFT SYSTEMS --- A description of the aircraft systems, related controls and indications and operating instructions. Consideration should be given to use the ATA number system when allocating chapters and numbers. C ROUTE/ROLE/AREA AND --- AERODROME/OPERATING SITE INSTRUCTIONS AND INFORMATION 1 Instructions and information relating to --- communications, navigation and aerodromes/operating sites including minimum flight levels and altitudes for each route to be flown and operating minima for each aerodrome/operating site planned to be used, including the following: (a) minimum flight level/altitude; (b) operating minima for departure, destination and alternate aerodromes; (c) communication facilities and navigation aids; (d) runway/final approach and take-off area (FATO) data and aerodrome/operating site facilities; (e) approach, missed approach and departure procedures including noise abatement procedures; (f) communication-failure procedures; (g) search and rescue facilities in the area over which the aircraft is to be flown; LENNUAMET VA-CAT-700-2 V3 Leht 285/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (h) a description of the aeronautical charts that should be carried on board in relation to the type of flight and the route to be flown, including the method to check their validity; (i) availability of aeronautical information and MET services; (j) en-route communication/navigation procedures; (k) aerodrome/operating site categorisation for flight crew competence qualification; (l) special aerodrome/operating site limitations (performance limitations and operating procedures etc.). (2) Information related to landing sites available for operations approved in accordance with Subpart L (SET-IMC) of Annex V (Part-SPA) to Regulation (EU) No 965/2012, including: (a) a description of the landing site (position, surface, slope, elevation, etc.); (b) the preferred landing direction; and (c) obstacles in the area D TRAINING --- 1 Description of scope: Training syllabi and checking programmes for all operations personnel assigned to operational duties in connection with the preparation and/or conduct of a flight. 2 Content: Training syllabi and checking --- programmes should include the following: 2.1 for flight crew, all relevant items prescribed in Annex IV (Part-CAT), Annex V (Part-SPA) and ORO.FC; LENNUAMET VA-CAT-700-2 V3 Leht 286/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required 2.2 for cabin crew, all relevant items prescribed in Annex IV (Part-CAT), Annex V (Part-CC) of Commission Regulation (EU) xxx/XXXX and ORO.CC; 2.3 for technical crew, all relevant items prescribed in Annex IV (Part-CAT), Annex V (Part-SPA) and ORO.TC; 2.4 for operations personnel concerned, --- including crew members: (a) all relevant items prescribed in SPA.DG Subpart G of Annex IV (SPA.DG); and (b) all relevant items prescribed in Annex IV (Part-CAT) and ORO.SEC; and 2.5 for operations personnel other than crew members (e.g. dispatcher, handling personnel etc.), all other relevant items prescribed in Annex IV (Part-CAT) and in this Annex pertaining to their duties. 3 Procedures: --- 3.1 Procedures for training and checking. 3.2 Procedures to be applied in the event that personnel do not achieve or maintain the required standards. 3.3 Procedures to ensure that abnormal or emergency situations requiring the application of part or all of the abnormal or emergency procedures, and simulation of instrument meteorological conditions (IMC) by artificial means are not simulated during commercial air transport operations. 4 Description of documentation to be stored and storage periods. (b) Notwithstanding (a), an OM that is compiled in accordance with JAR-OPS 3 amendment 5 may be considered to be compliant. LENNUAMET VA-CAT-700-2 V3 Leht 287/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (c) If there are sections that, because of the nature of the operation, do not apply, it is recommended that operators maintain the numbering system described in ORO.MLR.101 and above and insert ‘Not applicable’ or ‘Intentionally blank’ where appropriate. LENNUAMET VA-CAT-700-2 V3 Leht 288/288 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  KINNITATUD Lennuameti peadirektori 03.07.2017 käskkirjaga nr 1.1-1/17/144 Lisa 1 965/2012 Annex III - PART-CAT OPERATOR: ____________________________________________________ AOC # ________________________________________________________________ Ind.No. ________________________________________________________________ This compliance list has been checked (date): ____________________________________________________ This compliance list has been checked (name): ____________________________________________________ This compliance list is a tool not replacing the applicable requirements of Regulation (EC) No 216/2008 and its Implementing Rules. The user must read and check the items in accordance with the Regulation (EC) No 216/2008 and its Implementing Rules. In case any error or deficiency is found in this list, it should be notified to the Authority to make the required corrections. All suggestions or corrections to this compliance list will be considered for improving and developing the list, and to make it more usable for the Operator and the Authority. CONTENTS of Operation Manuals The content of OM should be in accordance with AMC 3 ORO.MLR.100, where applicable, as relevant for the area and type of operation. If there are sections that, because of the nature of the operation, do not apply, it is recommended that operators maintain the numbering system described in ORO.MLR.101 and AMC3 ORO.MLR.100 and insert ‘Not applicable’ or ‘Intentionally blank’ where appropriate. [AMC and GM to Annex III Part ORO: GM1 ORO.MLR.100]. As for OM-A and OM-B, main titles must be in accordance with AMC3 ORO.MLR.100. For example: OM-A 12: Rules of the air. The correlation between Rule References and the Operations Manuals shall be entered in the column OM/Document Reference. If the required information is not included in the OM but in other document (for example requirements set down in 965/2012 Subpart D: Instruments, Data, Equipment) put reference to the relevant document column OM/Document Reference. If a Rule References paragraph is not applicable to the Operator, N/A should be marked to column STATUS by the operator. The column STATUS is for the Authority to note when the applicable part of OM is in accordance with the requirements.(OK/NO) The column COMMENTS is for user notes and declarations if needed. Compliance checklist includes requirements for both commercial air transport operations with aeroplanes and helicopters. All applicable paragraphs in this compliance list should have either an OM reference or N/A, if not applicable. There is a cross reference table which contains the provisions of the new Regulation on Air Operations – Regulation (EU) No 965/2012 - and the corresponding ones of EU-OPS and TGL 44 as well as JAR-OPS 3 (amendment 5), Section 1 and Section 2. One can find this tool from Flight Standards Website. LENNUAMET VA-CAT-700-1 V3 Leht 1/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800 LENNUAMET VA-CAT-700-1 V3 Leht 2/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required 965/2012 --- ANNEX IV --- COMMERCIAL AIR TRANSPORT --- OPERATIONS --- [PART-CAT] --- --- SUBPART A --- GENERAL REQUIREMENTS --- CAT.GEN.100 Competent authority The competent authority shall be the authority --- designated by the Member State in which the operator has its principal place of business. SECTION 1 --- Motor-powered aircraft --- CAT.GEN.MPA.100 Crew (a) The crew member shall be responsible for --- responsibilities the proper execution of his/her duties that are: - GM1 CAT.GEN.MPA.100(c)(2) (1) related to the safety of the aircraft and its occupants; and (2) specified in the instructions and procedures in the operations manual. (b) The crew member shall: --- (1) report to the commander any fault, failure, malfunction or defect which the crew member believes may affect the airworthiness or safe operation of the aircraft including emergency systems, if not already reported by another crew member; (2) report to the commander any incident that endangered, or could have endangered, the safety of the operation, if not already reported by another crew member; LENNUAMET VA-CAT-700-1 V3 Leht 3/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (3) comply with the relevant requirements of the operator’s occurrence reporting schemes; (4) comply with all flight and duty time limitations (FTL) and rest requirements applicable to their activities; (5) when undertaking duties for more than one --- operator: (i) maintain his/her individual records regarding flight and duty times and rest periods as referred to in applicable FTL requirements; and (ii) provide each operator with the data needed to schedule activities in accordance with the applicable FTL requirements. (c) The crew member shall not perform duties --- on an aircraft: (1) when under the influence of psychoactive substances or alcohol or when unfit due to injury, fatigue, medication, sickness or other similar causes; (2) until a reasonable time period has elapsed after deep water diving or following blood donation; (3) if applicable medical requirements are not fulfilled; (4) if he/she is in any doubt of being able to accomplish his/her assigned duties; or (5) if he/she knows or suspects that he/she is suffering from fatigue as referred to in 7.f of Annex IV to Regulation (EC) No 216/2008 or feels otherwise unfit, to the extent that the flight may be endangered. AMC1 CAT.GEN.MPA.100(b) Crew --- responsibilities COPIES OF REPORTS --- LENNUAMET VA-CAT-700-1 V3 Leht 4/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required Where a written report is required, a copy of the report should be communicated to the commander concerned, unless the terms of the operator’s reporting schemes prevent this. AMC1 CAT.GEN.MPA.100(c)(1) Crew --- responsibilities ALCOHOL CONSUMPTION --- The operator should issue instructions --- concerning the consumption of alcohol by crew members. The instructions should be not less restrictive than the following: (a) no alcohol should be consumed less than 8 hours prior to the specified reporting time for a flight duty period or the commencement of standby; (b) the blood alcohol level should not exceed the lower of the national requirements or 0.2 per thousand at the start of a flight duty period; (c) no alcohol should be consumed during the flight duty period or whilst on standby. GM1 CAT.GEN.MPA.100(c)(2) Crew responsibilities ELAPSED TIME BEFORE RETURNING TO FLYING DUTY 24 hours is a suitable minimum length of time to allow after normal blood donation or normal recreational (sport) diving before returning to flying duties. This should be considered by operators when determining a reasonable time period for the guidance of crew members. PART-MED Information on the effects of medication, drugs, other treatments and alcohol can be found in Annex IV (Part-MED) to Commission Regulation (EU) No 1178/20111 . CAT.GEN.MPA.105 Responsibilities of (a) The commander, in addition to complying --- the commander with CAT.GEN.MPA.100, shall: LENNUAMET VA-CAT-700-1 V3 Leht 5/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (1) be responsible for the safety of all crew members, passengers and cargo on board, as soon as the commander arrives on board the aircraft, until the commander leaves the aircraft at the end of the flight; (2) be responsible for the operation and safety --- of the aircraft: (i) for aeroplanes, from the moment the aeroplane is first ready to move for the purpose of taxiing prior to take-off, until the moment it finally comes to rest at the end of the flight and the engine(s) used as primary propulsion unit(s) is(are) shut down; (ii) for helicopters, when the rotors are turning; (3) have authority to give all commands and take any appropriate actions for the purpose of securing the safety of the aircraft and of persons and/or property carried therein in accordance with 7.c of Annex IV to Regulation (EC) No 216/2008; (4) have authority to disembark any person, or any part of the cargo, that may represent a potential hazard to the safety of the aircraft or its occupants; (5) not allow a person to be carried in the aircraft who appears to be under the influence of alcohol or drugs to the extent that the safety of the aircraft or its occupants is likely to be endangered; (6) have the right to refuse transportation of inadmissible passengers, deportees or persons in custody if their carriage increases the risk to the safety of the aircraft or its occupants; LENNUAMET VA-CAT-700-1 V3 Leht 6/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (7) ensure that all passengers are briefed on the location of emergency exits and the location and use of relevant safety and emergency equipment; (8) ensure that all operational procedures and checklists are complied with in accordance with the operations manual; (9) not permit any crew member to perform any activity during critical phases of flight, except duties required for the safe operation of the aircraft; (10) ensure that flight recorders: --- (i) are not disabled or switched off during flight; and (ii) in the event of an accident or an incident --- that is subject to mandatory reporting: (A) are not intentionally erased; (B) are deactivated immediately after the flight is completed; and (C) are reactivated only with the agreement of the investigating authority; (11) decide on acceptance of the aircraft with unserviceabilities in accordance with the configuration deviation list (CDL) or the minimum equipment list (MEL); (12) ensure that the pre-flight inspection has been carried out in accordance with the requirements of Annex I (Part-M) to Regulation (EC) No 2042/2003; (13) be satisfied that relevant emergency equipment remains easily accessible for immediate use. LENNUAMET VA-CAT-700-1 V3 Leht 7/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (b) The commander, or the pilot to whom conduct of the flight has been delegated, shall, in an emergency situation that requires immediate decision and action, take any action he/she considers necessary under the circumstances in accordance with 7.d of Annex IV to Regulation (EC) No 216/2008. In such cases he/she may deviate from rules, operational procedures and methods in the interest of safety. (c) Whenever an aircraft in flight has manoeuvred in response to an airborne collision avoidance system (ACAS) resolution advisory (RA), the commander shall submit an ACAS report to the competent authority. (d) Bird hazards and strikes: --- (1) Whenever a potential bird hazard is observed, the commander shall inform the air traffic service (ATS) unit as soon as flight crew workload allows. (2) Whenever an aircraft for which the commander is responsible suffers a bird strike that results in significant damage to the aircraft or the loss or malfunction of any essential service, the commander shall submit a written bird strike report after landing to the competent authority. GM1 CAT.GEN.MPA.105(a)(10) Responsibilities of the commander IDENTIFICATION OF THE SEVERITY The definitions of an accident and a serious OF AN OCCURRENCE BY THE incident as well as examples thereof can be COMMANDER found in Regulation (EU) No 996/2010 of the European Parliament and of the Council. LENNUAMET VA-CAT-700-1 V3 Leht 8/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required CAT.GEN.MPA.110 Authority of the The operator shall take all reasonable measures commander to ensure that all persons carried in the aircraft obey all lawful commands given by the commander for the purpose of securing the safety of the aircraft and of persons or property carried therein. CAT.GEN.MPA.115 Personnel or crew The operator shall ensure that personnel or --- members other than cabin crew in the crew members, other than operating cabin crew passenger compartment members, carrying out their duties in the passenger compartment of an aircraft: - GM1 CAT.GEN.MPA.115 (a) are not confused by the passengers with operating cabin crew members; (b) do not occupy required cabin crew assigned stations; (c) do not impede operating cabin crew members in their duties. AMC1 CAT.GEN.MPA.115(a) Personnel --- or crew members other than cabin crew in the passenger compartment MEASURES TO PREVENT CONFUSION --- BY PASSENGERS If personnel or crew members other than operating cabin crew members carry out duties in a passenger compartment, the operator should ensure that they do not perform tasks or wear a uniform in such a way that might identify them as members of the operating cabin crew. GM1 CAT.GEN.MPA.115 Personnel or crew members other than cabin crew in the passenger compartment POSITIONING CABIN CREW MEMBERS LENNUAMET VA-CAT-700-1 V3 Leht 9/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required To prevent confusion by passengers and undue expectations in case of emergency, positioning cabin crew members should not wear, or should at least make invisible to passengers, parts of the operator’s cabin crew uniform, such as main jacket or crew signs or badges, that might identify them as members of the operating cabin crew. CAT.GEN.MPA.120 Common language The operator shall ensure that all crew members can communicate with each other in a common language. CAT.GEN.MPA.124 Taxiing of aircraft The operator shall establish procedures for taxiing of aircraft in order to ensure safe operation and in order to enhance runway safety. AMC1 CAT.GEN.MPA.124 Taxiing of aircraft PROCEDURES FOR TAXIING Procedures for taxiing should include at least the following: (a) application of the sterile flight crew compartment procedures; (b) use of standard radio-telephony (RTF) phraseology; (c) use of lights; (d) measures to enhance the situational awareness of the minimum required flight crew members. The following list of typical items should be adapted by the operator to take into account its operational environment: (1) each flight crew member should have the necessary aerodrome layout charts available; (2) the pilot taxiing the aircraft should announce in advance his/her intentions to the pilot monitoring; (3) all taxi clearances should be heard and should be understood by each flight crew member; LENNUAMET VA-CAT-700-1 V3 Leht 10/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (4) all taxi clearances should be cross-checked against the aerodrome chart and aerodrome surface markings, signs, and lights; (5) an aircraft taxiing on the manoeuvring area should stop and hold at all lighted stop bars, and may proceed further when an explicit clearance to enter or cross the runway has been issued by the aerodrome control tower, and when the stop bar lights are switched off; (6) if the pilot taxiing the aircraft is unsure of his/her position, he/she should stop the aircraft and contact air traffic control; (7) the pilot monitoring should monitor the taxi progress and adherence to the clearances, and should assist the pilot taxiing; (8) any action which may disturb the flight crew from the taxi activity should be avoided or done with the parking brake set (e.g. announcements by public address); (e) subparagraphs (d)(2) and (d)(7) are not applicable to single-pilot operations. CAT.GEN.MPA.125 Taxiing of The operator shall ensure that an aeroplane is --- aeroplanes only taxied on the movement area of an aerodrome if the person at the controls: (a) is an appropriately qualified pilot; or (b) has been designated by the operator and: --- (1) is trained to taxi the aircraft; (2) is trained to use the radio telephone; (3) has received instruction in respect of aerodrome layout, routes, signs, marking, lights, air traffic control (ATC) signals and instructions, phraseology and procedures; (4) is able to conform to the operational standards required for safe aeroplane movement at the aerodrome. LENNUAMET VA-CAT-700-1 V3 Leht 11/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required GM1 CAT.GEN.MPA.125 Taxiing of aeroplanes SKILLS AND KNOWLEDGE The following skills and knowledge may be assessed to check if a person can be authorised by the operator to taxi an aeroplane: (a) positioning of the aeroplane to ensure safety when starting engine; (b) getting ATIS reports and taxi clearance, where applicable; (c) interpretation of airfield markings/lights/signals/indicators; (d) interpretation of marshalling signals, where applicable; (e) identification of suitable parking area; (f) maintaining lookout and right-of-way rules and complying with air traffic control (ATC) or marshalling instructions, when applicable; (g) avoidance of adverse effect of propeller slipstream or jet wash on other aeroplanes, aerodrome facilities and personnel; (h) inspection of taxi path when surface conditions are obscured; (i) communication with others when controlling an aeroplane on the ground; (j) interpretation of operational instructions; (k) reporting of any problem that may occur while taxiing an aeroplane; and (l) adapting the taxi speed in accordance with prevailing aerodrome, traffic, surface and weather conditions. GM2 CAT.GEN.MPA.125 Taxiing of aeroplanes SAFETY-CRITICAL ACTIVITY (a) Taxiing should be treated as a safety-critical activity due to the risks related to the movement of the aeroplane and the potential for a catastrophic event on the ground. LENNUAMET VA-CAT-700-1 V3 Leht 12/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (b) Taxiing is a high-workload phase of flight that requires the full attention of the flight crew. CAT.GEN.MPA.130 Rotor engagement A helicopter rotor shall only be turned under — helicopters power for the purpose of flight with a qualified pilot at the controls. GM1 CAT.GEN.MPA.130 Rotor engagement — helicopters INTENT OF THE RULE (a) The following two situations where it is allowed to turn the rotor under power should be distinguished: (1) for the purpose of flight, this is described in the Implementing Rule; (2) for maintenance purposes. (b) Rotor engagement for the purpose of flight: the pilot should not leave the control when the rotors are turning. For example, the pilot is not allowed to get out of the aircraft in order to welcome passengers and adjust their seat belts with the rotors turning. (c) Rotor engagement for the purpose of maintenance: the Implementing Rule, however, does not prevent ground runs being conducted by qualified personnel other than pilots for maintenance purposes. The following conditions should be applied: (1) the operator should ensure that the qualification of personnel, other than pilots, who are authorised to conduct maintenance runs is described in the appropriate manual; (2) ground runs should not include taxiing the helicopter; (3) there should be no passengers on board; and (4) maintenance runs should not include collective increase or autopilot engagement (due to the risk of ground resonance). LENNUAMET VA-CAT-700-1 V3 Leht 13/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required CAT.GEN.MPA.135 Admission to the (a) The operator shall ensure that no person, --- flight crew compartment other than a flight crew member assigned to a flight, is admitted to, or carried in, the flight crew compartment unless that person is: (1) an operating crew member; (2) a representative of the competent or inspecting authority, if required to be there for the performance of his/her official duties; or (3) permitted by and carried in accordance with instructions contained in the operations manual. (b) The commander shall ensure that: --- (1) admission to the flight crew compartment does not cause distraction or interference with the operation of the flight; and (2) all persons carried in the flight crew compartment are made familiar with the relevant safety procedures. (c) The commander shall make the final decision regarding the admission to the flight crew compartment. AMC1 CAT.GEN.MPA.135(a)(3) --- Admission to the flight crew compartment INSTRUCTIONS FOR SINGLE-PILOT --- OPERATIONS UNDER VFR BY DAY Where an aircraft is used in a single-pilot --- operation under visual flight rules (VFR) by day but has more than one pilot station, the instructions of the operator may permit passengers to be carried in the unoccupied pilot seat(s), provided that the commander is satisfied that: (a) it will not cause distraction or interference with the operation of the flight; and LENNUAMET VA-CAT-700-1 V3 Leht 14/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (b) the passenger occupying a pilot seat is familiar with the relevant restrictions and safety procedures. CAT.GEN.MPA.140 Portable electronic The operator shall not permit any person to use devices a portable electronic device (PED) on board an aircraft that could adversely affect the - GM1 CAT.GEN.MPA.140 performance of the aircraft’s systems and - GM2 CAT.GEN.MPA.140 equipment, and shall take all reasonable - GM3 CAT.GEN.MPA.140 measures to prevent such use. AMC1 CAT.GEN.MPA.140 Portable --- electronic devices TECHNICAL PREREQUISITES FOR THE --- USE OF PEDS (a) Scope --- This AMC describes the technical prerequisites under which any kind of portable electronic device (PED) may be used on board the aircraft without adversely affecting the performance of the aircraft’s systems and equipment. (b) Prerequisites concerning the aircraft --- configuration (1) Before an operator may permit the use of --- any kind of PED on-board, it should ensure that PEDs have no impact on the safe operation of the aircraft. The operator should demonstrate that PEDs do not interfere with on-board electronic systems and equipment, especially with the aircraft’s navigation and communication systems. (2) The assessment of PED tolerance may be tailored to the different aircraft zones for which the use of PEDs is considered, i.e. may address separately: (i) the passenger compartment; --- (ii) the flight crew compartment; and (iii) areas not accessible during the flight. --- (c) Scenarios for permitting the use of PEDs LENNUAMET VA-CAT-700-1 V3 Leht 15/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (1) Possible scenarios, under which the operator may permit the use of PEDs, should be as documented in Table 1. The scenarios in Table 1 are listed in a descending order with the least permitting scenario at the bottom. (2) Restrictions arising from the corresponding aircraft certification, as documented in the aircraft flight manual (AFM) or equivalent document(s), should stay in force. They may be linked to different aircraft zones, or to particular transmitting technologies covered. (3) For Scenarios Nos. 3 to 8 in Table 1 of the regualtion the use of C-PEDs and cargo tracking devices may be further expanded, when the EMI assessment has demonstrated that there is no impact on safety as follows: (i) for C-PEDs by using the method described in (d)(2); and (ii) for cargo tracking devices by using the --- method described in (d)(3). (d) Demonstration of electromagnetic compatibility (1) EMI assessment at aircraft level The means to demonstrate that the radio frequency (RF) emissions (intentional or nonintentional) are tolerated by aircraft systems should be as follows: (i) to address front door coupling susceptibility for any kind of PEDs: (A) RTCA, ‘Guidance on allowing transmitting --- portable, electronic devices (T-PEDs) on aircraft’, DO-294C (or later revisions), Appendix 5C; or (B) RTCA, ‘Aircraft design and certification for portable electronic device (PED) tolerance’, DO-307 (including Change 1 or later revisions), Section 4; and (ii) to address back door coupling susceptibility for T-PEDs: LENNUAMET VA-CAT-700-1 V3 Leht 16/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (A) EUROCAE, ‘Guidance for the use of portable electronic devices (PEDs) on board aircraft’, ED-130 (or later revisions), Annex 6; (B) RTCA DO-294C (or later revisions), Appendix 6D; or (C) RTCA DO-307 (including Change 1 or later revisions), Section 3. (2) Alternative EMI assessment of C-PEDs (i) For front door coupling: (A) C-PEDs should comply with the levels as defined by: (a) EUROCAE/RTCA, ‘Environmental conditions and test procedures for airborne equipment’, ED-14D/DO-160D (or later revisions), Section 21, Category M, for operation in the passenger compartment and the flight crew compartment; and (b) EUROCAE ED-14E/RTCA DO-160E (or later revisions), Section 21, Category H, for operation in areas not accessible during the flight. (B) If the C-PEDs are electronic flight bags --- used in the flight crew compartment, an alternative compliance method described in EASA, ‘General acceptable means of compliance for airworthiness of products, part and appliances’, AMC-20, AMC 20-25 (‘Airworthiness and operational considerations for electronic flight bags’), may be used. (ii) For back door coupling the EMI assessment --- described in (1)(ii) should be performed. (3) Alternative EMI assessment of cargo tracking devices In case a transmitting function is automatically deactivated in a cargo tracking device (being a T-PED), the unit should be qualified for safe operation on board the aircraft. One of the following methods should be considered acceptable as evidence for safe operation: LENNUAMET VA-CAT-700-1 V3 Leht 17/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (i) A type-specific safety assessment, including failure mode and effects analysis, has been performed at aircraft level. The main purpose of the assessment should be to determine the worst hazards and to demonstrate an adequate design assurance level of the relevant hardware and software components of the cargo tracking device. (ii) The high intensity radiated field (HIRF) certification of the aircraft has been performed, i.e. the aircraft type has been certified after 1987 and meets the appropriate special condition. In such a case, the operator should observe the following: (A) The tracking device: (a) features an automated and prolonged radio suspension in flight using multiple modes of redundancy; and (b) has been verified in the aircraft environment to ensure deactivation of the transmitting function in flight. (B) The transmissions of the tracking device are limited per design to short periods of time (less than 1 second per 1 000 seconds) and cannot be continuous. (C) The tracking device emissions should comply with the levels as defined by EUROCAE ED-14E/RTCA DO-160E (or later revisions), Section 21, Category H. (D) In order to provide assurance on the --- tracking device design and production, the following documents are retained as part of the evaluation package: (a) operational description, technical --- specifications, product label and images of the tracking device and any peripheral attachments; (b) failure mode and effects analysis report of the tracking device and any peripheral attachments;. LENNUAMET VA-CAT-700-1 V3 Leht 18/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (c) declaration of stringent design and production controls in place during the tracking device manufacturing; (d) declaration of conformity and technical documentation showing compliance to the European Norms (EN), regulating the transmitter characteristic of the tracking device or its transmission module; and (e) an EMI assessment report documenting the emission levels. (iii) The tracking device interference levels during transmission are below those considered acceptable for the specific aircraft environment. (e) Operational conditions of C-PEDs and cargo tracking devices The operator should ensure that C-PEDs and cargo tracking devices are maintained in good and safe condition, having in mind that: (1) damage may modify their emissions characteristics; and (2) damage to the battery may create a fire hazard. (f) Batteries in C-PEDs and cargo tracking devices Lithium-type batteries in C-PEDs and cargo tracking devices should meet: (1) United Nations (UN) Transportation Regulations, ‘Recommendations on the transport of dangerous goods - manual of tests and criteria’, UN ST/SG/AC.10/11; and (2) one of the following standards: (i) Underwriters Laboratory, ‘Lithium batteries’, UL 1642; (ii) Underwriters Laboratory, ‘Household and commercial batteries’, UL 2054; (iii) Underwriters Laboratory, ‘Information technology equipment – safety’, UL 60950-1; LENNUAMET VA-CAT-700-1 V3 Leht 19/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (iv) International Electrotechnical Commission (IEC), ‘Secondary cells and batteries containing alkaline or other non-acid electrolytes - safety requirements for portable sealed secondary cells, and for batteries made from them, for use in portable applications’, IEC 62133; (v) RTCA, ‘Minimum operational performance standards for rechargeable lithium battery systems’, DO-311. RTCA DO-311 may be used to address concerns regarding overcharging, over-discharging, and the flammability of cell components. The standard is intended to test permanently installed equipment; however, these tests are applicable and sufficient to test electronic flight bags rechargeable lithium-type batteries; or (vi) European Technical Standard Order (ETSO), ‘Non-rechargeable lithium cells and batteries’, ETSO C142a. AMC2 CAT.GEN.MPA.140 Portable electronic devices PROCEDURES FOR THE USE OF PEDS (a) Scope This AMC describes the procedures under which any kind of portable electronic device (PED) may be used on board the aircraft without adversely affecting the performance of the aircraft’s systems and equipment. This AMC addresses the operation of PEDs in the different aircraft zones — passenger compartment, flight compartment, and areas inaccessible during the flight. (b) Prerequisites Before permitting the use of any kind of PEDs the operator should ensure compliance with (c) of AMC1 CAT.GEN.MPA.140. LENNUAMET VA-CAT-700-1 V3 Leht 20/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (c) Hazard identification and risk assessment The operator should identify the safety hazards and manage the associated risks following the management system implemented in accordance with ORO.GEN.200. The risk assessment should include hazards associated with: (1) PEDs in different aircraft zones; (2) PED use during various phases of flight; (3) PED use during turbulence; (4) improperly stowed PEDs; (5) impeded or slowed evacuations; (6) passenger non-compliance, e.g. not deactivating transmitting functions, not switching off PEDs or not stowing PEDs properly; (7) disruptive passengers; and (8) battery fire. (d) Use of PEDs in the passenger compartment (1) Procedures and training If an operator permits passengers to use PEDs on board its aircraft, procedures should be in place to control their use. These procedures should include provisions for passenger briefing, passenger handling and for the stowage of PEDs. The operator should ensure that all crew members and ground personnel are trained to enforce possible restrictions concerning the use of PEDs, in line with these procedures. (2) Provisions for use (i) The use of PEDs in the passenger compartment may be granted under the responsibility of the operator, i.e. the operator decides which PED may be used during which phases of the flight. (ii) Notwithstanding (b), medical equipment necessary to support physiological functions may be used at all times and does not need to be switched-off. LENNUAMET VA-CAT-700-1 V3 Leht 21/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (3) Stowage, passenger information and passenger briefing of PEDs (i) In accordance with CAT.OP.MPA.160 the operator should establish procedures concerning the stowage of PEDs. The operator should: (A) identify the phases of flight in which PEDs are to be stowed; and (B) determine suitable stowage locations, taking into account the PEDs’ size and weight. (ii) The operator should provide general information on the use of PEDs to the passengers before the flight. This information should specify at least: (A) which PEDs can be used during which phases of the flight; (B) when and where PEDs are to be stowed; and (C) that the instructions of the crew are to be followed at all times. (iii) In accordance with CAT.OP.MPA.170, the use of PEDs should be part of the passenger briefings. The operator should remind passengers to pay attention and to avoid distraction during such briefings. (4) In-seat electrical power supplies Where in-seat electrical power supplies are available for passenger use, the following should apply: (i) information giving safety instructions should be provided to the passengers; (ii) PEDs should be disconnected from any in- seat electrical power supply during taxiing, take-off, approach, landing, and during abnormal or emergency conditions; and LENNUAMET VA-CAT-700-1 V3 Leht 22/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (iii) flight crew, cabin crew and technical crew should be aware of the proper means to switch-off in-seat power supplies used for PEDs. (5) Operator’s safety measures during boarding and any phase of flight (i) Appropriate coordination between flight crew, cabin crew and technical crew should be established to deal with interference or other safety problems associated with PEDs. (ii) Suspect equipment should be switched off. (iii) Particular attention should be given to passenger misuse of equipment. (iv) Thermal runaways of batteries, in particular lithium batteries, and potential resulting fire, should be handled properly. (v) The commander may, for any reason and during any phase of flight, require deactivation and stowage of PEDs. (vi) When the operator restricts the use of PEDs, consideration should be given to handle special requests to operate a T-PED during any phase of the flight for specific reasons (e.g. for security measures). (6) Reporting Occurrences of suspected or confirmed interference should be reported to the competent authority. Where possible, to assist follow-up and technical investigation, reports should describe the suspected device, identify the brand name and model number, its location in the aircraft at the time of the occurrence, interference symptoms, the device user’s contact details and the results of actions taken by the crew. (e) Use of PEDs in the flight crew compartment In the flight crew compartment the operator may permit the use of PEDs, e.g. to assist the flight crew in their duties, when procedures are in place to ensure the following: LENNUAMET VA-CAT-700-1 V3 Leht 23/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (1) The conditions for the use of PEDs in-flight are specified in the operations manual. (2) The PEDs do not pose a loose item risk or other hazard. (3) These provisions should not preclude use of a T-PED (specifically a mobile phone) by the flight crew to deal with an emergency. However, reliance should not be predicated on a T-PED for this purpose. (f) PEDs not accessible during the flight PEDs should be switched off, when not accessible for deactivation during flight. This should apply especially to PEDs contained in baggage or transported as part of the cargo. The operator may permit deviation for PEDs for which safe operation has been demonstrated in accordance with AMC1 CAT.GEN.MPA.140. Other precautions, such as transporting in shielded metal boxes, may also be used to mitigate associated risks. GM1 CAT.GEN.MPA.140 Portable electronic devices DEFINITIONS (a) Definition and categories of PEDs PEDs are any kind of electronic device, typically but not limited to consumer electronics, brought on board the aircraft by crew members, passengers, or as part of the cargo and that are not included in the approved aircraft configuration. All equipment that is able to consume electrical energy falls under this definition. The electrical energy can be provided from internal sources as batteries (chargeable or non-rechargeable) or the devices may also be connected to specific aircraft power sources. PEDs include the following two categories: LENNUAMET VA-CAT-700-1 V3 Leht 24/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (1) Non-intentional transmitters can non- intentionally radiate RF transmissions, sometimes referred to as spurious emissions. This category includes, but is not limited to, calculators, cameras, radio receivers, audio and video players, electronic games and toys; when these devices are not equipped with a transmitting function. (2) Intentional transmitters radiate RF transmissions on specific frequencies as part of their intended function. In addition, they may radiate non-intentional transmissions like any PED. The term ‘transmitting PED’ (T-PED) is used to identify the transmitting capability of the PED. Intentional transmitters are transmitting devices such as RF-based remote control equipment, which may include some toys, two-way radios (sometimes referred to as ‘private mobile radio’), mobile phones of any type, satellite phones, computers with mobile Regulation (EU) 965/2012 on air operations Annex IV – Part-CAT CAT.GEN.MPA I R , A M C , G M Page 18 | May 2017 phone data connection, wireless local area network (WLAN) or Bluetooth capability. After deactivation of the transmitting capability, e.g. by activating the so-called ‘flight mode’ or ‘flight safety mode’, the T-PED remains a PED having non-intentional emissions. (b) Controlled PEDs (C-PEDs) A controlled PED (C-PED) is a PED subject to administrative control by the operator using it. This will include, inter alia, tracking the allocation of the devices to specific aircraft or persons and ensuring that no unauthorised changes are made to the hardware, software or databases. C-PEDs can be assigned to the category of non-intentional transmitters or T- PEDs. LENNUAMET VA-CAT-700-1 V3 Leht 25/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (c) Cargo tracking device A cargo tracking device is a PED attached to or included in airfreight (e.g. in or on containers, pallets, parcels or baggage). Cargo tracking devices can be assigned to the category of nonintentional transmitters or T-PEDs. If the device is a T- PED, it complies with the European Norms (EN) for transmissions. (d) Definition of the switched-off status Many PEDs are not completely disconnected from the internal power source when switched off. The switching function may leave some remaining functionality e.g. data storage, timer, clock, etc. These devices can be considered switched off when in the deactivated status. The same applies to devices having no transmitting capability and are operated by coin cells without further deactivation capability, e.g. wrist watches (e) Electromagnetic interference (EMI) The two classes of EMI to be addressed can be described as follows: (1) Front door coupling is the possible disturbance to an aircraft system as received by the antenna of the system and mainly in the frequency band used by the system. Any PED internal oscillation has the potential to radiate low level signals in the aviation frequency bands. Through this disturbance especially the instrument landing system (ILS) and the VHF omni range (VOR) navigation system may indicate erroneous information. (2) Back door coupling is the possible disturbance of aircraft systems by electromagnetic fields generated by transmitters at a level which could exceed on short distance (i.e. within the aircraft) the electromagnetic field level used for the aircraft system certification. This disturbance may then lead to system malfunction. LENNUAMET VA-CAT-700-1 V3 Leht 26/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required GM2 CAT.GEN.MPA.140 Portable electronic devices CREW REST COMPARTMENT, (a) When the aircraft is equipped with a crew NAVIGATION, TEST ENTITIES AND rest compartment, it is considered being part of FIRE CAUSED BY PEDS the passenger compartment. (b) Front door coupling may influence the VOR navigation system. Therefore, the flight crew monitors other navigation sensors to detect potential disturbances by PEDs, especially during low visibility departure operation based on VOR guidance. (c) Specific equipment, knowledge and experience are required, when the industry standards for evaluating technical prerequisites for the use of PEDs are applied. In order to ensure conformity with the industry standards, the operator is encouraged to cooperate with an appropriately qualified and experienced entity, as necessary. For this entity an aviation background is not required, but is considered to be beneficial. (d) Guidance to follow in case of fire caused by PEDs is provided by the International Civil Aviation Organisation, ‘Emergency response guidance for aircraft incidents involving dangerous goods’, ICAO Doc 9481-AN/928. GM3 CAT.GEN.MPA.140 Portable electronic devices CARGO TRACKING DEVICES (a) Safety assessment Further guidance on EVALUATION performing a safety assessment can be found in: (1) EASA, ‘Certification specifications and acceptable means of compliance for large aeroplanes’, CS-25, Book 2, AMC-Subpart F, AMC 25.1309; (2) EUROCAE/SAE, ‘Guidelines for development of civil aircraft and systems’, ED- 79/ARP 4754 (or later revisions); and LENNUAMET VA-CAT-700-1 V3 Leht 27/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (3) SAE, ‘Guidelines and methods for conducting the safety assessment process on civil airborne systems and equipment’, ARP 4761 (or later revisions). (b) HIRF certification The type certificate data sheet (TCDS), available on the EASA website for each aircraft model having EASA certification, lists whether the HIRF certification has been performed through a special condition. The operator may contact the type certification holder to gain the necessary information. (c) Failure mode and effects analysis Further guidance on performing a failure mode and effects analysis can be found in: (1) SAE ARP 4761 (or later revisions); and (2) U.S. Department of Defense, ‘Procedures for performing a failure mode, effects and criticality analysis’, Military Standard MIL- STD-1629A (or later revisions). CAT.GEN.MPA.145 Information on The operator shall at all times have available emergency and survival equipment for immediate communication to rescue carried coordination centres (RCCs) lists containing information on the emergency and survival equipment carried on board any of their aircraft. AMC1 CAT.GEN.MPA.145 Information --- on emergency and survival equipment carried ITEMS FOR COMMUNICATION TO THE --- RESCUE COORDINATION CENTRE The information, compiled in a list, should include, as applicable, the number, colour and type of life-rafts and pyrotechnics, details of emergency medical supplies, e.g. first-aid kits, emergency medical kits, water supplies and the type and frequencies of emergency portable radio equipment. LENNUAMET VA-CAT-700-1 V3 Leht 28/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required CAT.GEN.MPA.150 Ditching — The operator shall only operate an aeroplane aeroplanes with a passenger seating configuration of more than 30 on overwater flights at a distance from land suitable for making an emergency landing, greater than 120 minutes at cruising speed, or 400 NM, whichever is less, if the aeroplane complies with the ditching provisions prescribed in the applicable airworthiness code. CAT.GEN.MPA.155 Carriage of weapons (a) The operator shall only transport weapons of war and munitions of war of war or munitions of war by air if an approval to do so has been granted by all States whose airspace is intended to be used for the flight. (b) Where an approval has been granted, the --- operator shall ensure that weapons of war and munitions of war are: (1) stowed in the aircraft in a place that is inaccessible to passengers during flight; and (2) in the case of firearms, unloaded. (c) The operator shall ensure that, before a flight begins, the commander is notified of the details and location on board the aircraft of any weapons of war and munitions of war intended to be carried. GM1 CAT.GEN.MPA.155 Carriage of weapons of war and munitions of war WEAPONS OF WAR AND MUNITIONS (a) In accordance with Regulation (EC) No OF WAR 300/2008, weapons of war may be carried on board an aircraft, in a place that is not inaccessible, if the required security conditions in accordance with national laws have been fulfilled and authorisation has been given by the States involved. (b) There is no internationally agreed definition of weapons of war and munitions of war. Some States may have defined them for their particular purposes or for national need. LENNUAMET VA-CAT-700-1 V3 Leht 29/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (c) It is the responsibility of the operator to check, with the State(s) concerned, whether or not a particular weapon or munition is regarded as a weapon of war or munitions of war. In this context, States that may be concerned with granting approvals for the carriage of weapons of war or munitions of war are those of origin, transit, overflight and destination of the consignment and the State of the operator. (d) Where weapons of war or munitions of war are also dangerous goods by definition (e.g. torpedoes, bombs, etc.), CAT.GEN.MPA.200 Transport of dangerous goods also applies. CAT.GEN.MPA.160 Carriage of sporting (a) The operator shall take all reasonable weapons and ammunition measures to ensure that any sporting weapons intended to be carried by air are reported to the operator. (b) The operator accepting the carriage of --- sporting weapons shall ensure that they are: (1) stowed in the aircraft in a place that is inaccessible to passengers during flight; and (2) in the case of firearms or other weapons that can contain ammunition, unloaded. (c) Ammunition for sporting weapons may be carried in passengers’ checked baggage, subject to certain limitations, in accordance with the technical instructions. GM1 CAT.GEN.MPA.160 Carriage of sporting weapons and ammunition SPORTING WEAPONS (a) In accordance with Regulation (EC) No 300/2008 sporting weapons may be carried on board an aircraft, in a place that is not inaccessible, if the required security conditions in accordance with national laws have been fulfilled and authorisation has been given by the States involved. LENNUAMET VA-CAT-700-1 V3 Leht 30/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (b) There is no internationally agreed definition of sporting weapons. In general, it may be any weapon that is not a weapon of war or munitions of war. Sporting weapons include hunting knives, bows and other similar articles. An antique weapon, which at one time may have been a weapon of war or munitions of war, such as a musket, may now be regarded as a sporting weapon. (c) A firearm is any gun, rifle or pistol that fires a projectile. (d) The following firearms are generally regarded as being sporting weapons: (1) those designed for shooting game, birds and other animals; (2) those used for target shooting, clay-pigeon shooting and competition shooting, providing the weapons are not those on standard issue to military forces; and (3) airguns, dart guns, starting pistols, etc. (e) A firearm, which is not a weapon of war or munitions of war, should be treated as a sporting weapon for the purposes of its carriage on an aircraft. CAT.GEN.MPA.161 Carriage of sporting Notwithstanding CAT.GEN.MPA.160(b), for weapons and ammunition — alleviations helicopters with a maximum certified take-off mass (MCTOM) of 3 175 kg or less operated by day and over routes navigated by reference to visual landmarks, a sporting weapon may be carried in a place that is accessible during flight, provided that the operator has established appropriate procedures and it is impracticable to stow it in an inaccessible stowage during flight. AMC1 CAT.GEN.MPA.161 Carriage of --- sporting weapons and ammunition - alleviations SPORTING WEAPONS - HELICOPTERS --- LENNUAMET VA-CAT-700-1 V3 Leht 31/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required Procedures for the carriage of sporting weapons may need to be considered if the helicopter does not have a separate compartment in which the weapons can be stowed. These procedures should take into account the nature of the flight, its origin and destination, and the possibility of unlawful interference. As far as possible, the weapons should be stowed so they are not immediately accessible to the passengers, e.g. in locked boxes, in checked baggage that is stowed under other baggage or under fixed netting. CAT.GEN.MPA.165 Method of carriage The operator shall take all measures to ensure --- of persons that no person is in any part of an aircraft in flight that is not designed for the accommodation of persons unless temporary access has been granted by the commander: (a) for the purpose of taking action necessary for the safety of the aircraft or of any person, animal or goods therein; or (b) to a part of the aircraft in which cargo or supplies are carried, being a part that is designed to enable a person to have access thereto while the aircraft is in flight. CAT.GEN.MPA.170 Alcohol and drugs The operator shall take all reasonable measures to ensure that no person enters or is in an aircraft when under the influence of alcohol or drugs to the extent that the safety of the aircraft or its occupants is likely to be endangered. CAT.GEN.MPA.175 Endangering safety The operator shall take all reasonable measures --- to ensure that no person recklessly or negligently acts or omits to act so as to: (a) endanger an aircraft or person therein; or (b) cause or permit an aircraft to endanger any person or property. LENNUAMET VA-CAT-700-1 V3 Leht 32/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required CAT.GEN.MPA.180 Documents, manuals (a) The following documents, manuals and --- and information to be carried information shall be carried on each flight, as originals or copies unless otherwise specified: (1) the aircraft flight manual (AFM), or equivalent document(s); (2) the original certificate of registration; (3) the original certificate of airworthiness (CofA); (4) the noise certificate, including an English translation, where one has been provided by the authority responsible for issuing the noise certificate; (5) a certified true copy of the air operator certificate (AOC); (6) the operations specifications relevant to the aircraft type, issued with the AOC, including an English translation when the operations specifications have been issued in another language; (7) the original aircraft radio licence, if applicable; (8) the third party liability insurance certificate(s); (9) the journey log, or equivalent, for the aircraft; (10) the aircraft technical log, in accordance with Annex I (Part-M) to Regulation (EC) No 2042/2003; (11) details of the filed ATS flight plan, if applicable; (12) current and suitable aeronautical charts for the route of the proposed flight and all routes along which it is reasonable to expect that the flight may be diverted; (13) procedures and visual signals information for use by intercepting and intercepted aircraft; LENNUAMET VA-CAT-700-1 V3 Leht 33/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (14) information concerning search and rescue services for the area of the intended flight, which shall be easily accessible in the flight crew compartment; (15) the current parts of the operations manual that are relevant to the duties of the crew members, which shall be easily accessible to the crew members; (16) the MEL; (17) appropriate notices to airmen (NOTAMs) and aeronautical information service (AIS) briefing documentation; (18) appropriate meteorological information; (19) cargo and/or passenger manifests, if applicable; (20) mass and balance documentation; (21) the operational flight plan, if applicable; (22) notification of special categories of passenger (SCPs) and special loads, if applicable; and (23) any other documentation that may be pertinent to the flight or is required by the States concerned with the flight. (b) Notwithstanding (a), for operations under --- visual flight rules (VFR) by day with other- than-complex motor-powered aircraft taking off and landing at the same aerodrome or operating site within 24 hours, or remaining within a local area specified in the operations manual, the following documents and information may be retained at the aerodrome or operating site instead: (1) noise certificate; (2) aircraft radio licence; LENNUAMET VA-CAT-700-1 V3 Leht 34/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (3) journey log, or equivalent; (4) aircraft technical log; (5) NOTAMs and AIS briefing documentation; (6) meteorological information; (7) notification of SCPs and special loads, if applicable; and (8) mass and balance documentation. (c) Notwithstanding (a), in case of loss or theft of documents specified in (a)(2) to (a)(8), the operation may continue until the flight reaches its destination or a place where replacement documents can be provided. AMC1 CAT.GEN.MPA.180 Documents, --- manuals and information to be carried GENERAL --- The documents, manuals and information may be available in a form other than on printed paper. Accessibility, usability and reliability should be assured. GM1 CAT.GEN.MPA.180(a)(1) Documents, manuals and information to be carried AIRCRAFT FLIGHT MANUAL OR ‘Aircraft flight manual, or equivalent EQUIVALENT DOCUMENT(S) document(s)’ means in the context of this rule 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 unless these data are available in the parts of the operations manual carried on board. GM1 CAT.GEN.MPA.180(a)(5)(6) Documents, manuals and information to be carried CERTIFIED TRUE COPIES (a) Certified true copies may be provided: (1) directly by the competent authority; or LENNUAMET VA-CAT-700-1 V3 Leht 35/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (2) by persons holding privileges for certification of official documents in accordance with the applicable Member State’s legislation, e.g. public notaries, authorised officials in public services. (b) Translations of the air operator certificate (AOC) including operations specifications do not need to be certified. GM1 CAT.GEN.MPA.180(a)(9) Documents, manuals and information to be carried JOURNEY LOG OR EQUIVALENT ‘Journey log, or equivalent’ means that the required information may be recorded in documentation other than a log book, such as the operational flight plan or the aircraft technical log. AMC1 CAT.GEN.MPA.180(a)(13) --- Documents, manuals and information to be carried PROCEDURES AND VISUAL SIGNALS --- FOR USE BY INTERCEPTING AND INTERCEPTED AIRCRAFT The procedures and the visual signals information for use by intercepting and intercepted aircraft should reflect those contained in International Civil Aviation Organisation (ICAO) Annex 2. This may be part of the operations manual. GM1 CAT.GEN.MPA.180(a)(14) Documents, manuals and information to be carried SEARCH AND RESCUE INFORMATION This information is usually found in the State’s aeronautical information publication. GM1 CAT.GEN.MPA.180(a)(23) Documents, manuals and information to be carried LENNUAMET VA-CAT-700-1 V3 Leht 36/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required DOCUMENTS THAT MAY BE Any other documents that may be pertinent to PERTINENT TO THE FLIGHT the flight or required by the States concerned with the flight, may include, for example, forms to comply with reporting requirements. STATES CONCERNED WITH THE The States concerned are those of origin, FLIGHT transit, overflight and destination of the flight. CAT.GEN.MPA.185 Information to be (a) The operator shall ensure that at least for the --- retained on the ground duration of each flight or series of flights: (1) information relevant to the flight and appropriate for the type of operation is preserved on the ground; (2) the information is retained until it has been duplicated at the place at which it will be stored; or, if this is impracticable (3) the same information is carried in a fireproof container in the aircraft. (b) The information referred to in (a) includes: --- (1) a copy of the operational flight plan, where appropriate; (2) copies of the relevant part(s) of the aircraft technical log; (3) route-specific NOTAM documentation if specifically edited by the operator; (4) mass and balance documentation if required; and (5) special loads notification. CAT.GEN.MPA.190 Provision of The commander shall, within a reasonable time documentation and records of being requested to do so by a person authorised by an authority, provide to that person the documentation required to be carried on board. LENNUAMET VA-CAT-700-1 V3 Leht 37/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required CAT.GEN.MPA.195 Handling of flight (a) Following an accident or an incident that is recorder recordings: preservation, subject to mandatory reporting, the operator of production, protection and use an aircraft shall preserve the original recorded data for a period of 60 days unless otherwise - GM1 CAT.GEN.MPA.195(a) directed by the investigating authority. - GM1 CAT.GEN.MPA.195(b) (b) The operator shall conduct operational checks and evaluations of flight data recorder (FDR) recordings, cockpit voice recorder (CVR) recordings and data link recordings to ensure the continued serviceability of the recorders. (c) The operator shall save the recordings for the period of operating time of the FDR as required by CAT.IDE.A.190 or CAT.IDE.H.190, except that, for the purpose of testing and maintaining the FDR, up to one hour of the oldest recorded material at the time of testing may be erased. (d) The operator shall keep and maintain up-to- date documentation that presents the necessary information to convert FDR raw data into parameters expressed in engineering units. (e) The operator shall make available any flight recorder recording that has been preserved, if so determined by the competent authority. (f) Without prejudice to Regulation (EU) No --- 996/2010 of the European Parliament and of the Council: (1) Except for ensuring the CVR serviceability, CVR recordings shall not be disclosed or used unless: (i) a procedure related to the handling of CVR recordings and of their transcript is in place; (ii) all crew members and maintenance personnel concerned have given their prior consent; and LENNUAMET VA-CAT-700-1 V3 Leht 38/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (iii) they are used only for maintaining or improving safety. (1a) When a CVR recording is inspected for ensuring the CVR serviceability, the operator shall ensure the privacy of the CVR recording and the CVR recording shall not be disclosed or used for other purposes than ensuring the CVR serviceability. (2) FDR recordings or data link recordings --- shall only be used for purposes other than for the investigation of an accident or an incident which is subject to mandatory reporting, if such records are: (i) used by the operator for airworthiness or maintenance purposes only; or (ii) de-identified; or (iii) disclosed under secure procedures. AMC1 CAT.GEN.MPA.195(a) Handling (a) The operator should establish procedures to of flight recorder recordings: ensure that flight recorder recordings are preservation, production, protection and preserved for the investigating authority. use PRESERVATION OF RECORDED DATA (b) These procedures should include: FOR INVESTIGATION (1) instructions for flight crew members to deactivate the flight recorders immediately after completion of the flight and inform relevant personnel that the recording of the flight recorders should be preserved. These instructions should be readily available on board; and (2) instructions to prevent inadvertent reactivation, test, repair or reinstallation of the flight recorders by operator personnel or during maintenance or ground handling activities performed by third parties. GM1 CAT.GEN.MPA.195(a) Handling of flight recorder recordings: preservation, production, protection and use LENNUAMET VA-CAT-700-1 V3 Leht 39/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required REMOVAL OF RECORDERS IN CASE The need for removal of the recorders from the OF AN INVESTIGATION aircraft is determined by the investigating authority with due regard to the seriousness of an occurrence and the circumstances, including the impact on the operation. AMC1 CAT.GEN.MPA.195(b) Handling --- of flight recorder recordings: preservation, production, protection and use INSPECTIONS AND CHECKS OF --- RECORDINGS Whenever a flight recorder is required to be --- carried: (a) the operator should perform an inspection of --- the FDR recording and the CVR recording every year unless one or more of the following applies: (1) If the flight recorder records on magnetic wire or uses frequency modulation technology, the time interval between two inspections of the recording should not exceed three months. (2) If the flight recorder is solid-state and the --- flight recorder system is fitted with continuous monitoring for proper operation, the time interval between two inspections of the recording may be up to two years. (3) In the case of an aircraft equipped with two solid-state flight data and cockpit voice combination recorders, where (i) the flight recorder systems are fitted with continuous monitoring for proper operation, and (ii) the flight recorders share the same flight data acquisition, a comprehensive inspection of the recording needs only to be performed for one flight recorder position. The inspection of the recordings should be performed alternately so that each flight recorder position is inspected at time intervals not exceeding four years. LENNUAMET VA-CAT-700-1 V3 Leht 40/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (4) Where all of the following conditions are met, the inspection of the FDR recording is not needed: (i) the aircraft flight data are collected in the frame of a flight data monitoring (FDM) programme; (ii) the data acquisition of mandatory flight parameters is the same for the FDR and for the recorder used for the FDM programme; (iii) an inspection similar to the inspection of the FDR recording and covering all mandatory flight parameters is conducted on the FDM data at time intervals not exceeding two years; and (iv) the FDR is solid-state and the FDR system is fitted with continuous monitoring for proper operation. (b) the operator should perform every five years an inspection of the data link recording; (c) when installed, the aural or visual means for preflight checking the flight recorders for proper operation should be used every day. When no such means is available for a flight recorder, the operator should perform an operational check of this flight recorder at time intervals not exceeding seven calendar days of operation. (d) the operator should check every five years, or in accordance with the recommendations of the sensor manufacturer, that the parameters dedicated to the FDR and not monitored by other means are being recorded within the calibration tolerances and that there is no discrepancy in the engineering conversion routines for these parameters. GM1 CAT.GEN.MPA.195(b) Handling of flight recorder recordings: preservation, production, protection and use INSPECTION OF THE FLIGHT (a) The inspection of the FDR recording RECORDERS RECORDING usually consists of the following: (1) Making a copy of the complete recording file LENNUAMET VA-CAT-700-1 V3 Leht 41/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (2) Converting the recording to parameters expressed in engineering units in accordance with the documentation required to be held. (3) Examining a whole flight in engineering units to evaluate the validity of all mandatory parameters — this could reveal defects or noise in the measuring and processing chains and indicate necessary maintenance actions. The following should be considered: (i) when applicable, each parameter should be expressed in engineering units and checked for different values of its operational range — for this purpose, some parameters may need to be inspected at different flight phases; and (ii) if the parameter is delivered by a digital data bus and the same data are utilised for the operation of the aircraft, then a reasonableness check may be sufficient; otherwise a correlation check may need to be performed: (A) a reasonableness check is understood in this context as a subjective, qualitative evaluation, requiring technical judgement, of the recordings from a complete flight; and (B) a correlation check is understood in this context as the process of comparing data recorded by the flight data recorder against the corresponding data derived from flight instruments, indicators or the expected values obtained during specified portion(s) of a flight profile or during ground checks that are conducted for that purpose. (4) Retaining the most recent copy of the complete recording file and the corresponding recording inspection report that includes references to the documentation required to be held. (b) When performing the CVR recording inspection, precautions need to be taken to comply with CAT.GEN.MPA.195(f)(1a). The inspection of the CVR recording usually consists of: LENNUAMET VA-CAT-700-1 V3 Leht 42/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (1) checking that the CVR operates correctly for the nominal duration of the recording; (2) examining, where practicable, a sample of in-flight recording of the CVR for evidence that the signal is acceptable on each channel; and (3) preparing and retaining an inspection report. (c) The inspection of the DLR recording usually consists of: (1) Checking the consistency of the data link recording with other recordings for example, during a designated flight, the flight crew speaks out a few data link messages sent and received. After the flight, the data link recording and the CVR recording are compared for consistency. (2) Retaining the most recent copy of the complete recording and the corresponding inspection report. GM2 CAT.GEN.MPA.195(b) Handling of flight recorder recordings: preservation, production, protection and use MONITORING AND CHECKING THE PROPER OPERATION OF FLIGHT RECORDERS — EXPLANATION OF TERMS For the understanding of the terms used in AMC1 CAT.GEN.MPA.195(b): (a) ‘operational check of the flight recorder’ means a check of the flight recorder for proper operation. It is not a check of the quality of the recording and, therefore, it is not equivalent to an inspection of the recording. This check can be carried out by the flight crew or through a maintenance task. LENNUAMET VA-CAT-700-1 V3 Leht 43/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (b) ‘aural or visual means for preflight checking the flight recorders for proper operation’ means an aural or visual means for the flight crew to check before the flight the results of an automatically or manually initiated test of the flight recorders for proper operation. Such a means provides for an operational check that can be performed by the flight crew. (c) ‘flight recorder system’ means the flight recorder, its dedicated sensors and transducers, as well as its dedicated acquisition and processing equipment. (d) ‘continuous monitoring for proper operation’ means for a flight recorder system, a combination of system monitors and/or built-in test functions which operates continuously in order to detect the following: (1) loss of electrical power supply to the flight recorder system; (2) failure of the equipment performing acquisition and processing; (3) failure of the recording medium and/or drive mechanism; and (4) failure of the recorder to store the data in the recording medium as shown by checks of the recorded data including, as reasonably practicable for the storage medium concerned, correct correspondence with the input data. However, detections by the continuous monitoring for proper operation do not need to be automatically reported to the flight crew compartment. GM3 CAT.GEN.MPA.195(b) Handling of flight recorder recordings: preservation, production, protection and use CVR AUDIO QUALITY Examples of CVR audio quality issues and possible causes thereof may be found in the document of the French Bureau d’Enquêtes et d’Analyses, titled ‘Study on detection of audio anomalies on CVR recordings’ and dated September 20153 . LENNUAMET VA-CAT-700-1 V3 Leht 44/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required AMC1 CAT.GEN.MPA.195(f)(1) Handling of flight recorder recordings: preservation, production, protection and use USE OF CVR RECORDINGS FOR (a) The procedure related to the handling of MAINTAINING OR IMPROVING cockpit voice recorder (CVR) recordings SAFETY should be written in a document which should be signed by all parties (airline management, crew member representatives nominated either by the union or the crew themselves, maintenance personnel representatives if applicable). This procedure should, as a minimum, define: (1) the method to obtain the consent of all crew members and maintenance personnel concerned; (2) an access and security policy that restricts access to CVR recordings and identified CVR transcripts to specifically authorised persons identified by their position; (3) a retention policy and accountability, including the measures to be taken to ensure the security of the CVR recordings and CVR transcripts and their protection from misuse. The retention policy should specify the period of time after which CVR recordings and identified CVR transcripts are destroyed; (4) a description of the uses made of the CVR recordings and of their transcripts; (5) the participation of flight crew member representatives in the assessment of the CVR recordings or their transcripts; (6) the conditions under which advisory briefing or remedial training should take place; this should always be carried out in a constructive and non-punitive manner; and (7) the conditions under which actions other than advisory briefing or remedial training may be taken for reasons of gross negligence or significant continuing safety concern. LENNUAMET VA-CAT-700-1 V3 Leht 45/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (b) Each time a CVR recording file is read out under the conditions defined by CAT.GEN.MPA.195(f)(1): (1) parts of the CVR recording file that contain information with a privacy content should be deleted to the extent possible, and it should not be permitted that the detail of information with a privacy content is transcribed; and (2) the operator should retain, and when requested, provide to the competent authority: (i) information on the use made (or the intended use) of the CVR recording; and (ii) evidence that the persons concerned consented to the use made (or the intended use) of the CVR recording file. (c) The safety manager or the person identified by the operator to fulfil this role should be responsible for the protection and use of the CVR recordings and of their transcripts, as well as the assessment of issues and their transmission to the manager(s) responsible for the process concerned. (d) In case a third party is involved in the use of CVR recordings, contractual agreements with this third party should, when applicable, cover the aspects enumerated in (a) and (b). GM1 CAT.GEN.MPA.195(f)(1) Handling of flight recorder recordings: preservation, production, protection and use USE OF CVR RECORDINGS FOR (a) The CVR is primarily a tool for the MAINTAINING OR IMPROVING investigation of accidents and serious incidents SAFETY by investigating authorities. Misuse of CVR recordings is a breach of the right to privacy and it works against an effective safety culture inside the operator. LENNUAMET VA-CAT-700-1 V3 Leht 46/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (b) It is noteworthy that the flight data recorder (FDR) may be used for a flight data monitoring (FDM) programme; however, in that case the principles of confidentiality and access restriction of the FDM programme apply to the FDR recordings. Because the CVR is recording the voices of the crew and verbal communications with a privacy content, the CVR recordings must be protected and handled with even more care than FDM data. (c) Therefore, the use of a CVR recording, when for purposes other than CVR serviceability or those laid down by Regulation (EU) No 996/2010, should be subject to the free prior consent of the persons concerned, and framed by a procedure that is endorsed by all parties and that protects the privacy of crew members and (if applicable) maintenance staff. AMC1 CAT.GEN.MPA.195(f)(1a) Handling of flight recorder recordings: preservation, production, protection and use CVR RECORDING INSPECTION FOR (a) When an inspection of the CVR recording is ENSURING SERVICEABILITY performed for ensuring audio quality and intelligibility of recorded communications: (1) the privacy of the CVR recording should be ensured (e.g. by locating the CVR replay equipment in a separated area and/or using headsets); (2) access to the CVR replay equipment should be restricted to specifically authorised persons; (3) provision should be made for the secure storage of the CVR recording medium, the CVR recording files and copies thereof; (4) the CVR recording files and copies thereof should be destroyed not earlier than two months and not later than one year after completion of the CVR recording inspection, except that audio samples with no privacy content may be retained for enhancing the CVR recording inspection (e.g. for comparing audio quality); LENNUAMET VA-CAT-700-1 V3 Leht 47/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (5) only the accountable manager of the operator, and when identified to comply with ORO.GEN.200, the safety manager should be entitled to request a copy of the CVR recording files. (b) The conditions enumerated in (a) should also be complied with if the inspection of the CVR recording is subcontracted to a third party. The contractual agreements with the third party should explicitly cover these aspects. GM1 CAT.GEN.MPA.195(f)(2) Handling of flight recorder recordings: preservation, production, protection and use USE OF FDR DATA FOR AN FDM The use of FDR data in the framework of an PROGRAMME FDM programme may be acceptable if it fulfils the conditions set by sub-paragraph (f)(2) of CAT.GEN.MPA.195. CAT.GEN.MPA.200 Transport of (a) Unless otherwise permitted by this Annex, dangerous goods the transport of dangerous goods by air shall be conducted in accordance with Annex 18 to the - GM1 CAT.GEN.MPA.200 Chicago Convention as last amended and amplified by the ‘Technical instructions for the safe transport of dangerous goods by air’ (ICAO Doc 9284-AN/905), including its supplements and any other addenda or corrigenda. (b) Dangerous goods shall only be transported --- by an operator approved in accordance with Annex V (Part-SPA), Subpart G, except when: (1) they are not subject to the technical instructions in accordance with Part 1 of those instructions; or (2) they are carried by passengers or crew members, or are in baggage, in accordance with Part 8 of the technical instructions. LENNUAMET VA-CAT-700-1 V3 Leht 48/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (c) An operator shall establish procedures to ensure that all reasonable measures are taken to prevent dangerous goods from being carried on board inadvertently. (d) The operator shall provide personnel with the necessary information enabling them to carry out their responsibilities, as required by the technical instructions. (e) The operator shall, in accordance with the --- technical instructions, report without delay to the competent authority and the appropriate authority of the State of occurrence in the event of: (1) any dangerous goods accidents or incidents; (2) the discovery of undeclared or misdeclared dangerous goods in cargo or mail; or (3) the finding of dangerous goods carried by passengers or crew members, or in their baggage, when not in accordance with Part 8 of the technical instructions. (f) The operator shall ensure that passengers are provided with information about dangerous goods in accordance with the technical instructions. (g) The operator shall ensure that notices giving information about the transport of dangerous goods are provided at acceptance points for cargo as required by the technical instructions. AMC1 CAT.GEN.MPA.200(e) Transport --- of dangerous goods DANGEROUS GOODS ACCIDENT AND --- INCIDENT REPORTING LENNUAMET VA-CAT-700-1 V3 Leht 49/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (a) Any type of dangerous goods accident or incident, or the finding of undeclared or misdeclared dangerous goods should be reported, irrespective of whether the dangerous goods are contained in cargo, mail, passengers’ baggage or crew baggage. For the purposes of the reporting of undeclared and misdeclared dangerous goods found in cargo, the Technical Instructions considers this to include items of operators’ stores that are classified as dangerous goods. (b) The first report should be dispatched within 72 hours of the event. It may be sent by any means, including e-mail, telephone or fax. This report should include the details that are known at that time, under the headings identified in (c). If necessary, a subsequent report should be made as soon as possible giving all the details that were not known at the time the first report was sent. If a report has been made verbally, written confirmation should be sent as soon as possible. (c) The first and any subsequent report should --- be as precise as possible and should contain the following data, where relevant: (1) date of the incident or accident or the finding of undeclared or misdeclared dangerous goods; (2) location, the flight number and flight date; (3) description of the goods and the reference number of the air waybill, pouch, baggage tag, ticket, etc.; (4) proper shipping name (including the technical name, if appropriate) and UN/ID number, when known; (5) class or division and any subsidiary risk; LENNUAMET VA-CAT-700-1 V3 Leht 50/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (6) type of packaging, and the packaging specification marking on it; (7) quantity; (8) name and address of the shipper, passenger, etc.; (9) any other relevant details; (10) suspected cause of the incident or accident; (11) action taken; (12) any other reporting action taken; and (13) name, title, address and telephone number of the person making the report. (d) Copies of relevant documents and any photographs taken should be attached to the report. (e) A dangerous goods accident or incident may also constitute an aircraft accident, serious incident or incident. Reports should be made for both types of occurrences when the criteria for each are met. (f) The following dangerous goods reporting form should be used, but other forms, including electronic transfer of data, may be used provided that at least the minimum information of this AMC is supplied: (*See corresponding Dangerous goods report form) Notes for completion of the form: --- 1. A dangerous goods accident is as defined in Annex I. For this purpose serious injury is as defined in Regulation (EU) No 996/2010 of the European Parliament and of the Council. LENNUAMET VA-CAT-700-1 V3 Leht 51/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required 2. This form should also be used to report any occasion when undeclared or misdeclared dangerous goods are discovered in cargo, mail or unaccompanied baggage or when accompanied baggage contains dangerous goods which passengers or crew are not permitted to take on aircraft. 3. The initial report should be dispatched unless exceptional circumstances prevent this. This occurrence report form, duly completed, should be sent as soon as possible, even if all the information is not available. 4. Copies of all relevant documents and any photographs should be attached to this report. 5. Any further information, or any information not included in the initial report, should be sent as soon as possible to authorities identified in CAT.GEN.MPA.200 (e). 6. Providing it is safe to do so, all dangerous goods, packaging, documents, etc., relating to the occurrence should be retained until after the initial report has been sent to the authorities identified in CAT.GEN.MPA.200 (e) and they have indicated whether or not these should continue to be retained. GM1 CAT.GEN.MPA.200 Transport of --- dangerous goods GENERAL (a) The requirement to transport dangerous goods by air in accordance with the Technical Instructions is irrespective of whether: (1) the flight is wholly or partly within or wholly outside the territory of a State; or (2) an approval to carry dangerous goods in accordance with Annex V (Part-SPA), Subpart G is held. LENNUAMET VA-CAT-700-1 V3 Leht 52/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (b) The Technical Instructions provide that in certain circumstances dangerous goods, which are normally forbidden on an aircraft, may be carried. These circumstances include cases of extreme urgency or when other forms of transport are inappropriate or when full compliance with the prescribed requirements is contrary to the public interest. In these circumstances, all the States concerned may grant exemptions from the provisions of the Technical Instructions provided that an overall level of safety which is at least equivalent to that provided by the Technical Instructions is achieved. Although exemptions are most likely to be granted for the carriage of dangerous goods that are not permitted in normal circumstances, they may also be granted in other circumstances, such as when the packaging to be used is not provided for by the appropriate packing method or the quantity in the packaging is greater than that permitted. The Technical Instructions also make provision for some dangerous goods to be carried when an approval has been granted only by the State of origin and the State of the operator. (c) When an exemption is required, the States concerned are those of origin, transit, overflight and destination of the consignment and that of the operator. For the State of overflight, if none of the criteria for granting an exemption are relevant, an exemption may be granted based solely on whether it is believed that an equivalent level of safety in air transport has been achieved. LENNUAMET VA-CAT-700-1 V3 Leht 53/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (d) The Technical Instructions provide that exemptions and approvals are granted by the ‘appropriate national authority’, which is intended to be the authority responsible for the particular aspect against which the exemption or approval is being sought. The Instructions do not specify who should seek exemptions and, depending on the legislation of the particular State, this may mean the operator, the shipper or an agent. If an exemption or approval has been granted to other than the operator, the operator should ensure a copy has been obtained before the relevant flight. The operator should ensure all relevant conditions on an exemption or approval are met. (e) The exemption or approval referred to in (b) to (d) is in addition to the approval required by Annex V (Part SPA), Subpart G. CAT.GEN.MPA.205 Aircraft tracking system — Aeroplanes (a) By 16 December 2018 at the latest, the operator shall establish and maintain, as part of the system for exercising operational control over the flights, an aircraft tracking system, which includes the flights eligible to (b) when performed with the following aeroplanes: (1) aeroplanes with an MCTOM of more than 27 000 kg, with an MOPSC of more than 19, and first issued with an individual CofA before 16 December 2018, which are equipped with a capability to provide a position additional to the secondary surveillance radar transponder; (2) all aeroplanes with an MCTOM of more than 27 000 kg, with an MOPSC of more than 19, and first issued with an individual CofA on or after 16 December 2018; and (3) all aeroplanes with an MCTOM of more than 45 500 kg and first issued with an individual CofA on or after 16 December 2018. LENNUAMET VA-CAT-700-1 V3 Leht 54/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (b) Flights shall be tracked by the operator from take-off to landing, except when the planned route and the planned diversion routes are fully included in airspace blocks where: (1) ATS surveillance service is normally provided which is supported by ATC surveillance systems locating the aircraft at time intervals with adequate duration; and (2) the operator has provided to competent air navigation service providers necessary contact information. CAT.GEN.MPA.210 Location of an aircraft in distress — Aeroplanes The following aeroplanes shall be equipped with robust and automatic means to accurately determine, following an accident where the aeroplane is severely damaged, the location of the point of end of flight: (1) all aeroplanes with an MCTOM of more than 27 000 kg, with an MOPSC of more than 19 and first issued with an individual CofA on or after 1 January 2021; and (2) all aeroplanes with an MCTOM of more than 45 500 kg and first issued with an individual CofA on or after 1 January 2021 SUBPART B --- OPERATING PROCEDURES --- SECTION 1 --- Motor-powered aircraft --- CAT.OP.MPA.100 Use of air traffic (a) The operator shall ensure that: --- services (1) air traffic services (ATS) appropriate to the airspace and the applicable rules of the air are used for all flights whenever available; (2) in-flight operational instructions involving a change to the ATS flight plan, when practicable, are coordinated with the appropriate ATS unit before transmission to an aircraft. LENNUAMET VA-CAT-700-1 V3 Leht 55/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (b) Notwithstanding (a), the use of ATS is not --- required unless mandated by air space requirements for: (1) operations under VFR by day of other-than- complex motor-powered aeroplanes; (2) helicopters with an MCTOM of 3 175 kg or less operated by day and over routes navigated by reference to visual landmarks; or (3) local helicopter operations, provided that search and rescue service --- arrangements can be maintained. GM1 CAT.OP.MPA.100(a)(2) Use of air traffic services IN-FLIGHT OPERATIONAL When coordination with an appropriate air INSTRUCTIONS traffic service (ATS) unit has not been possible, in-flight operational instructions do not relieve a commander of the responsibility for obtaining an appropriate clearance from an ATS unit, if applicable, before making a change in flight plan. CAT.OP.MPA.105 Use of aerodromes (a) The operator shall only use aerodromes and and operating sites operating sites that are adequate for the type(s) of aircraft and operation(s) concerned. (b) The use of operating sites shall only apply --- to: (1) other-than-complex motor-powered aeroplanes; and (2) helicopters. AMC1 CAT.OP.MPA.105 Use of --- aerodromes and operating sites DEFINING OPERATING SITES - --- HELICOPTERS When defining operating sites (including --- infrequent or temporary sites) for the type(s) of helicopter(s) and operation(s) concerned, the operator should take account of the following: LENNUAMET VA-CAT-700-1 V3 Leht 56/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (a) An adequate site is a site that the operator considers to be satisfactory, taking account of the applicable performance requirements and site characteristics (guidance on standards and criteria are contained in ICAO Annex 14 Volume 2 and in the ICAO Heliport Manual (Doc 9261-AN/903)). (b) The operator should have in place a procedure for the survey of sites by a competent person. Such a procedure should take account for possible changes to the site characteristics which may have taken place since last surveyed. (c) Sites that are pre-surveyed should be --- specifically specified in the operations manual. The operations manual should contain diagrams or/and ground and aerial photographs, and depiction (pictorial) and description of: (1) the overall dimensions of the site; (2) location and height of relevant obstacles to approach and take-off profiles, and in the manoeuvring area; (3) approach and take-off flight paths; (4) surface condition (blowing dust/snow/sand); (5) helicopter types authorised with reference to performance requirements; (6) provision of control of third parties on the ground (if applicable); (7) procedure for activating site with land owner or controlling authority; (8) other useful information, for example appropriate ATS agency and frequency; and (9) lighting (if applicable). LENNUAMET VA-CAT-700-1 V3 Leht 57/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (d) For sites that are not pre-surveyed, the operator should have in place a procedure that enables the pilot to make, from the air, a judgment on the suitability of a site. (c)(1) to (c)(6) should be considered. (e) Operations to non-pre-surveyed sites by night (except in accordance with SPA.HEMS.125 (b)(4)) should not be permitted. AMC2 CAT.OP.MPA.105 Use of This AMC is applicable until 01/07/2018, then --- aerodromes and operating sites it will be deleted. HELIDECK --- (a) The content of Part C of the operations manual relating to the specific usage of helidecks should contain both the listing of helideck limitations in a helideck limitations list (HLL) and a pictorial representation (template) of each helideck showing all necessary information of a permanent nature. The HLL should show, and be amended as necessary to indicate, the most recent status of each helideck concerning non-compliance with ICAO Annex 14 Volume 2, limitations, warnings, cautions or other comments of operational importance. An example of a typical template is shown in Figure 1 below. (b) In order to ensure that the safety of flights is not compromised, the operator should obtain relevant information and details for compilation of the HLL, and the pictorial representation, from the owner/operator of the helideck. LENNUAMET VA-CAT-700-1 V3 Leht 58/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (c) When listing helidecks, if more than one name of the helideck exists, the most common name should be used and other names should also be included. After renaming a helideck, the old name should be included in the HLL for the ensuing 6 months. (d) All helideck limitations should be included in the HLL. Helidecks without limitations should also be listed. With complex installations and combinations of installations (e.g. co-locations), a separate listing in the HLL, accompanied by diagrams where necessary, may be required. (e) Each helideck should be assessed based on --- limitations, warnings, cautions or comments to determine its acceptability with respect to the following that, as a minimum, should cover the factors listed below: (1) The physical characteristics of the helideck. (2) The preservation of obstacle-protected surfaces is the most basic safeguard for all flights. These surfaces are: --- (i) the minimum 210° obstacle-free surface (OFS); (ii) the 150° limited obstacle surface (LOS); and (iii) the minimum 180° falling ‘5:1’ - gradient with respect to significant obstacles. If this is infringed or if an adjacent installation or vessel infringes the obstacle clearance surfaces or criteria related to a helideck, an assessment should be made to determine any possible negative effect that may lead to operating restrictions. (3) Marking and lighting: --- LENNUAMET VA-CAT-700-1 V3 Leht 59/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (i) adequate perimeter lighting; (ii) adequate floodlighting; (iii) status lights (for night and day operations e.g. signalling lamp); (iv) dominant obstacle paint schemes and lighting; (v) helideck markings; and (vi) general installation lighting levels. Any limitations in this respect should be annotated ‘daylight only operations’ on the HLL. (4) Deck surface: --- (i) surface friction; (ii) helideck net; (iii) drainage system; (iv) deck edge netting; (v) tie down system; and (vi) cleaning of all contaminants. (5) Environment: --- (i) foreign object damage; (ii) physical turbulence generators; (iii) bird control; (iv) air quality degradation due to exhaust emissions, hot gas vents or cold gas vents; and (v) adjacent helideck may need to be included in air quality assessment. (6) Rescue and fire fighting: --- (i) primary and complementary media types, quantities, capacity and systems personal protective equipment and clothing, breathing apparatus; and (ii) crash box. LENNUAMET VA-CAT-700-1 V3 Leht 60/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (7) Communications & navigation: --- (i) aeronautical radio(s); (ii) radio/telephone (R/T) call sign to match helideck name and side identification which should be simple and unique; (iii) Non-directional beacon (NDB) or equivalent (as appropriate); (iv) radio log; and (v) light signal (e.g. signalling lamp). (8) Fuelling facilities: --- (i) in accordance with the relevant national guidance and regulations. (9) Additional operational and handling --- equipment: (i) windsock; (ii) wind recording; (iii) deck motion recording and reporting where applicable; (iv) passenger briefing system; (v) chocks; (vi) tie downs; and (vii) weighing scales. (10) Personnel: --- (i) trained helideck staff (e.g. helicopter landing officer/helicopter deck assistant and fire fighters etc.). (11) Other: --- (i) as appropriate. LENNUAMET VA-CAT-700-1 V3 Leht 61/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (f) For helidecks about which there is --- incomplete information, ‘limited’ usage based on the information available may be specified by the operator prior to the first helicopter visit. During subsequent operations and before any limit on usage is lifted, information should be gathered and the following should apply: (1) Pictorial (static) representation: --- (i) template (see figure 1) blanks should be available, to be filled out during flight preparation on the basis of the information given by the helideck owner/operator and flight crew observations; (ii) where possible, suitably annotated photographs may be used until the HLL and template have been completed; (iii) until the HLL and template have been completed, operational restrictions (e.g. performance, routing etc.) may be applied; (iv) any previous inspection reports should be obtained by the operator; and (v) an inspection of the helideck should be carried out to verify the content of the completed HLL and template, following which the helideck may be considered as fully adequate for operations. (2) With reference to the above, the HLL --- should contain at least the following: (i) HLL revision date and number; (ii) generic list of helideck motion limitations; (iii) name of helideck; (iv) ‘D’ value; and (v) limitations, warnings, cautions and comments. LENNUAMET VA-CAT-700-1 V3 Leht 62/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (3) The template should contain at least the --- following (see example below): (i) installation/vessel name; (ii) R/T call sign; (iii) helideck identification marking; (iv) side panel identification marking; (v) helideck elevation; (vi) maximum installation/vessel height; (vii) 'D' value; (viii) type of installation/vessel: --- - fixed manned - fixed unmanned - ship type (e.g. diving support vessel) - semi-submersible - jack-up (ix) name of owner/operator; (x) geographical position; (xi) communication and navigation (Com/Nav) frequencies and ident; (xii) general drawing preferably looking into the helideck with annotations showing location of derrick, masts, cranes, flare stack, turbine and gas exhausts, side identification panels, windsock etc.; (xiii) plan view drawing, chart orientation from the general drawing, to show the above. The plan view will also show the 210° orientation in degrees true; (xiv) type of fuelling: --- - pressure and gravity - pressure only LENNUAMET VA-CAT-700-1 V3 Leht 63/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required - gravity only - none (xv) type and nature of fire fighting equipment; (xvi) availability of ground power unit (GPU); (xvii) deck heading; (xviii) maximum allowable mass; (xix) status light (Yes/No); and (xx) revision date of publication. Figure 1 Helideck template --- (*See Figure 1 Helideck template) CAT.OP.MPA.106 Use of isolated (a) Using an isolated aerodrome as destination YES aerodromes — aeroplanes aerodrome with aeroplanes requires the prior approval by the competent authority. (b) An isolated aerodrome is one for which the --- alternate and final fuel reserve required to the nearest adequate destination alternate aerodrome is more than: (1) for aeroplanes with reciprocating engines, fuel to fly for 45 minutes plus 15 % of the flying time planned to be spent at cruising level or two hours, whichever is less; or (2) for aeroplanes with turbine engines, fuel to fly for two hours at normal cruise consumption above the destination aerodrome, including final reserve fuel. CAT.OP.MPA.107 Adequate aerodrome The operator shall consider an aerodrome as adequate if, at the expected time of use, the aerodrome is available and equipped with necessary ancillary services such as air traffic services (ATS), sufficient lighting, communications, weather reporting, navigation aids and emergency services. LENNUAMET VA-CAT-700-1 V3 Leht 64/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required CAT.OP.MPA.110 Aerodrome operating (a) The operator shall establish aerodrome minima operating minima for each departure, destination or alternate aerodrome planned to - GM1 CAT.OP.MPA.110 be used. These minima shall not be lower than - GM2 CAT.OP.MPA.110 those established for such aerodromes by the - GM3 CAT.OP.MPA.110 State in which the aerodrome is located, except - GM1 CAT.OP.MPA.110(a) when specifically approved by that State. Any increment specified by the competent authority shall be added to the minima. (b) The use of a head-up display (HUD), head- up guidance landing system (HUDLS) or enhanced vision system (EVS) may allow operations with lower visibilities than the established aerodrome operating minima if approved in accordance with SPA.LVO. (c) When establishing aerodrome operating --- minima, the operator shall take the following into account: (1) the type, performance and handling characteristics of the aircraft; (2) the composition, competence and experience of the flight crew; (3) the dimensions and characteristics of the runways/final approach and take-off areas (FATOs) that may be selected for use; (4) the adequacy and performance of the available visual and non-visual ground aids; (5) the equipment available on the aircraft for the purpose of navigation and/or control of the flight path during the take-off, the approach, the flare, the landing, rollout and the missed approach; (6) for the determination of obstacle clearance, the obstacles in the approach, missed approach and the climb-out areas necessary for the execution of contingency procedures; LENNUAMET VA-CAT-700-1 V3 Leht 65/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (7) the obstacle clearance altitude/height for the instrument approach procedures; (8) the means to determine and report meteorological conditions; and (9) the flight technique to be used during the final approach. (d) The operator shall specify the method of determining aerodrome operating minima in the operations manual. (e) The minima for a specific approach and --- landing procedure shall only be used if all the following conditions are met: (1) the ground equipment shown on the chart required for the intended procedure is operative; (2) the aircraft systems required for the type of approach are operative; (3) the required aircraft performance criteria are met; and (4) the crew is appropriately qualified. AMC1 CAT.OP.MPA.110 Aerodrome --- operating minima TAKE-OFF OPERATIONS - --- AEROPLANES (a) General --- (1) Take-off minima should be expressed as visibility or runway visual range (RVR) limits, taking into account all relevant factors for each aerodrome planned to be used and aircraft characteristics. Where there is a specific need to see and avoid obstacles on departure and/or for a forced landing, additional conditions, e.g. ceiling, should be specified. LENNUAMET VA-CAT-700-1 V3 Leht 66/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (2) The commander should not commence take- off unless the weather conditions at the aerodrome of departure are equal to or better than applicable minima for landing at that aerodrome unless a weather-permissible take- off alternate aerodrome is available. (3) When the reported meteorological visibility (VIS) is below that required for take-off and RVR is not reported, a take-off should only be commenced if the commander can determine that the visibility along the take-off runway is equal to or better than the required minimum. (4) When no reported meteorological visibility or RVR is available, a take-off should only be commenced if the commander can determine that the visibility along the take-off runway is equal to or better than the required minimum. (b) Visual reference --- (1) The take-off minima should be selected to ensure sufficient guidance to control the aircraft in the event of both a rejected take-off in adverse circumstances and a continued take-off after failure of the critical engine. (2) For night operations, ground lights should be available to illuminate the runway and any obstacles. (c) Required RVR/VIS – aeroplanes --- LENNUAMET VA-CAT-700-1 V3 Leht 67/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (1) For multi-engined aeroplanes, with performance such that in the event of a critical engine failure at any point during take-off the aeroplane can either stop or continue the take- off to a height of 1 500 ft above the aerodrome while clearing obstacles by the required margins, the take-off minima specified by the operator should be expressed as RVR/CMV (converted meteorological visibility) values not lower than those specified in Table 1.A. (*See Table 1.A: Take-off - aeroplanes (without an approval for low visibility take-off (LVTO)) RVR/VIS) (2) For multi-engined aeroplanes without the performance to comply with the conditions in (c)(1) in the event of a critical engine failure, there may be a need to re-land immediately and to see and avoid obstacles in the take-off area. Such aeroplanes may be operated to the following take-off minima provided they are able to comply with the applicable obstacle clearance criteria, assuming engine failure at the height specified. The take-off minima specified by the operator should be based upon the height from which the one-engine- inoperative (OEI) net take-off flight path can be constructed. The RVR minima used should not be lower than either of the values specified in Table 1.A or Table 2.A. (*See Table 2.A: Take-off - aeroplanes Assumed engine failure height above the runway versus RVR/VIS) LENNUAMET VA-CAT-700-1 V3 Leht 68/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (3) For single-engined turbine aeroplane operations approved in accordance with Subpart L (SET-IMC) of Annex V (Part-SPA) to Regulation (EU) No 965/2012, the take-off minima specified by the operator should be expressed as RVR/CMV values not lower than those specified in Table 1.A below. Unless the operator is making use of a risk period, whenever the surface in front of the runway does not allow for a safe forced landing, the RVR/CMV values should not be lower than 800 m. In this case, the proportion of the flight to be considered starts at the lift-off position and ends when the aeroplane is able to turn back and land on the runway in the opposite direction or glide to the next landing site in case of power loss. (4) When RVR or meteorological visibility is not available, the commander should not commence take-off unless he/she can determine that the actual conditions satisfy the applicable take-off minima. AMC2 CAT.OP.MPA.110 Aerodrome --- operating minima TAKE-OFF OPERATIONS - --- HELICOPTERS (a) General --- (1) Take-off minima should be expressed as visibility or runway visual range (RVR) limits, taking into account all relevant factors for each aerodrome planned to be used and aircraft characteristics. Where there is a specific need to see and avoid obstacles on departure and/or for a forced landing, additional conditions, e.g. ceiling, should be specified. LENNUAMET VA-CAT-700-1 V3 Leht 69/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (2) The commander should not commence take- off unless the weather conditions at the aerodrome of departure are equal to or better than applicable minima for landing at that aerodrome unless a weather-permissible take- off alternate aerodrome is available. (3) When the reported meteorological visibility (VIS) is below that required for take-off and RVR is not reported, a take-off should only be commenced if the commander can determine that the visibility along the take-off runway/area is equal to or better than the required minimum. (4) When no reported meteorological visibility or RVR is available, a take-off should only be commenced if the commander can determine that the visibility along the take-off runway/area is equal to or better than the required minimum. (b) Visual reference --- (1) The take-off minima should be selected to ensure sufficient guidance to control the aircraft in the event of both a rejected take-off in adverse circumstances and a continued take-off after failure of the critical engine. (2) For night operations, ground lights should be available to illuminate the runway/final approach and take-off area (FATO) and any obstacles. (c) Required RVR/VIS – helicopters: --- (1) For performance class 1 operations, the operator should specify an RVR/VIS as take- off minima in accordance with Table 1.H. (*See Table 1.H: Take-off - helicopters (without LVTO approval) RVR/VIS) LENNUAMET VA-CAT-700-1 V3 Leht 70/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (2) For performance class 2 operations onshore, the commander should operate to take-off minima of 800 m RVR/VIS and remain clear of cloud during the take-off manoeuvre until reaching performance class 1 capabilities. (3) For performance class 2 operations offshore, the commander should operate to minima not less than that for performance class 1 and remain clear of cloud during the take-off manoeuvre until reaching performance class 1 capabilities. (4) Table 8 for converting reported meteorological visibility to RVR should not be used for calculating take-off minima. (*See Table 8: Conversion of reported meteorological visibility to RVR/CMV) AMC3 CAT.OP.MPA.110 Aerodrome --- operating minima NPA, APV, CAT I OPERATIONS --- (a) The decision height (DH) to be used for a --- non-precision approach (NPA) flown with the continuous descent final approach (CDFA) technique, approach procedure with vertical guidance (APV) or CAT I operation should not be lower than the highest of: (1) the minimum height to which the approach aid can be used without the required visual reference; (2) the obstacle clearance height (OCH) for the category of aircraft; (3) the published approach procedure DH where applicable; (4) the system minimum specified in Table 3; or (*See Table 3: System minima) LENNUAMET VA-CAT-700-1 V3 Leht 71/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (5) the minimum DH specified in the aircraft flight manual (AFM) or equivalent document, if stated. (b) The minimum descent height (MDH) for an --- NPA operation flown without the CDFA technique should not be lower than the highest of: (1) the OCH for the category of aircraft; (2) the system minimum specified in Table 3; or (3) the minimum MDH specified in the AFM, if stated. AMC4 CAT.OP.MPA.110 Aerodrome --- operating minima CRITERIA FOR ESTABLISHING --- RVR/CMV (a) Aeroplanes --- The following criteria for establishing --- RVR/CMV should apply: (1) In order to qualify for the lowest allowable --- values of RVR/CMV specified in Table 6.A the instrument approach should meet at least the following facility specifications and associated conditions: (i) Instrument approaches with designated vertical profile up to and including 4.5° for category A and B aeroplanes, or 3.77° for category C and D aeroplanes where the facilities are: (A) ILS / microwave landing system (MLS) / GBAS landing system (GLS) / precision approach radar (PAR); or (B) APV; and where the final approach track is offset by not --- more than 15° for category A and B aeroplanes or by not more than 5° for category C and D aeroplanes. LENNUAMET VA-CAT-700-1 V3 Leht 72/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (ii) Instrument approach operations flown using --- the CDFA technique with a nominal vertical profile, up to and including 4.5° for category A and B aeroplanes, or 3.77° for category C and D aeroplanes, where the facilities are NDB, NDB/DME, VOR, VOR/DME, LOC, LOC/DME, VDF, SRA or GNSS/LNAV, with a final approach segment of at least 3 NM, which also fulfil the following criteria: (A) the final approach track is offset by not more than 15° for category A and B aeroplanes or by not more than 5° for category C and D aeroplanes; (B) the final approach fix (FAF) or another appropriate fix where descent is initiated is available, or distance to threshold (THR) is available by flight management system / GNSS (FMS/GNSS) or DME; and (C) if the missed approach point (MAPt) is determined by timing, the distance from FAF or another appropriate fix to THR is ≤ 8 NM. (iii) Instrument approaches where the facilities are NDB, NDB/DME, VOR, VOR/DME, LOC, LOC/DME, VDF, SRA or GNSS/LNAV, not fulfilling the criteria in (a)(1)(ii), or with an MDH ≥ 1 200 ft. (2) The missed approach operation, after an approach operation has been flown using the CDFA technique, should be executed when reaching the DA/H or the MAPt, whichever occurs first. The lateral part of the missed approach procedure should be flown via the MAPt unless otherwise stated on the approach chart. AMC5 CAT.OP.MPA.110 Aerodrome --- operating minima LENNUAMET VA-CAT-700-1 V3 Leht 73/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required DETERMINATION OF RVR/CMV/VIS --- MINIMA FOR NPA, APV, CAT I - AEROPLANES (a) Aeroplanes --- The RVR/CMV/VIS minima for NPA, APV --- and CAT I operations should be determined as follows: (1) The minimum RVR/CMV/VIS should be the highest of the values specified in Table 5 or Table 6.A but not greater than the maximum values specified in Table 6.A, where applicable. (*See Table 5: RVR/CMV vs. DH/MDH) (*See Table 6.A: CAT I, APV, NPA - aeroplanes Minimum and maximum applicable RVR/CMV (lower and upper cut-off limits) (2) The values in Table 5 should be derived --- from the formula below, Required RVR/VIS (m) = [(DH/MDH (ft) x 0.3048) / tanα] - length of approach lights (m) where α is the calculation angle, being a default value of 3.00° increasing in steps of 0.10° for each line in Table 5 up to 3.77° and then remaining constant. (3) If the approach is flown with a level flight segment at or above MDA/H, 200 m should be added for category A and B aeroplanes and 400 m for category C and D aeroplanes to the minimum RVR/CMV/VIS value resulting from the application of Tables 5 and 6.A. (4) An RVR of less than 750 m as indicated in --- Table 5 may be used: (i) for CAT I operations to runways with full approach lighting system (FALS), runway touchdown zone lights (RTZL) and runway centreline lights (RCLL); LENNUAMET VA-CAT-700-1 V3 Leht 74/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (ii) for CAT I operations to runways without RTZL and RCLL when using an approved head-up guidance landing system (HUDLS), or equivalent approved system, or when conducting a coupled approach or flight- director-flown approach to a DH. The ILS should not be published as a restricted facility; and (iii) for APV operations to runways with FALS, RTZL and RCLL when using an approved head-up display (HUD). (5) Lower values than those specified in Table 5, for HUDLS and auto-land operations may be used if approved in accordance with Annex V (Part-SPA), Subpart E (SPA.LVO). (6) The visual aids should comprise standard runway day markings and approach and runway lights as specified in Table 4. The competent authority may approve that RVR values relevant to a basic approach lighting system (BALS) are used on runways where the approach lights are restricted in length below 210 m due to terrain or water, but where at least one cross-bar is available. (*See Table 4: Approach lighting systems) (7) For night operations or for any operation where credit for runway and approach lights is required, the lights should be on and serviceable except as provided for in Table 9. (*See Table 9: Failed or downgraded equipment - effect on landing minima Operations without a low visibility operations (LVO) approval) (8) For single-pilot operations, the minimum --- RVR/VIS should be calculated in accordance with the following additional criteria: LENNUAMET VA-CAT-700-1 V3 Leht 75/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (i) an RVR of less than 800 m as indicated in --- Table 5 may be used for CAT I approaches provided any of the following is used at least down to the applicable DH: (A) a suitable autopilot, coupled to an ILS, MLS or GLS that is not published as restricted; or (B) an approved HUDLS, including, where appropriate, enhanced vision system (EVS), or equivalent approved system; (ii) where RTZL and/or RCLL are not available, the minimum RVR/CMV should not be less than 600 m; and (iii) an RVR of less than 800 m as indicated in Table 5 may be used for APV operations to runways with FALS, RTZL and RCLL when using an approved HUDLS, or equivalent approved system, or when conducting a coupled approach to a DH equal to or greater than 250 ft. AMC6 CAT.OP.MPA.110 Aerodrome --- operating minima DETERMINATION OF RVR/CMV/VIS --- MINIMA FOR NPA, CAT I — HELICOPTERS (a) Helicopters --- The RVR/CMV/VIS minima for NPA, APV --- and CAT I operations should be determined as follows: (1) For NPA operations operated in --- performance class 1 (PC1) or performance class 2 (PC2), the minima specified in Table 6.1.H should apply: (*See Table 6.1.H: Onshore NPA minima) LENNUAMET VA-CAT-700-1 V3 Leht 76/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (i) where the missed approach point is within ½ NM of the landing threshold, the approach minima specified for FALS may be used regardless of the length of approach lights available. However, FATO/runway edge lights, threshold lights, end lights and FATO/runway markings are still required; (ii) for night operations, ground lights should be available to illuminate the FATO/runway and any obstacles; and (iii) for single-pilot operations, the minimum RVR is 800 m or the minima in Table 6.1.H, whichever is higher. (2) For CAT I operations operated in PC1 or --- PC2, the minima specified in Table 6.2.H should apply: (*See Table 6.2.H: Onshore CAT I minima) (i) for night operations, ground light should be available to illuminate the FATO/runway and any obstacles; (ii) for single-pilot operations, the minimum --- RVR/VIS should be calculated in accordance with the following additional criteria: (A) an RVR of less than 800 m should not be used except when using a suitable autopilot coupled to an ILS, MLS or GLS, in which case normal minima apply; and (B) the DH applied should not be less than 1.25 times the minimum use height for the autopilot. AMC7 CAT.OP.MPA.110 Aerodrome --- operating minima CIRCLING OPERATIONS - --- AEROPLANES (a) Circling minima --- LENNUAMET VA-CAT-700-1 V3 Leht 77/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required The following standards should apply for --- establishing circling minima for operations with aeroplanes: (1) the MDH for circling operation should not --- be lower than the highest of: (i) the published circling OCH for the aeroplane category; (ii) the minimum circling height derived from Table 7; or (*See Table 7: Circling - aeroplanes MDH and minimum visibility vs. aeroplane category) (iii) the DH/MDH of the preceding instrument approach procedure; (2) the MDA for circling should be calculated by adding the published aerodrome elevation to the MDH, as determined by (a)(1); and (3) the minimum visibility for circling should --- be the highest of: (i) the circling visibility for the aeroplane category, if published; (ii) the minimum visibility derived from Table 7; or (iii) the RVR/CMV derived from Tables 5 and 6.A for the preceding instrument approach procedure. (b) Conduct of flight – general: --- (1) the MDH and OCH included in the procedure are referenced to aerodrome elevation; (2) the MDA is referenced to mean sea level; (3) for these procedures, the applicable visibility is the meteorological visibility; and LENNUAMET VA-CAT-700-1 V3 Leht 78/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (4) operators should provide tabular guidance of the relationship between height above threshold and the in-flight visibility required to obtain and sustain visual contact during the circling manoeuvre. (c) Instrument approach followed by visual --- manoeuvring (circling) without prescribed tracks (1) When the aeroplane is on the initial instrument approach, before visual reference is stabilised, but not below MDA/H, the aeroplane should follow the corresponding instrument approach procedure until the appropriate instrument MAPt is reached. (2) At the beginning of the level flight phase at --- or above the MDA/H, the instrument approach track determined by radio navigation aids, RNAV, RNP, ILS, MLS or GLS should be maintained until the pilot: (i) estimates that, in all probability, visual contact with the runway of intended landing or the runway environment will be maintained during the entire circling procedure; (ii) estimates that the aeroplane is within the circling area before commencing circling; and (iii) is able to determine the aeroplane’s position in relation to the runway of intended landing with the aid of the appropriate external references. (3) When reaching the published instrument MAPt and the conditions stipulated in (c)(2) are unable to be established by the pilot, a missed approach should be carried out in accordance with that instrument approach procedure. LENNUAMET VA-CAT-700-1 V3 Leht 79/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (4) After the aeroplane has left the track of the --- initial instrument approach, the flight phase outbound from the runway should be limited to an appropriate distance, which is required to align the aeroplane onto the final approach. Such manoeuvres should be conducted to enable the aeroplane: (i) to attain a controlled and stable descent path to the intended landing runway; and (ii) to remain within the circling area and in such way that visual contact with the runway of intended landing or runway environment is maintained at all times. (5) Flight manoeuvres should be carried out at an altitude/height that is not less than the circling MDA/H. (6) Descent below MDA/H should not be initiated until the threshold of the runway to be used has been appropriately identified. The aeroplane should be in a position to continue with a normal rate of descent and land within the touchdown zone. (d) Instrument approach followed by a visual --- manoeuvring (circling) with prescribed track (1) The aeroplane should remain on the initial --- instrument approach procedure until one of the following is reached: (i) the prescribed divergence point to commence circling on the prescribed track; or (ii) the MAPt. (2) The aeroplane should be established on the instrument approach track determined by the radio navigation aids, RNAV, RNP, ILS, MLS or GLS in level flight at or above the MDA/H at or by the circling manoeuvre divergence point. LENNUAMET VA-CAT-700-1 V3 Leht 80/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (3) If the divergence point is reached before the required visual reference is acquired, a missed approach should be initiated not later than the MAPt and completed in accordance with the instrument approach procedure. (4) When commencing the prescribed circling manoeuvre at the published divergence point, the subsequent manoeuvres should be conducted to comply with the published routing and published heights/altitudes. (5) Unless otherwise specified, once the --- aeroplane is established on the prescribed track(s), the published visual reference does not need to be maintained unless: (i) required by the State of the aerodrome; or (ii) the circling MAPt (if published) is reached. (6) If the prescribed circling manoeuvre has a published MAPt and the required visual reference has not been obtained by that point, a missed approach should be executed in accordance with (e)(2) and (e)(3). (7) Subsequent further descent below MDA/H should only commence when the required visual reference has been obtained. (8) Unless otherwise specified in the procedure, final descent should not be commenced from MDA/H until the threshold of the intended landing runway has been identified and the aeroplane is in a position to continue with a normal rate of descent to land within the touchdown zone. (e) Missed approach --- (1) Missed approach during the instrument --- procedure prior to circling: LENNUAMET VA-CAT-700-1 V3 Leht 81/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (i) if the missed approach procedure is required to be flown when the aeroplane is positioned on the instrument approach track defined by radio- navigation aids RNAV, RNP, or ILS, MLS, and before commencing the circling manoeuvre, the published missed approach for the instrument approach should be followed; or (ii) if the instrument approach procedure is carried out with the aid of an ILS, MLS or an stabilised approach (SAp), the MAPt associated with an ILS, MLS procedure without glide path (GP-out procedure) or the SAp, where applicable, should be used. (2) If a prescribed missed approach is published for the circling manoeuvre, this overrides the manoeuvres prescribed below. (3) If visual reference is lost while circling to land after the aeroplane has departed from the initial instrument approach track, the missed approach specified for that particular instrument approach should be followed. It is expected that the pilot will make an initial climbing turn toward the intended landing runway to a position overhead the aerodrome where the pilot will establish the aeroplane in a climb on the instrument missed approach segment. (4) The aeroplane should not leave the visual --- manoeuvring (circling) area, which is obstacle protected, unless: (i) established on the appropriate missed approach procedure; or (ii) at minimum sector altitude (MSA). LENNUAMET VA-CAT-700-1 V3 Leht 82/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (5) All turns should be made in the same --- direction and the aeroplane should remain within the circling protected area while climbing either: (i) to the altitude assigned to any published circling missed approach manoeuvre if applicable; (ii) to the altitude assigned to the missed approach of the initial instrument approach; (iii) to the MSA; (iv) to the minimum holding altitude (MHA) applicable for transition to a holding facility or fix, or continue to climb to an MSA; or (v) as directed by ATS. When the missed approach procedure is commenced on the ‘downwind’ leg of the circling manoeuvre, an ‘S’ turn may be undertaken to align the aeroplane on the initial instrument approach missed approach path, provided the aeroplane remains within the protected circling area. The commander should be responsible for ensuring adequate terrain clearance during the above-stipulated manoeuvres, particularly during the execution of a missed approach initiated by ATS. (6) Because the circling manoeuvre may be accomplished in more than one direction, different patterns will be required to establish the aeroplane on the prescribed missed approach course depending on its position at the time visual reference is lost. In particular, all turns are to be in the prescribed direction if this is restricted, e.g. to the west/east (left or right hand) to remain within the protected circling area. LENNUAMET VA-CAT-700-1 V3 Leht 83/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (7) If a missed approach procedure is published for a particular runway onto which the aeroplane is conducting a circling approach and the aeroplane has commenced a manoeuvre to align with the runway, the missed approach for this direction may be accomplished. The ATS unit should be informed of the intention to fly the published missed approach procedure for that particular runway. (8) The commander should advise ATS when any missed approach procedure has been commenced, the height/altitude the aeroplane is climbing to and the position the aeroplane is proceeding towards and / or heading the aeroplane is established on. AMC8 CAT.OP.MPA.110 Aerodrome --- operating minima ONSHORE CIRCLING OPERATIONS - --- HELICOPTERS For circling the specified MDH should not be less than 250 ft, and the meteorological visibility not less than 800 m. AMC9 CAT.OP.MPA.110 Aerodrome --- operating minima VISUAL APPROACH OPERATIONS --- The operator should not use an RVR of less than 800 m for a visual approach operation. AMC10 CAT.OP.MPA.110 Aerodrome --- operating minima CONVERSION OF REPORTED --- METEOROLOGICAL VISIBILITY TO RVR (a) A conversion from meteorological visibility --- to RVR/CMV should not be used: (1) when reported RVR is available; (2) for calculating take-off minima; and LENNUAMET VA-CAT-700-1 V3 Leht 84/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (3) for any RVR minima less than 800 m. (b) If the RVR is reported as being above the maximum value assessed by the aerodrome operator, e.g. ‘RVR more than 1 500 m’, it should not be considered as a reported value for (a)(1). (c) When converting meteorological visibility to RVR in circumstances other than those in (a) , the conversion factors specified in Table 8 should be used. AMC11 CAT.OP.MPA.110 Aerodrome --- operating minima EFFECT ON LANDING MINIMA OF --- TEMPORARILY FAILED OR DOWNGRADED GROUND EQUIPMENT (a) General --- These instructions are intended for use both pre-flight and in-flight. It is however not expected that the commander would consult such instructions after passing 1 000 ft above the aerodrome. If failures of ground aids are announced at such a late stage, the approach could be continued at the commander’s discretion. If failures are announced before such a late stage in the approach, their effect on the approach should be considered as described in Table 9, and the approach may have to be abandoned. (b) Conditions applicable to Tables 9: --- (1) multiple failures of runway/FATO lights other than indicated in Table 9 should not be acceptable; (2) deficiencies of approach and runway/FATO lights are treated separately; and (3) failures other than ILS, MLS affect RVR only and not DH. LENNUAMET VA-CAT-700-1 V3 Leht 85/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required AMC12 CAT.OP.MPA.110 Aerodrome operating minima VFR OPERATIONS WITH OTHER- THAN-COMPLEX MOTOR-POWERED AIRCRAFT For the establishment of VFR operation minima, the operator may apply the VFR operating minima specified in Part-SERA. Where necessary, the operator may specify in the OM additional conditions for the applicability of such minima taking into account such factors as radio coverage, terrain, nature of sites for take-off and landing, flight conditions and ATS capacity. GM1 CAT.OP.MPA.110 Aerodrome operating minima ONSHORE AERODROME DEPARTURE The cloud base and visibility should be such as PROCEDURES — HELICOPTERS to allow the helicopter to be clear of cloud at take-off decision point (TDP), and for the pilot flying to remain in sight of the surface until reaching the minimum speed for flight in instrument meteorological conditions (IMC) given in the AFM. GM2 CAT.OP.MPA.110 Aerodrome operating minima APPROACH LIGHTING SYSTEMS — The following table provides a comparison of ICAO, FAA ICAO and FAA specifications. (*See Table 1. Approach lighting systems) GM3 CAT.OP.MPA.110 Aerodrome operating minima SBAS OPERATIONS (a) SBAS CAT I operations with a DH of 200 ft depend on an SBAS system approved for operations down to a DH of 200 ft. (b) The following systems are in operational use or in a planning phase: (1) European geostationary navigation overlay service (EGNOS) operational in Europe; LENNUAMET VA-CAT-700-1 V3 Leht 86/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (2) wide area augmentation system (WAAS) operational in the USA; (3) multi-functional satellite augmentation system (MSAS) operational in Japan; (4) system of differential correction and monitoring (SDCM) planned by Russia; (5) GPS aided geo augmented navigation (GAGAN) system, planned by India; and (6) satellite navigation augmentation system (SNAS), planned by China. GM1 CAT.OP.MPA.110(a) Aerodrome operating minima INCREMENTS SPECIFIED BY THE Additional increments to the published minima COMPETENT AUTHORITY may be specified by the competent authority to take into account certain operations, such as downwind approaches and single-pilot operations. CAT.OP.MPA.115 Approach flight (a) All approaches shall be flown as stabilised YES technique — aeroplanes approaches unless otherwise approved by the competent authority for a particular approach to a particular runway. (b) Non-precision approaches --- (1) The continuous descent final approach (CDFA) technique shall be used for all non- precision approaches. (2) Notwithstanding (1), another approach YES --- flight technique may be used for a particular approach/runway combination if approved by the competent authority. In such cases, the applicable minimum runway visual range (RVR): (i) shall be increased by 200 m for category A and B aeroplanes and by 400 m for category C and D aeroplanes; or LENNUAMET VA-CAT-700-1 V3 Leht 87/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (ii) for aerodromes where there is a public interest to maintain current operations and the CDFA technique cannot be applied, shall be established and regularly reviewed by the competent authority taking into account the operator’s experience, training programme and flight crew qualification. AMC1 CAT.OP.MPA.115 Approach --- flight technique - aeroplanes CONTINUOUS DESCENT FINAL --- APPROACH (CDFA) (a) Flight techniques: --- (1) The CDFA technique should ensure that an --- approach can be flown on the desired vertical path and track in a stabilised manner, without significant vertical path changes during the final segment descent to the runway. This technique applies to an approach with no vertical guidance and controls the descent path until the DA/DH. This descent path can be either: (i) a recommended descent rate, based on estimated ground speed; (ii) a descent path depicted on the approach chart; or (iii) a descent path coded in the flight management system in accordance with the approach chart descent path. (2) The operator should either provide charts which depict the appropriate cross check altitudes/heights with the corresponding appropriate range information, or such information should be calculated and provided to the flight crew in an appropriate and usable format. Generally, the MAPt is published on the chart. (3) The approach should be flown as an SAp. LENNUAMET VA-CAT-700-1 V3 Leht 88/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (4) The required descent path should be flown to the DA/H, observing any step-down crossing altitudes if applicable. (5) This DA/H should take into account any add-on to the published minima as identified by the operator’s management system and should be specified in the OM (aerodrome operating minima). (6) During the descent the pilot monitoring should announce crossing altitudes as published fixes and other designated points are crossed, giving the appropriate altitude or height for the appropriate range as depicted on the chart. The pilot flying should promptly adjust the rate of descent as appropriate. (7) The operator should establish a procedure to ensure that an appropriate callout is made when the aeroplane is approaching DA/H. If the required visual references are not established at DA/H, the missed approach procedure is to be executed promptly. (8) The descent path should ensure that little or no adjustment of attitude or thrust/power is needed after the DA/H to continue the landing in the visual segment. (9) The missed approach should be initiated no later than reaching the MAPt or at the DA/H, whichever comes first. The lateral part of the missed approach should be flown via the MAPt unless otherwise stated on the approach chart. (b) Flight techniques conditions: --- (1) The approach should be considered to be --- fully stabilised when the aeroplane is: (i) tracking on the required approach path and profile; LENNUAMET VA-CAT-700-1 V3 Leht 89/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (ii) in the required configuration and attitude; (iii) flying with the required rate of descent and speed; and (iv) flying with the appropriate thrust/power and trim. (2) The aeroplane is considered established on --- the required approach path at the appropriate energy for stable flight using the CDFA technique when: (i) it is tracking on the required approach path with the correct track set, approach aids tuned and identified as appropriate to the approach type flown and on the required vertical profile; and (ii) it is at the appropriate attitude and speed for the required target rate of descent (ROD) with the appropriate thrust/power and trim. (3) Stabilisation during any straight-in approach without visual reference to the ground should be achieved at the latest when passing 1 000 ft above runway threshold elevation. For approaches with a designated vertical profile applying the CDFA technique, a later stabilisation in speed may be acceptable if higher than normal approach speeds are required by ATC procedures or allowed by the OM. Stabilisation should, however, be achieved not later than 500 ft above runway threshold elevation. LENNUAMET VA-CAT-700-1 V3 Leht 90/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (4) For approaches where the pilot has visual reference with the ground, stabilisation should be achieved not later than 500 ft above aerodrome elevation. However, the aeroplane should be stabilised when passing 1 000 ft above runway threshold elevation; in the case of circling approaches flown after a CDFA, the aircraft should be stabilised in the circling configuration not later than passing 1 000 ft above the runway elevation. (5) To ensure that the approach can be flown in --- a stabilised manner, the bank angle, rate of descent and thrust/power management should meet the following performances: (i) The bank angle should be less than 30 degrees. (ii) The target rate of descent (ROD) should not exceed 1 000 fpm and the ROD deviations should not exceed ± 300 fpm, except under exceptional circumstances which have been anticipated and briefed prior to commencing the approach; for example, a strong tailwind. Zero ROD may be used when the descent path needs to be regained from below the profile. The target ROD may need to be initiated prior to reaching the required descent point, typically 0.3 NM before the descent point, dependent upon ground speed, which may vary for each type/class of aeroplane. (iii) The limits of thrust/power and the appropriate range should be specified in the OM Part B or equivalent document. (iv) The optimum angle for the approach slope is 3° and should not exceed 4.5°. LENNUAMET VA-CAT-700-1 V3 Leht 91/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (v) The CDFA technique should be applied --- only to approach procedures based on NDB, NDB/DME, VOR, VOR/DME, LOC, LOC/DME, VDF, SRA, GNSS/LNAV and fulfil the following criteria: (A) the final approach track off-set ≤ 5° except for Category A and B aeroplanes, where the approach-track off-set is ≤ 15°; and (B) a FAF, or another appropriate fix, e.g., final approach point, where descent initiated is available; and (C) the distance from the FAF or another appropriate fix to the threshold (THR) is less than or equal to 8 NM in the case of timing; or (D) the distance to the THR is available by FMS/GNSS or DME; or (E) the minimum final-segment of the designated constant angle approach path should not be less than 3 NM from the THR unless approved by the authority. (7) The CDFA techniques support a common method for the implementation of flight- director-guided or auto-coupled RNAV approaches. AMC2 CAT.OP.MPA.115 Approach --- flight technique - aeroplanes NPA OPERATIONS WITHOUT --- APPLYING THE CDFA TECHNIQUE (a) In case the CDFA technique is not used the approach should be flown to an altitude/height at or above the MDA/H where a level flight segment at or above MDA/H may be flown to the MAPt. (b) Even when the approach procedure is flown without the CDFA technique the relevant procedures for ensuring a controlled and stable path to MDA/H should be followed. LENNUAMET VA-CAT-700-1 V3 Leht 92/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (c) In case the CDFA technique is not used --- when flying an approach, the operator should implement procedures to ensure that early descent to the MDA/H will not result in a subsequent flight below MDA/H without adequate visual reference. These procedures could include: (1) awareness of radio altimeter information with reference to the approach profile; (2) terrain awareness warning system (TAWS); (3) limitation of rate of descent; (4) limitation of the number of repeated approaches; (5) safeguards against too early descents with prolonged flight at MDA/H; and (6) specification of visual requirements for the descent from the MDA/H. (d) In case the CDFA technique is not used and when the MDA/H is high, it may be appropriate to make an early descent to MDA/H with appropriate safeguards such as the application of a significantly higher RVR/VIS. (e) The procedures that are flown with level flight at/or above MDA/H should be listed in the OM. (f) Operators should categorise aerodromes where there are approaches that require level flight at/or above MDA/H as B and C. Such aerodrome categorisation will depend upon the operator’s experience, operational exposure, training programme(s) and flight crew qualification(s). AMC3 CAT.OP.MPA.115 Approach --- flight technique - aeroplanes LENNUAMET VA-CAT-700-1 V3 Leht 93/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required OPERATIONAL PROCEDURES AND --- INSTRUCTIONS AND TRAINING (a) The operator should establish procedures and instructions for flying approaches using the CDFA technique and not using it. These procedures should be included in the OM and should include the duties of the flight crew during the conduct of such operations. (b) The operator should at least specify in the --- OM the maximum ROD for each aeroplane type/class operated and the required visual reference to continue the approach below: (1) the DA/H, when applying the CDFA technique; and (2) the MDA/H, when not applying the CDFA technique. (c) The operator should establish procedures which prohibit level flight at MDA/H without the flight crew having obtained the required visual references. It is not the intention to prohibit level flight at MDA/H when conducting a circling approach, which does not come within the definition of the CDFA technique. (d) The operator should provide the flight crew --- with unambiguous details of the technique used (CDFA or not). The corresponding relevant minima should include: (1) type of decision, whether DA/H or MDA/H; (2) MAPt as applicable; and (3) appropriate RVR/VIS for the approach operation and aeroplane category. (e) Training --- LENNUAMET VA-CAT-700-1 V3 Leht 94/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (1) Prior to using the CDFA technique, each flight crew member should undertake appropriate training and checking as required by Subpart FC of Annex III (ORO.FC). The operator’s proficiency check should include at least one approach to a landing or missed approach as appropriate using the CDFA technique or not. The approach should be operated to the lowest appropriate DA/H or MDA/H, as appropriate; and, if conducted in a FSTD, the approach should be operated to the lowest approved RVR. The approach is not in addition to any manoeuvre currently required by either Part-FCL or Part-CAT. The provision may be fulfilled by undertaking any currently required approach, engine out or otherwise, other than a precision approach (PA), whilst using the CDFA technique. (2) The policy for the establishment of constant predetermined vertical path and approach stability is to be enforced both during initial and recurrent pilot training and checking. The relevant training procedures and instructions should be documented in the operations manual. (3) The training should emphasise the need to establish and facilitate joint crew procedures and crew resource management (CRM) to enable accurate descent path control and the provision to establish the aeroplane in a stable condition as required by the operator’s operational procedures. (4) During training, emphasis should be placed --- on the flight crew’s need to: (i) maintain situational awareness at all times, in particular with reference to the required vertical and horizontal profile; LENNUAMET VA-CAT-700-1 V3 Leht 95/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (ii) ensure good communication channels throughout the approach; (iii) ensure accurate descent-path control --- particularly during any manually-flown descent phase. The monitoring pilot should facilitate good flight path control by: (A) communicating any altitude/height crosschecks prior to the actual passing of the range/altitude or height crosscheck; (B) prompting, as appropriate, changes to the target ROD; and (C) monitoring flight path control below DA/MDA; (iv) understand the actions to be taken if the MAPt is reached prior to the MDA/H; (v) ensure that the decision for a missed approach is taken no later than when reaching the DA/H or MDA/H; (vi) ensure that prompt action for a missed approach is taken immediately when reaching DA/H if the required visual reference has not been obtained as there may be no obstacle protection if the missed approach procedure manoeuvre is delayed; (vii) understand the significance of using the CDFA technique to a DA/H with an associated MAPt and the implications of early missed approach manoeuvres; and (viii) understand the possible loss of the required visual reference due to pitch- change/climb when not using the CDFA technique for aeroplane types or classes that require a late change of configuration and/or speed to ensure the aeroplane is in the appropriate landing configuration. LENNUAMET VA-CAT-700-1 V3 Leht 96/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (5) Additional specific training when not using --- the CDFA technique with level flight at or above MDA/H (i) The training should detail: --- (A) the need to facilitate CRM with appropriate flight crew communication in particular; (B) the additional known safety risks associated with the ‘dive-and-drive’ approach philosophy which may be associated with non-CDFA; (C) the use of DA/H during approaches flown using the CDFA technique; (D) the significance of the MDA/H and the MAPt where appropriate; (E) the actions to be taken at the MAPt and the need to ensure that the aeroplane remains in a stable condition and on the nominal and appropriate vertical profile until the landing; (F) the reasons for increased RVR/Visibility minima when compared to the application of CDFA; (G) the possible increased obstacle infringement risk when undertaking level flight at MDA/H without the required visual references; (H) the need to accomplish a prompt missed approach manoeuvre if the required visual reference is lost; (I) the increased risk of an unstable final --- approach and an associated unsafe landing if a rushed approach is attempted either from: (a) inappropriate and close-in acquisition of the required visual reference; or (b) unstable aeroplane energy and or flight path control; and (J) the increased risk of controlled flight into terrain (CFIT). LENNUAMET VA-CAT-700-1 V3 Leht 97/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required GM1 CAT.OP.MPA.115 Approach flight technique — aeroplanes CONTINUOUS DESCENT FINAL (a) Introduction APPROACH (CDFA) (1) Controlled flight into terrain (CFIT) is a major hazard in aviation. Most CFIT accidents occur in the final approach segment of non- precision approaches; the use of stabilised- approach criteria on a continuous descent with a constant, predetermined vertical path is seen as a major improvement in safety during the conduct of such approaches. Operators should ensure that the following techniques are adopted as widely as possible, for all approaches. (2) The elimination of level flight segments at MDA close to the ground during approaches, and the avoidance of major changes in attitude and power/thrust close to the runway that can destabilise approaches, are seen as ways to reduce operational risks significantly. (3) The term CDFA has been selected to cover a flight technique for any type of NPA operation. (4) The advantages of CDFA are as follows: (i) the technique enhances safe approach operations by the utilisation of standard operating practices; (ii) the technique is similar to that used when flying an ILS approach, including when executing the missed approach and the associated missed approach procedure manoeuvre; (iii) the aeroplane attitude may enable better acquisition of visual cues; (iv) the technique may reduce pilot workload; (v) the approach profile is fuel-efficient; LENNUAMET VA-CAT-700-1 V3 Leht 98/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (vi) the approach profile affords reduced noise levels; (vii) the technique affords procedural integration with APV operations; and (viii) when used and the approach is flown in a stabilised manner, CDFA is the safest approach technique for all NPA operations. (b) CDFA (1) Continuous descent final approach is defined in Annex I to this Regulation. (2) An approach is only suitable for application of a CDFA technique when it is flown along a nominal vertical profile: a nominal vertical profile is not forming part of the approach procedure design, but can be flown as a continuous descent. The nominal vertical profile information may be published or displayed on the approach chart to the pilot by depicting the nominal slope or range/distance vs height. Approaches with a nominal vertical profile are considered to be: (i) NDB, NDB/DME; (ii) VOR, VOR/DME; (iii) LOC, LOC/DME; (iv) VDF, SRA; or (v) GNSS/LNAV. (3) Stabilised approach (SAp) is defined in Annex I to this Regulation. LENNUAMET VA-CAT-700-1 V3 Leht 99/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (i) The control of the descent path is not the only consideration when using the CDFA technique. Control of the aeroplane’s configuration and energy is also vital to the safe conduct of an approach. (ii) The control of the flight path, described above as one of the specifications for conducting an SAp, should not be confused with the path specifications for using the CDFA technique. The predetermined path specification for conducting an SAp are established by the operator and published in the operations manual part B. (iii) The predetermined approach slope specifications for applying the CDFA technique are established by the following: (A) the published ‘nominal’ slope information when the approach has a nominal vertical profile; and (B) the designated final-approach segment minimum of 3 NM, and maximum, when using timing techniques, of 8 NM. (iv) An SAp will never have any level segment of flight at DA/H or MDA/H as applicable. This enhances safety by mandating a prompt missed approach procedure manoeuvre at DA/H or MDA/H. (v) An approach using the CDFA technique will always be flown as an SAp, since this is a specification for applying CDFA. However, an SAp does not have to be flown using the CDFA technique, for example, a visual approach. CAT.OP.MPA.120 Airborne radar (a) An ARA shall only be undertaken if: --- approaches (ARAs) for overwater operations — helicopters Applicable until 1 July 2018, then deleted (1) the radar provides course guidance to ensure obstacle clearance; and (2) either: --- LENNUAMET VA-CAT-700-1 V3 Leht 100/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (i) the minimum descent height (MDH) is determined from a radio altimeter; or (ii) the minimum descent altitude (MDA) plus an adequate margin is applied. (b) ARAs to rigs or vessels under way shall only be conducted in multi-crew operations. (c) The decision range shall provide adequate obstacle clearance in the missed approach from any destination for which an ARA is planned. (d) The approach shall only be continued beyond decision range or below MDA/H when visual reference with the destination has been established. (e) For single-pilot operations, appropriate increments shall be added to the MDA/H and decision range. AMC1 CAT.OP.MPA.120 Airborne --- radar approaches (ARAs) for overwater operations – helicopters Applicable until 1 July 2018, then deleted. GENERAL --- (a) Before commencing the final approach the --- commander should ensure that a clear path exists on the radar screen for the final and missed approach segments. If lateral clearance from any obstacle will be less than 1 NM, the commander should: (1) approach to a nearby target structure and thereafter proceed visually to the destination structure; or (2) make the approach from another direction leading to a circling manoeuvre. (b) The cloud ceiling should be sufficiently clear above the helideck to permit a safe landing. (c) MDH should not be less than 50 ft above --- the elevation of the helideck. LENNUAMET VA-CAT-700-1 V3 Leht 101/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (1) The MDH for an airborne radar approach --- should not be lower than: (i) 200 ft by day; or (ii) 300 ft by night. (2) The MDH for an approach leading to a --- circling manoeuvre should not be lower than: (i) 300 ft by day; or (ii) 500 ft by night. (d) MDA may only be used if the radio altimeter is unserviceable. The MDA should be a minimum of MDH +200 ft and should be based on a calibrated barometer at the destination or on the lowest forecast QNH for the region. (e) The decision range should not be less than ¾ NM. (f) The MDA/H for a single-pilot ARA should be 100 ft higher than that calculated using (c) and (d) above. The decision range should not be less than 1 NM. GM1 CAT.OP.MPA.120 Airborne radar approaches (ARAs) for overwater operations — helicopters Applicable until 1 July 2018, then deleted. GENERAL (a) General (1) The helicopter ARA procedure may have as many as five separate segments. These are the arrival, initial, intermediate, final and missed approach segments. In addition, the specifications of the circling manoeuvre to a landing under visual conditions should be considered. The individual approach segments can begin and end at designated fixes. However, the segments of an ARA may often begin at specified points where no fixes are available. LENNUAMET VA-CAT-700-1 V3 Leht 102/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (2) The fixes, or points, are named to coincide with the associated segment. For example, the intermediate segment begins at the intermediate fix (IF) and ends at the final approach fix (FAF). Where no fix is available or appropriate, the segments begin and end at specified points; for example, intermediate point (IP) and final approach point (FAP). The order in which this GM discusses the segments is the order in which the pilot would fly them in a complete procedure: that is, from the arrival through initial and intermediate to a final approach and, if necessary, the missed approach. (3) Only those segments that are required by local conditions applying at the time of the approach need to be included in a procedure. In constructing the procedure, the final approach track, which should be orientated so as to be substantially into wind should be identified first as it is the least flexible and most critical of all the segments. When the origin and the orientation of the final approach have been determined, the other necessary segments should be integrated with it to produce an orderly manoeuvring pattern that does not generate an unacceptably high workload for the flight crew. (4) Examples of ARA procedures, vertical profile and missed approach procedures are contained in Figures 1 to 5. (b) Obstacle environment LENNUAMET VA-CAT-700-1 V3 Leht 103/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (1) Each segment of the ARA is located in an overwater area that has a flat surface at sea level. However, due to the passage of large vessels which are not required to notify their presence, the exact obstacle environment cannot be determined. As the largest vessels and structures are known to reach elevations exceeding 500 ft above mean sea level (AMSL), the uncontrolled offshore obstacle environment applying to the arrival, initial and intermediate approach segments can reasonably be assumed to be capable of reaching to at least 500 ft AMSL. But, in the case of the final approach and missed approach segments, specific areas are involved within which no radar returns are allowed. In these areas, the height of wave crests and the possibility that small obstacles may be present that are not visible on radar results in an uncontrolled surface environment that extends to an elevation of 50 ft AMSL. (2) Under normal circumstances, the relationship between the approach procedure and the obstacle environment is governed according to the concept that vertical separation is very easy to apply during the arrival, initial and intermediate segments, while horizontal separation, which is much more difficult to guarantee in an uncontrolled environment, is applied only in the final and missed approach segments. (c) Arrival segment The arrival segment commences at the last en-route navigation fix, where the aircraft leaves the helicopter route, and it ends either at the initial approach fix (IAF) or, if no course reversal, or LENNUAMET VA-CAT-700-1 V3 Leht 104/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (d) Initial approach segment The initial approach segment is only required if a course reversal, race track, or arc procedure is necessary to join the intermediate approach track. The segment commences at the IAF and on completion of the manoeuvre ends at the IP. The minimum obstacle clearance (MOC) assigned to the initial approach segment is 1 000 ft. (e) Intermediate approach segment The intermediate approach segment commences at the IP, or in the case of straight-in approaches, where there is no initial approach segment, it commences at the IF. The segment ends at the FAP and should not be less than 2 NM in length. The purpose of the intermediate segment is to align and prepare the helicopter for the final approach. During the intermediate segment, the helicopter should be lined up with the final approach track, the speed should be stabilised, the destination should be identified on the radar, and the final approach and missed approach areas should be identified and verified to be clear of radar returns. The MOC assigned to the intermediate segment is 500 ft. (f) Final approach segment (1) The final approach segment commences at the FAP and ends at the missed approach point (MAPt). The final approach area, which should be identified on radar, takes the form of a corridor between the FAP and the radar return of the destination. This corridor should not be less than 2 NM wide in order that the projected track of the helicopter does not pass closer than 1 NM to the obstacles lying outside the area. LENNUAMET VA-CAT-700-1 V3 Leht 105/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (2) On passing the FAP, the helicopter will descend below the intermediate approach altitude, and follow a descent gradient which should not be steeper than 6.5 %. At this stage, vertical separation from the offshore obstacle environment will be lost. However, within the final approach area the MDA/H will provide separation from the surface environment. Descent from 1 000 ft AMSL to 200 ft AMSL at a constant 6.5 % gradient will involve a horizontal distance of 2 NM. In order to follow the guideline that the procedure should not generate an unacceptably high workload for the flight crew, the required actions of levelling at MDH, changing heading at the offset initiation point (OIP), and turning away at MAPt should not be planned to occur at the same NM time from the destination. (3) During the final approach, compensation for drift should be applied and the heading which, if maintained, would take the helicopter directly to the destination, should be identified. It follows that, at an OIP located at a range of 1.5 NM, a heading change of 10° is likely to result in a track offset of 15° at 1 NM, and the extended centreline of the new track can be expected to have a mean position lying some 300 - 400 m to one side of the destination structure. The safety margin built in to the 0.75 NM decision range (DR) is dependent upon the rate of closure with the destination. Although the airspeed should be in the range 60- 90 kt during the final approach, the ground speed, after due allowance for wind velocity, should be no greater than 70 kt. (g) Missed approach segment LENNUAMET VA-CAT-700-1 V3 Leht 106/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (1) The missed approach segment commences at the MAPt and ends when the helicopter reaches minimum en-route altitude. The missed approach manoeuvre is a ‘turning missed approach’ which should be of not less than 30° and should not, normally, be greater than 45°. A turn away of more than 45° does not reduce the collision risk factor any further, nor will it permit a closer DR. However, turns of more than 45° may increase the risk of pilot Regulation (EU) 965/2012 on air operations Annex IV – Part-CAT CAT.OP.MPA I R , A M C , G M Page 90 | May 2017 disorientation and, by inhibiting the rate of climb (especially in the case of an OEI missed approach procedure), may keep the helicopter at an extremely low level for longer than is desirable. (2) The missed approach area to be used should be identified and verified as a clear area on the radar screen during the intermediate approach segment. The base of the missed approach area is a sloping surface at 2.5 % gradient starting from MDH at the MAPt. The concept is that a helicopter executing a turning missed approach will be protected by the horizontal boundaries of the missed approach area until vertical separation of more than 130 ft is achieved between the base of the area and the offshore obstacle environment of 500 ft AMSL which prevails outside the area. (3) A missed approach area, taking the form of a 45° sector orientated left or right of the final approach track, originating from a point 5 NM short of the destination, and terminating on an arc 3 NM beyond the destination, will normally satisfy the specifications of a 30°turning missed approach. (h) The required visual reference The visual reference required is that the destination should be in view in order that a safe landing may be carried out. LENNUAMET VA-CAT-700-1 V3 Leht 107/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (i) Radar equipment During the ARA procedure, colour mapping radar equipment with a 120° sector scan and 2.5 NM range scale selected, may result in dynamic errors of the following order: (1) bearing/tracking error ±4.5° with 95 % accuracy; (2) mean ranging error -250 m; or (3) random ranging error ±250 m with 95 % accuracy CAT.OP.MPA.125 Instrument departure (a) The operator shall ensure that instrument and approach procedures departure and approach procedures established by the State of the aerodrome are used. (b) Notwithstanding (a), the commander may accept an ATC clearance to deviate from a published departure or arrival route, provided obstacle clearance criteria are observed and full account is taken of the operating conditions. In any case, the final approach shall be flown visually or in accordance with the established instrument approach procedures. (c) Notwithstanding (a), the operator may use procedures other than those referred to in (a) provided they have been approved by the State in which the aerodrome is located and are specified in the operations manual. CAT.OP.MPA.126 Performance-based navigation The operator shall ensure that, when performance-based navigation (PBN) is required for the route or procedure to be flown: LENNUAMET VA-CAT-700-1 V3 Leht 108/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (a) the relevant PBN navigation specification is stated in the AFM or other document that has been approved by the certifying authority as part of an airworthiness assessment or is based on such approval; and (b) the aircraft is operated in conformance with the relevant navigation specification and limitations in the AFM or other document referred above. AMC1 CAT.OP.MPA.126 Performance- based navigation 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 operator should: (a) establish operating procedures specifying: (1) normal, abnormal and contingency procedures; (2) electronic navigation database management; and (3) relevant entries in the minimum equipment list (MEL); (b) specify the flight crew qualification and proficiency constraints and ensure that the training programme for relevant personnel is consistent with the intended operation; and (c) ensure continued airworthiness of the area navigation system. AMC2 CAT.OP.MPA.126 Performance- based navigation MONITORING AND VERIFICATION (a) Preflight and general considerations LENNUAMET VA-CAT-700-1 V3 Leht 109/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (1) At navigation system initialisation, the flight crew should confirm that the navigation database is current and verify that the aircraft position has been entered correctly, if required. (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 departing runway and the waypoint sequence, reasonableness of track angles and Regulation (EU) 965/2012 on air operations Annex IV – Part-CAT CAT.OP.MPA I R , A M C , G M Page 94 | May 2017 distances, any altitude or speed constraints, and, where possible, which waypoints are flyby and which are fly-over. Where relevant, the RF leg arc radii should be confirmed. (3) The flight crew should check that the navigation aids critical to the operation of the intended PBN procedure are available. (4) The flight crew 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. (6) The flight crew should verify that the navigation systems required for the intended operation are operational. (b) Departure (1) Prior to commencing a take-off on a PBN procedure, the flight crew should check 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. LENNUAMET VA-CAT-700-1 V3 Leht 110/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (3) Unless automatic updating of the actual departure point is provided, the flight crew should ensure initialisation on the runway or FATO 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 flight crew 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 flight crew 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 flight crew 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 LENNUAMET VA-CAT-700-1 V3 Leht 111/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (i) The flight crew 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 final approach fix (FAF). (ii) The flight crew 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 flight crew 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 flight crew should not make compensation to the altitude at the FAF and DA/H; (C) since only the final approach segment is protected by the promulgated aerodrome temperature limits, the flight crew should consider the effect of temperature on terrain and obstacle clearance in other phases of flight. (ii) For RNP APCH operations to LNAV minima, the flight crew should consider the effect of temperature on terrain and obstacle clearance in all phases of flight, in particular on any step-down fix (e) Sensor and lateral navigation accuracy selection LENNUAMET VA-CAT-700-1 V3 Leht 112/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (1) For multi-sensor systems, the flight crew should verify, prior to approach, that the GNSS sensor is used for position computation. (2) Flight crew of aircraft with RNP input selection capability should confirm that the indicated RNP value is appropriate for the PBN operation. AMC3 CAT.OP.MPA.126 Performance- based navigation MANAGAMENT OF THE NAVIGATION (a) For RNAV 1, RNAV 2, RNP 1, RNP 2, and DATABASE RNP APCH, the flight crew 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 flight crew 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 flight crew AMC4 CAT.OP.MPA.126 Performance- based navigation DISPLAYS AND AUTOMATION (a) For RNAV 1, RNP 1, and RNP APCH operations, the flight crew 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; LENNUAMET VA-CAT-700-1 V3 Leht 113/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (2) aircraft position relative to the lateral path (cross-track deviation) for FTE monitoring; (3) aircraft position relative to the vertical path (for a 3D operation). (c) The flight crew 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. (d) The flight crew should maintain procedure centrelines unless authorised to deviate by air traffic control (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 flight crew should use a vertical deviation indicator and, where required by AFM 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 halfscale deflection where angular deviation is indicated, at or below 1 000 ft above aerodrome level. The flight crew should execute a missed approach if the vertical deviation exceeds this criterion, unless the flight crew has in sight the visual references required to continue the approach. LENNUAMET VA-CAT-700-1 V3 Leht 114/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required AMC5 CAT.OP.MPA.126 Performance- based navigation 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 flight crew 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 flight crew 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. AMC6 CAT.OP.MPA.126 Performance- based navigation ALERTING AND ABORT (a) Unless the flight crew has sufficient visual reference to continue the approach operation to a safe landing, an RNP APCH operation should be discontinued if: LENNUAMET VA-CAT-700-1 V3 Leht 115/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (1) navigation system failure is annunciated (e.g. warning flag); (2) lateral or vertical deviations exceed the tolerances; (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. (c) Where vertical guidance is lost while the aircraft is still above 1 000 ft AGL, the flight crew may decide to continue the approach to LNAV minima, when supported by the navigation system. AMC7 CAT.OP.MPA.126 Performance- based navigation CONTINGENCY PROCEDURES (a) The flight crew 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 flight crew should invoke contingency procedures and navigate using an alternative means of navigation. (c) The flight crew should notify ATC of any problem with PBN capability. LENNUAMET VA-CAT-700-1 V3 Leht 116/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (d) In the event of communication failure, the flight crew should continue with the operation in accordance with published lost communication procedures. GM1 CAT.OP.MPA.126 Performance- based navigation DESCRIPTION (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 CAT.OP.MPA.130 Noise abatement (a) Except for VFR operations of other-than- procedures — aeroplanes complex motor-powered aeroplanes, the operator shall establish appropriate operating - GM1 CAT.OP.MPA.130 departure and arrival/approach procedures for each aeroplane type taking into account the need to minimise the effect of aircraft noise. (b) The procedures shall: --- LENNUAMET VA-CAT-700-1 V3 Leht 117/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (1) ensure that safety has priority over noise abatement; and (2) be simple and safe to operate with no significant increase in crew workload during critical phases of flight. AMC1 CAT.OP.MPA.130 Noise --- abatement procedures - aeroplanes NADP DESIGN --- (a) For each aeroplane type two departure --- procedures should be defined, in accordance with ICAO Doc. 8168 (Procedures for Air Navigation Services, ‘PANS-OPS’), Volume I: (1) noise abatement departure procedure one (NADP 1), designed to meet the close-in noise abatement objective; and (2) noise abatement departure procedure two (NADP 2), designed to meet the distant noise abatement objective. (b) For each type of NADP (1 and 2), a single climb profile should be specified for use at all aerodromes, which is associated with a single sequence of actions. The NADP 1 and NADP 2 profiles may be identical. GM1 CAT.OP.MPA.130 Noise abatement procedures — aeroplanes TERMINOLOGY (a) ‘Climb profile’ means in this context the vertical path of the NADP as it results from the pilot’s actions (engine power reduction, acceleration, slats/flaps retraction). (b) ‘Sequence of actions’ means the order in which these pilot’s actions are done and their timing. LENNUAMET VA-CAT-700-1 V3 Leht 118/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required GENERAL (c) The rule addresses only the vertical profile of the departure procedure. Lateral track has to comply with the standard instrument departure (SID). EXAMPLE (d) For a given aeroplane type, when establishing the distant NADP, the operator should choose either to reduce power first and then accelerate, or to accelerate first and then wait until slats/flaps are retracted before reducing power. The two methods constitute two different sequences of actions. (e) For an aeroplane type, each of the two departure climb profiles may be defined by one sequence of actions (one for close-in, one for distant) and two above aerodrome level (AAL) altitudes/heights. These are: (1) the altitude of the first pilot’s action (generally power reduction with or without acceleration). This altitude should not be less than 800 ft AAL; or (2) the altitude of the end of the noise abatement procedure. This altitude should usually not be more than 3 000 ft AAL. These two altitudes may be runway specific when the aeroplane flight management system (FMS) has the relevant function which permits the crew to change thrust reduction and/or acceleration altitude/height. If the aeroplane is not FMS-equipped or the FMS is not fitted with the relevant function, two fixed heights should be defined and used for each of the two NADPs. CAT.OP.MPA.131 Noise abatement (a) The operator shall ensure that take-off and procedures — helicopters landing procedures take into account the need to minimise the effect of helicopter noise. (b) The procedures shall: --- (1) ensure that safety has priority over noise abatement; and LENNUAMET VA-CAT-700-1 V3 Leht 119/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (2) be simple and safe to operate with no significant increase in crew workload during critical phases of flight. CAT.OP.MPA.135 Routes and areas of (a) The operator shall ensure that operations are --- operation — general only conducted along routes, or within areas, for which: (1) ground facilities and services, including meteorological services, adequate for the planned operation are provided; (2) the performance of the aircraft is adequate to comply with minimum flight altitude requirements; (3) the equipment of the aircraft meets the minimum requirements for the planned operation; and (4) appropriate maps and charts are available. (b) The operator shall ensure that operations are conducted in accordance with any restriction on the routes or the areas of operation specified by the competent authority. (c) (a)(1) shall not apply to operations under VFR by day of other-than-complex motor- powered aircraft on flights that depart from and arrive at the same aerodrome or operating site. AMC1 CAT.OP.MPA.135 Routes and areas of operation — general 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. LENNUAMET VA-CAT-700-1 V3 Leht 120/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (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. CAT.OP.MPA.136 Routes and areas of The operator shall ensure that operations of operation — single-engined aeroplanes single-engined aeroplanes are only conducted along routes, or within areas, where surfaces are available that permit a safe forced landing to be executed. CAT.OP.MPA.137 Routes and areas of The operator shall ensure that: --- operation — helicopters (a) for helicopters operated in performance class 3, surfaces are available that permit a safe forced landing to be executed, except when the helicopter has an approval to operate in accordance with CAT.POL.H.420; (b) for helicopters operated in performance class 3 and conducting ‘coastal transit’ operations, the operations manual contains procedures to ensure that the width of the coastal corridor, and the equipment carried, is consistent with the conditions prevailing at the time. GM1 CAT.OP.MPA.137(b) Routes and areas of operation — helicopters COASTAL TRANSIT (a) General LENNUAMET VA-CAT-700-1 V3 Leht 121/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (1) Helicopters operating overwater in performance class 3 have to have certain equipment fitted. This equipment varies with the distance from land that the helicopter is expected to operate. The aim of this GM is to discuss that distance, bring into focus what fit is required and to clarify the operator's responsibility, when a decision is made to conduct coastal transit operations. (2) In the case of operations north of 45N or south of 45S, the coastal corridor facility may or may not be available in a particular state, as it is related to the State definition of open sea area as described in the definition of hostile environment. (3) Where the term ‘coastal transit’ is used, it means the conduct of operations overwater within the coastal corridor in conditions where there is reasonable expectation that: (i) the flight can be conducted safely in the conditions prevailing; (ii) following an engine failure, a safe forced landing and successful evacuation can be achieved; and (iii) survival of the crew and passengers can be assured until rescue is effected. (4) Coastal corridor is a variable distance from the coastline to a maximum distance corresponding to three minutes’ flying at normal cruising speed. (b) Establishing the width of the coastal corridor LENNUAMET VA-CAT-700-1 V3 Leht 122/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (1) The maximum distance from land of coastal transit, is defined as the boundary of a corridor that extends from the land, to a maximum distance of up to 3 minutes at normal cruising speed (approximately 5 - 6 NM). Land in this context includes sustainable ice (see (i) to (iii) below) and, where the coastal region includes islands, the surrounding waters may be included in the corridor and aggregated with the coast and each other. Coastal transit need not be applied to inland waterways, estuary crossing or river transit. (i) In some areas, the formation of ice is such that it can be possible to land, or force land, without hazard to the helicopter or occupants. Unless the competent authority Regulation (EU) 965/2012 on air operations Annex IV – Part-CAT CAT.OP.MPA I R , A M C , G M Page 103 | May 2017 considers that operating to, or over, such ice fields is unacceptable,the operator may regard that the definition of the ‘land’ extends to these areas. (ii) The interpretation of the following rules may be conditional on (i) above: — CAT.OP.MPA.137(a)(2); — CAT.IDE.H.290; CAT.IDE.H.295; CAT.IDE.H.300; and CAT.IDE.H.320 (iii) In view of the fact that such featureless and flat white surfaces could present a hazard and could lead to white-out conditions, the definition of land does not extend to flights over ice fields in the following rules: — CAT.IDE.H.125(d); and — CAT.IDE.H.145. LENNUAMET VA-CAT-700-1 V3 Leht 123/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (2) The width of the corridor is variable from not safe to conduct operations in the conditions prevailing, to the maximum of 3 minutes wide. A number of factors will, on the day, indicate if it can be used — and how wide it can be. These factors will include, but not be restricted to, the following: (i) meteorological conditions prevailing in the corridor; (ii) instrument fit of the aircraft; (iii) certification of the aircraft — particularly with regard to floats; (iv) sea state; (v) temperature of the water; (vi) time to rescue; and (vii) survival equipment carried. (3) These can be broadly divided into three functional groups: (i) those that meet the provisions for safe flying; (ii) those that meet the provisions for a safe forced landing and evacuation; and (iii) those that meet the provisions for survival following a forced landing and successful evacuation. (c) Provision for safe flying LENNUAMET VA-CAT-700-1 V3 Leht 124/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (1) It is generally recognised that when flying out of sight of land in certain meteorological conditions, such as those occurring in high pressure weather patterns (goldfish bowl — no horizon, light winds and low visibility), the absence of a basic panel (and training) can lead to disorientation. In addition, lack of depth perception in these conditions demands the use of a radio altimeter with an audio voice warning as an added safety benefit — particularly when autorotation to the surface of the water may be required. (2) In these conditions, the helicopter, without the required instruments and radio altimeter, should be confined to a corridor in which the pilot can maintain reference using the visual cues on the land. (d) Provision for a safe forced landing and evacuation (1) Weather and sea state both affect the outcome of an autorotation following an engine failure. It is recognised that the measurement of sea state is problematical and when assessing such conditions, good judgement has to be exercised by the operator and the commander. LENNUAMET VA-CAT-700-1 V3 Leht 125/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (2) Where floats have been certificated only for emergency use (and not for ditching), operations should be limited to those sea states that meet the provisions for such use — where a safe evacuation is possible. Ditching certification requires compliance with a comprehensive number of requirements relating to rotorcraft water entry, flotation and trim, occupant egress and occupant survival. Emergency flotation systems, generally fitted to smaller CS-27 rotorcraft, are approved against a broad specification that the equipment should perform its intended function and not hazard the rotorcraft or its occupants. In practice, the most significant difference between ditching and emergency flotation systems is substantiation of the water entry phase. Ditching rules call for water entry procedures and techniques to be established and promulgated in the AFM. The fuselage/flotation equipment should thereafter be shown to be able to withstand loads under defined water entry conditions which relate to these procedures. For emergency flotation equipment, there is no specification to define the water entry technique and no specific conditions defined for the structural substantiation. (e) Provisions for survival (1) Survival of crew members and passengers, following a successful autorotation and evacuation, is dependent on the clothing worn, the equipment carried and worn, the temperature of the sea and the sea state. Search and rescue (SAR) response/capability consistent with the anticipated exposure should be available before the conditions in the corridor can be considered non-hostile. LENNUAMET VA-CAT-700-1 V3 Leht 126/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (2) Coastal transit can be conducted (including north of 45N and south of 45S — when the definition of open sea areas allows) providing the provisions of (c) and (d) are met, and the conditions for a non-hostile coastal corridor are satisfied. CAT.OP.MPA.140 Maximum distance (a) Unless approved by the competent authority --- from an adequate aerodrome for two- in accordance with Annex V (Part-SPA), engined aeroplanes without an ETOPS Subpart F, the operator shall not operate a two- approval engined aeroplane over a route that contains a point further from an adequate aerodrome, - GM1 CAT.OP.MPA.140(c) under standard conditions in still air, than: (1) for performance class A aeroplanes with --- either: (i) a maximum operational passenger seating configuration (MOPSC) of 20 or more; or (ii) a maximum take-off mass of 45 360 kg or more, the distance flown in 60 minutes at the one- engine-inoperative (OEI) cruising speed determined in accordance with (b); (2) for performance class A aeroplanes with: --- (i) an MOPSC of 19 or less; and (ii) a maximum take-off mass less than 45 360 kg, the distance flown in 120 minutes or, subject to YES approval by the competent authority, up to 180 minutes for turbo-jet aeroplanes, at the OEI cruise speed determined in accordance with (b); (3) for performance class B or C aeroplanes: --- (i) the distance flown in 120 minutes at the OEI cruise speed determined in accordance with (b); or (ii) 300 NM, whichever is less. LENNUAMET VA-CAT-700-1 V3 Leht 127/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (b) The operator shall determine a speed for the calculation of the maximum distance to an adequate aerodrome for each two-engined aeroplane type or variant operated, not exceeding V MO (maximum operating speed) based upon the true airspeed that the aeroplane can maintain with one engine inoperative. (c) The operator shall include the following --- data, specific to each type or variant, in the operations manual: (1) the determined OEI cruising speed; and (2) the determined maximum distance from an adequate aerodrome. (d) To obtain the approval referred to in (a)(2), --- the operator shall provide evidence that: (1) the aeroplane/engine combination holds an extended range operations with two-engined aeroplanes (ETOPS) type design and reliability approval for the intended operation; (2) a set of conditions has been implemented to ensure that the aeroplane and its engines are maintained to meet the necessary reliability criteria; and (3) the flight crew and all other operations personnel involved are trained and suitably qualified to conduct the intended operation. AMC1 CAT.OP.MPA.140(d) Maximum --- distance from an adequate aerodrome for two-engined aeroplanes without an ETOPS approval OPERATION OF NON-ETOPS --- COMPLIANT TWIN TURBO-JET AEROPLANES WITH MOPSC OF 19 OR LESS AND MCTOM LESS THAN 45 360 KG BETWEEN 120 AND 180 MINUTES FROM AN ADEQUATE AERODROME LENNUAMET VA-CAT-700-1 V3 Leht 128/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (a) For operations between 120 and 180 minutes, due account should be taken of the aeroplane’s design and capabilities as outlined below and the operator’s experience related to such operations. Relevant information should be included in the operations manual and the operator’s maintenance procedures. The term ‘the aeroplane’s design’ in this AMC does not imply any additional type design approval specifications beyond the applicable original type certificate (TC) specifications. (b) Systems capability --- Aeroplanes should be certified to CS-25 as --- appropriate or equivalent (e.g. FAR-25). With respect to the capability of the aeroplane systems, the objective is that the aeroplane is capable of a safe diversion from the maximum diversion distance with particular emphasis on operations with OEI or with degraded system capability. To this end, the operator should give consideration to the capability of the following systems to support such a diversion: LENNUAMET VA-CAT-700-1 V3 Leht 129/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (1) Propulsion systems: the aeroplane engine should meet the applicable specifications prescribed in CS-25 and CS-E or equivalent (e.g. FAR-25, FAR-E), concerning engine TC, installation and system operation. In addition to the performance standards established by the Agency or competent authority at the time of engine certification, the engines should comply with all subsequent mandatory safety standards specified by the Agency or competent authority, including those necessary to maintain an acceptable level of reliability. In addition, consideration should be given to the effects of extended duration single-engine operation (e.g. the effects of higher power demands such as bleed and electrical). (2) Airframe systems: with respect to electrical --- power, three or more reliable as defined by CS- 25 or equivalent (e.g. FAR-25) and independent electrical power sources should be available, each of which should be capable of providing power for all essential services which should at least include the following: (i) sufficient instruments for the flight crew providing, as a minimum, attitude, heading, airspeed and altitude information; (ii) appropriate pitot heating; (iii) adequate navigation capability; (iv) adequate radio communication and intercommunication capability; (v) adequate flight deck and instrument lighting and emergency lighting; (vi) adequate flight controls; LENNUAMET VA-CAT-700-1 V3 Leht 130/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (vii) adequate engine controls and restart capability with critical type fuel (from the stand-point of flame-out and restart capability) and with the aeroplane initially at the maximum relight altitude; (viii) adequate engine instrumentation; (ix) adequate fuel supply system capability including such fuel boost and fuel transfer functions that may be necessary for extended duration single or dual-engine operation; (x) such warnings, cautions and indications as are required for continued safe flight and landing; (xi) fire protection (engines and auxiliary power unit (APU)); (xii) adequate ice protection including windshield de-icing; and (xiii) adequate control of the flight crew compartment and cabin environment including heating and pressurisation. The equipment including avionics necessary for extended diversion times should have the ability to operate acceptably following failures in the cooling system or electrical power systems. LENNUAMET VA-CAT-700-1 V3 Leht 131/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required For single-engine operations, the remaining --- power electrical, hydraulic, and pneumatic should continue to be available at levels necessary to permit continued safe flight and landing, and to provide those services necessary for the overall safety of the passengers and crew. As a minimum, following the failure of any two of the three electrical power sources, the remaining source should be capable of providing power for all of the items necessary for the duration of any diversion. If one or more of the required electrical power sources are provided by an APU, hydraulic system or air driven generator/ram air turbine (ADG/RAT), the following criteria should apply as appropriate: (A) to ensure hydraulic power (hydraulic motor generator) reliability, it may be necessary to provide two or more independent energy sources; (B) the ADG/RAT, if fitted, should not require engine dependent power for deployment; and (C) the APU should meet the criteria in (b)(3). (3) APU: the APU, if required for extended range operations, should be certified as an essential APU and should meet the applicable CS-25 and CS-APU provisions or equivalent (e.g. FAR-25). (4) Fuel supply system: consideration should include the capability of the fuel supply system to provide sufficient fuel for the entire diversion taking account of aspects such as fuel boost and fuel transfer. (c) Engine events and corrective action --- LENNUAMET VA-CAT-700-1 V3 Leht 132/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (1) All engine events and operating hours should be reported by the operator to the airframe and engine supplemental type certificate (STC) holders as well as to the competent authority. (2) These events should be evaluated by the operator in consultation with the competent authority and with the engine and airframe (S)TC holders. The competent authority may consult the Agency to ensure that world wide data are evaluated. (3) Where statistical assessment alone is not applicable, e.g. where the fleet size or accumulated flight hours are small, individual engine events should be reviewed on a case-by- case basis. (4) The evaluation or statistical assessment, when available, may result in corrective action or the application of operational restrictions. (5) Engine events could include engine shutdowns, both on ground and in-flight, excluding normal training events, including flameout, occurrences where the intended thrust level was not achieved or where crew action was taken to reduce thrust below the normal level for whatever reason, and unscheduled removals. (6) Arrangements to ensure that all corrective actions required by the Agency are implemented. (d) Maintenance --- The maintenance programme in accordance --- with Annex I to Regulation (EC) No 2042/2003 (Part-M) should be based upon reliability programmes including, but not limited to, the following elements: LENNUAMET VA-CAT-700-1 V3 Leht 133/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (1) engine oil consumption programmes: such programmes are intended to support engine condition trend monitoring; and (2) engine condition monitoring programme: a programme for each engine that monitors engine performance parameters and trends of degradation that provides for maintenance actions to be undertaken prior to significant performance loss or mechanical failure. (e) Flight crew training --- Flight crew training for this type of operation --- should include, in addition to the requirements of Subpart FC of Annex III (ORO.FC), particular emphasis on the following: (1) Fuel management: verifying required fuel on board prior to departure and monitoring fuel on board en-route including calculation of fuel remaining. Procedures should provide for an independent cross-check of fuel quantity indicators, e.g. fuel flow used to calculate fuel burned compared to indicate fuel remaining. Confirmation that the fuel remaining is sufficient to satisfy the critical fuel reserves. (2) Procedures for single and multiple failures in-flight that may give rise to go/no-go and diversion decisions - policy and guidelines to aid the flight crew in the diversion decision making process and the need for constant awareness of the closest weather-permissible alternate aerodrome in terms of time. (3) OEI performance data: drift down procedures and OEI service ceiling data. LENNUAMET VA-CAT-700-1 V3 Leht 134/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (4) Weather reports and flight requirements: meteorological aerodrome reports (METARs) and aerodrome forecast (TAF) reports and obtaining in-flight weather updates on the en- route alternate (ERA), destination and destination alternate aerodromes. Consideration should also be given to forecast winds including the accuracy of the forecast compared to actual wind experienced during flight and meteorological conditions along the expected flight path at the OEI cruising altitude and throughout the approach and landing. (f) Pre-departure check --- A pre-departure check, additional to the pre- flight inspection required by Part-M should be reflected in the operations manual. Flight crew members who are responsible for the pre- departure check of an aeroplane should be fully trained and competent to do it. The training programme required should cover all relevant tasks with particular emphasis on checking required fluid levels. (g) MEL --- The MEL should take into account all items specified by the manufacturer relevant to operations in accordance with this AMC. (h) Dispatch/flight planning rules --- The operator’s dispatch rules should address --- the following: (1) Fuel and oil supply: an aeroplane should not --- be dispatched on an extended range flight unless it carries sufficient fuel and oil to comply with the applicable operational requirements and any additional reserves determined in accordance with the following: LENNUAMET VA-CAT-700-1 V3 Leht 135/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (i) Critical fuel scenario - the critical point is --- the furthest point from an alternate aerodrome assuming a simultaneous failure of an engine and the pressurisation system. For those aeroplanes that are type certificated to operate above flight level 450, the critical point is the furthest point from an alternate aerodrome assuming an engine failure. The operator should carry additional fuel for the worst case fuel burn condition (one engine vs. two engines operating), if this is greater than the additional fuel calculated in accordance with the fuel requirements in CAT.OP.MPA, as follows: (A) fly from the critical point to an alternate --- aerodrome: (a) at 10 000 ft; (b) at 25 000 ft or the single-engine ceiling, whichever is lower, provided that all occupants can be supplied with and use oxygen for the time required to fly from the critical point to an alternate aerodrome; or (c) at the single-engine ceiling, provided that the aeroplane is type certified to operate above flight level 450; (B) descend and hold at 1 500 ft for 15 minutes in international standard atmosphere (ISA) conditions; (C) descend to the applicable MDA/DH followed by a missed approach (taking into account the complete missed approach procedure); followed by (D) a normal approach and landing. LENNUAMET VA-CAT-700-1 V3 Leht 136/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (ii) Ice protection: additional fuel used when operating in icing conditions (e.g. operation of ice protection systems (engine/airframe as applicable)) and, when manufacturer’s data are available, take account of ice accumulation on unprotected surfaces if icing conditions are likely to be encountered during a diversion. (iii) APU operation: if an APU has to be used to provide additional electrical power, consideration should be given to the additional fuel required. (2) Communication facilities: the availability of communications facilities in order to allow reliable two-way voice communications between the aeroplane and the appropriate ATC unit at OEI cruise altitudes. (3) Aircraft technical log review to ensure proper MEL procedures, deferred items, and required maintenance checks completed. (4) ERA aerodrome(s): ensuring that ERA aerodromes are available for the intended route, within the distance flown in 180 minutes based upon the OEI cruising speed which is a speed within the certificated limits of the aeroplane, selected by the operator and approved by the competent authority, confirming that, based on the available meteorological information, the weather conditions at ERA aerodromes are at or above the applicable minima for the period of time during which the aerodrome(s) may be used. Table 1: Planning minima GM1 CAT.OP.MPA.140(c) Maximum distance from an adequate aerodrome for two-engined aeroplanes without an ETOPS approval LENNUAMET VA-CAT-700-1 V3 Leht 137/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required ONE-ENGINE-INOPERATIVE (OEI) The OEI cruising speed is intended to be used CRUISING SPEED solely for establishing the maximum distance from an adequate aerodrome. CAT.OP.MPA.145 Establishment of (a) The operator shall establish for all route --- minimum flight altitudes segments to be flown: (1) minimum flight altitudes that provide the required terrain clearance, taking into account the requirements of Subpart C; and (2) a method for the flight crew to determine those altitudes. (b) The method for establishing minimum flight YES altitudes shall be approved by the competent authority. (c) Where the minimum flight altitudes established by the operator and a State overflown differ, the higher values shall apply. AMC1 CAT.OP.MPA.145(a) --- Establishment of minimum flight altitudes CONSIDERATIONS FOR --- ESTABLISHING MINIMUM FLIGHT ALTITUDES (a) The operator should take into account the --- following factors when establishing minimum flight altitudes: (1) the accuracy with which the position of the aircraft can be determined; (2) the probable inaccuracies in the indications of the altimeters used; (3) the characteristics of the terrain, such as sudden changes in the elevation, along the routes or in the areas where operations are to be conducted; (4) the probability of encountering unfavourable meteorological conditions, such as severe turbulence and descending air currents; and LENNUAMET VA-CAT-700-1 V3 Leht 138/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (5) possible inaccuracies in aeronautical charts. (b) The operator should also consider: --- (1) corrections for temperature and pressure variations from standard values; (2) ATC requirements; and (3) any foreseeable contingencies along the planned route. AMC1.1 CAT.OP.MPA.145(a) --- Establishment of minimum flight altitudes CONSIDERATIONS FOR --- ESTABLISHING MINIMUM FLIGHT ALTITUDES This AMC provides another means of complying with the rule for VFR operations of other-than-complex motor-powered aircraft by day, compared to that presented in AMC1 CAT.OP.MPA.145(a). The safety objective should be satisfied if the operator ensures that operations are only conducted along such routes or within such areas for which a safe terrain clearance can be maintained and take account of such factors as temperature, terrain and unfavourable meteorological conditions. GM1 CAT.OP.MPA.145(a) Establishment of minimum flight altitudes MINIMUM FLIGHT ALTITUDES (a) The following are examples of some of the methods available for calculating minimum flight altitudes. (b) KSS formula: (1) Minimum obstacle clearance altitude (MOCA) (i) MOCA is the sum of: (A) the maximum terrain or obstacle elevation, whichever is higher; plus LENNUAMET VA-CAT-700-1 V3 Leht 139/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (B) 1 000 ft for elevation up to and including 6 000 ft; or (C) 2 000 ft for elevation exceeding 6 000 ft rounded up to the next 100 ft. (ii) The lowest MOCA to be indicated is 2 000 ft. (iii) From a VOR station, the corridor width is defined as a borderline starting 5 NM either side of the VOR, diverging 4 from centreline until a width of 20 NM is reached at 70 NM out, thence paralleling the centreline until 140 NM out, thence again diverging 4 until a maximum width of 40 NM is reached at 280 NM out. Thereafter, the width remains constant (see Figure 1 - Corridor width from a VOR station). (iv) From a non-directional beacon (NDB), similarly, the corridor width is defined as a borderline starting 5 NM either side of the NDB diverging 7 until a width of 20 NM is reached 40 NM out, thence paralleling the centreline until 80 NM out, thence again diverging 7 until a maximum width of 60 NM is reached 245 NM out. Thereafter, the width remains constant (see Figure 2 - Corridor width from an NDB). (v) MOCA does not cover any overlapping of the corridor. (2) Minimum off-route altitude (MORA). MORA is calculated for an area bounded by each or every second LAT/LONG square on the route facility chart (RFC)/terminal approach chart (TAC) and is based on a terrain clearance as follows: (i) terrain with elevation up to 6 000 ft (2 000 m) – 1 000 ft above the highest terrain and obstructions; LENNUAMET VA-CAT-700-1 V3 Leht 140/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (ii) terrain with elevation above 6 000 ft (2 000 m) – 2 000 ft above the highest terrain and obstructions. (c) Jeppesen formula (see Figure 3) (1) MORA is a minimum flight altitude computed by Jeppesen from current operational navigation charts (ONCs) or world aeronautical charts (WACs). Two types of MORAs are charted which are: (i) route MORAs e.g. 9800a; and (ii) grid MORAs e.g. 98. (2) Route MORA values are computed on the basis of an area extending 10 NM to either side of route centreline and including a 10 NM radius beyond the radio fix/reporting point or mileage break defining the route segment. (3) MORA values clear all terrain and man- made obstacles by 1 000 ft in areas where the highest terrain elevation or obstacles are up to 5 000 ft. A clearance of 2 000 ft is provided above all terrain or obstacles that are 5 001 ft and above. (4) A grid MORA is an altitude computed by Jeppesen and the values are shown within each grid formed by charted lines of latitude and longitude. Figures are shown in thousands and hundreds of feet (omitting the last two digits so as to avoid chart congestion). Values followed by ± are believed not to exceed the altitudes shown. The same clearance criteria as explained in (c)(3) apply. (d) ATLAS formula (1) Minimum en-route altitude (MEA). Calculation of the MEA is based on the elevation of the highest point along the route segment concerned (extending from navigational aid to navigational aid) within a distance on either side of track as specified in Table 1 below (Table 1 - Minimum safe en- route altitude) LENNUAMET VA-CAT-700-1 V3 Leht 141/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (2) The MEA is calculated by adding an increment to the elevation specified above as appropriate, following Table 2 below. The resulting value is adjusted to the nearest 100 ft. (Table 2 - Increment added to the elevation) (3) Minimum safe grid altitude (MGA). Calculation of the MGA is based on the elevation of the highest point within the respective grid area. The MGA is calculated by adding an increment to the elevation specified above as appropriate, following Table 3 below. The resulting value is adjusted to the nearest 100 ft. (e) Lido formula (1) Minimum terrain clearance altitude (MTCA) The MTCA represents an altitude providing terrain and obstacle clearance for all airways/ATS routes, all standard terminal arrival route (STAR) segments up to IAF or equivalent end point and for selected standard instrument departures (SIDs). The MTCA is calculated by Lido and covers terrain and obstacle clearance relevant for air navigation with the following buffers: (i) Horizontal: (A) for SID and STAR procedures 5 NM either side of centre line; and (B) for airways/ATS routes 10 NM either side of centre line. (ii) Vertical: (A) 1 000 ft up to 6 000 ft; and (B) 2 000 ft above 6 000 ft. MTCAs are always shown in feet. The lowest indicated MTCA is 3 100 ft. (2) Minimum grid altitude (MGA) LENNUAMET VA-CAT-700-1 V3 Leht 142/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required MGA represents the lowest safe altitude which can be flown off-track. The MGA is calculated by rounding up the elevation of the highest obstruction within the respective grid area to the next 100 ft and adding an increment of (i) 1 000 ft for terrain or obstructions up to 6 000 ft; and (ii) 2 000 ft for terrain or obstructions above 6 000 ft. MGA is shown in hundreds of feet. The lowest indicated MGA is 2 000 ft. This value is also provided for terrain and obstacles that would result in an MGA below 2 000 ft. An exception is over water areas where the MGA can be omitted. CAT.OP.MPA.150 Fuel policy (a) The operator shall establish a fuel policy for YES the purpose of flight planning and in-flight replanning to ensure that every flight carries sufficient fuel for the planned operation and reserves to cover deviations from the planned operation. The fuel policy and any change to it require prior approval by the competent authority. (b) The operator shall ensure that the planning --- of flights is based upon at least: (1) procedures contained in the operations --- manual and: (i) data provided by the aircraft manufacturer; or (ii) current aircraft-specific data derived from a fuel consumption monitoring system; and (2) the operating conditions under which the --- flight is to be conducted including: (i) aircraft fuel consumption data; (ii) anticipated masses; (iii) expected meteorological conditions; and LENNUAMET VA-CAT-700-1 V3 Leht 143/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (iv) air navigation services provider(s) procedures and restrictions. (c) The operator shall ensure that the pre-flight --- calculation of usable fuel required for a flight includes: (1) taxi fuel; (2) trip fuel; (3) reserve fuel consisting of: --- (i) contingency fuel; (ii) alternate fuel, if a destination alternate aerodrome is required; (iii) final reserve fuel; and (iv) additional fuel, if required by the type of operation; and (4) extra fuel if required by the commander. (d) The operator shall ensure that in-flight --- replanning procedures for calculating usable fuel required when a flight has to proceed along a route or to a destination aerodrome other than originally planned includes: (1) trip fuel for the remainder of the flight; and (2) reserve fuel consisting of: --- (i) contingency fuel; (ii) alternate fuel, if a destination alternate aerodrome is required; (iii) final reserve fuel; and (iv) additional fuel, if required by the type of operation; and (3) extra fuel if required by the commander. AMC1 CAT.OP.MPA.150(b) Fuel policy --- PLANNING CRITERIA - AEROPLANES --- LENNUAMET VA-CAT-700-1 V3 Leht 144/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required The operator should base the defined fuel --- policy, including calculation of the amount of fuel to be on board for departure, on the following planning criteria: (a) Basic procedure --- The usable fuel to be on board for departure --- should be the sum of the following: (1) Taxi fuel, which should not be less than the amount, expected to be used prior to take-off. Local conditions at the departure aerodrome and auxiliary power unit (APU) consumption should be taken into account. (2) Trip fuel, which should include: --- (i) fuel for take-off and climb from aerodrome elevation to initial cruising level/altitude, taking into account the expected departure routing; (ii) fuel from top of climb to top of descent, including any step climb/descent; (iii) fuel from top of descent to the point where the approach is initiated, taking into account the expected arrival procedure; and (iv) fuel for approach and landing at the destination aerodrome. (3) Contingency fuel, except as provided for in --- (b), which should be the higher of: (i) Either: --- (A) 5 % of the planned trip fuel or, in the event of in-flight replanning, 5 % of the trip fuel for the remainder of the flight; (B) not less than 3 % of the planned trip fuel or, in the event of in-flight replanning, 3 % of the trip fuel for the remainder of the flight, provided that an en-route alternate (ERA) aerodrome is available; LENNUAMET VA-CAT-700-1 V3 Leht 145/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (C) an amount of fuel sufficient for 20 minutes flying time based upon the planned trip fuel consumption, provided that the operator has established a fuel consumption monitoring programme for individual aeroplanes and uses valid data determined by means of such a programme for fuel calculation; or (D) an amount of fuel based on a statistical method that ensures an appropriate statistical coverage of the deviation from the planned to the actual trip fuel. This method is used to monitor the fuel consumption on each city pair/aeroplane combination and the operator uses this data for a statistical analysis to calculate contingency fuel for that city pair/aeroplane combination; (ii) or an amount to fly for 5 minutes at holding speed at 1 500 ft (450 m), above the destination aerodrome in standard conditions. (4) Alternate fuel, which should: --- (i) include: --- (A) fuel for a missed approach from the applicable DA/H or MDA/H at the destination aerodrome to missed approach altitude, taking into account the complete missed approach procedure; (B) fuel for climb from missed approach altitude to cruising level/altitude, taking into account the expected departure routing; (C) fuel for cruise from top of climb to top of descent, taking into account the expected routing; (D) fuel for descent from top of descent to the point where the approach is initiated, taking into account the expected arrival procedure; and LENNUAMET VA-CAT-700-1 V3 Leht 146/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (E) fuel for executing an approach and landing at the destination alternate aerodrome; (ii) where two destination alternate aerodromes are required, be sufficient to proceed to the alternate aerodrome that requires the greater amount of alternate fuel. (5) Final reserve fuel, which should be: --- (i) for aeroplanes with reciprocating engines, fuel to fly for 45 minutes; or (ii) for aeroplanes with turbine engines, fuel to fly for 30 minutes at holding speed at 1 500 ft (450 m) above aerodrome elevation in standard conditions, calculated with the estimated mass on arrival at the destination alternate aerodrome or the destination aerodrome, when no destination alternate aerodrome is required. (6) The minimum additional fuel, which should --- permit: (i) the aeroplane to descend as necessary and --- proceed to an adequate alternate aerodrome in the event of engine failure or loss of pressurisation, whichever requires the greater amount of fuel based on the assumption that such a failure occurs at the most critical point along the route, and (A) hold there for 15 minutes at 1 500 ft (450 m) above aerodrome elevation in standard conditions; and (B) make an approach and landing, except that additional fuel is only required if the minimum amount of fuel calculated in accordance with (a)(2) to (a)(5) is not sufficient for such an event; and LENNUAMET VA-CAT-700-1 V3 Leht 147/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (ii) holding for 15 minutes at 1 500 ft (450 m) above destination aerodrome elevation in standard conditions, when a flight is operated without a destination alternate aerodrome. (7) Extra fuel, which should be at the discretion of the commander. (b) Reduced contingency fuel (RCF) procedure --- If the operator’s fuel policy includes pre-flight planning to a destination 1 aerodrome (commercial destination) with an RCF procedure using a decision point along the route and a destination 2 aerodrome (optional refuel destination), the amount of usable fuel, on board for departure, should be the greater of (b)(1) or (b)(2): (1) The sum of: --- (i) taxi fuel; (ii) trip fuel to the destination 1 aerodrome, via the decision point; (iii) contingency fuel equal to not less than 5 % of the estimated fuel consumption from the decision point to the destination 1 aerodrome; (iv) alternate fuel or no alternate fuel if the decision point is at less than six hours from the destination 1 aerodrome and the requirements of CAT.OP.MPA.180(b)(2), are fulfilled; (v) final reserve fuel; (vi) additional fuel; and (vii) extra fuel if required by the commander. (2) The sum of: --- (i) taxi fuel; (ii) trip fuel to the destination 2 aerodrome, via the decision point; LENNUAMET VA-CAT-700-1 V3 Leht 148/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (iii) contingency fuel equal to not less than the amount calculated in accordance with (a)(3) above from departure aerodrome to the destination 2 aerodrome; (iv) alternate fuel, if a destination 2 alternate aerodrome is required; (v) final reserve fuel; (vi) additional fuel; and (vii) extra fuel if required by the commander. (c) Predetermined point (PDP) procedure --- If the operator’s fuel policy includes planning to a destination alternate aerodrome where the distance between the destination aerodrome and the destination alternate aerodrome is such that a flight can only be routed via a predetermined point to one of these aerodromes, the amount of usable fuel, on board for departure, should be the greater of (c)(1) or (c)(2): (1) The sum of: --- (i) taxi fuel; (ii) trip fuel from the departure aerodrome to the destination aerodrome, via the predetermined point; (iii) contingency fuel calculated in accordance with (a)(3); (iv) additional fuel if required, but not less --- than: (A) for aeroplanes with reciprocating engines, fuel to fly for 45 minutes plus 15 % of the flight time planned to be spent at cruising level or 2 hours, whichever is less; or LENNUAMET VA-CAT-700-1 V3 Leht 149/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (B) for aeroplanes with turbine engines, fuel to fly for 2 hours at normal cruise consumption above the destination aerodrome, this should not be less than final reserve fuel; and (v) extra fuel if required by the commander. (2) The sum of: --- (i) taxi fuel; (ii) trip fuel from the departure aerodrome to the destination alternate aerodrome, via the predetermined point; (iii) contingency fuel calculated in accordance with (a)(3); (iv) additional fuel if required, but not less --- than: (A) for aeroplanes with reciprocating engines: fuel to fly for 45 minutes; or (B) for aeroplanes with turbine engines: fuel to fly for 30 minutes at holding speed at 1 500 ft (450 m) above the destination alternate aerodrome elevation in standard conditions, this should not be less than final reserve fuel; and (v) extra fuel if required by the commander. (d) Isolated aerodrome procedure If the operator’s fuel policy includes planning to an isolated aerodrome, the last possible point of diversion to any available en-route alternate (ERA) aerodrome should be used as the predetermined point. AMC2 CAT.OP.MPA.150(b) Fuel policy --- LOCATION OF THE FUEL EN-ROUTE --- ALTERNATE (FUEL ERA) AERODROME LENNUAMET VA-CAT-700-1 V3 Leht 150/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (a) The fuel ERA aerodrome should be located within a circle having a radius equal to 20 % of the total flight plan distance, the centre of which lies on the planned route at a distance from the destination aerodrome of 25 % of the total flight plan distance, or at least 20 % of the total flight plan distance plus 50 NM, whichever is greater. All distances should be calculated in still air conditions (see Figure 1). (*See Figure 1: Location of the fuel ERA aerodrome for the purposes of reducing contingency fuel to 3 %) AMC3 CAT.OP.MPA.150(b) Fuel policy --- PLANNING CRITERIA - HELCIOPTERS --- The operator should base the company fuel --- policy, including calculation of the amount of fuel to be carried, on the following planning criteria: (a) The amount of: --- (1) taxi fuel, which should not be less than the amount expected to be used prior to take-off. Local conditions at the departure site and APU consumption should be taken into account; (2) trip fuel, which should include fuel: ------ (i) for take-off and climb from aerodrome elevation to initial cruising level/altitude, taking into account the expected departure routing; (ii) from top of climb to top of descent, including any step climb/descent; (iii) from top of descent to the point where the approach procedure is initiated, taking into account the expected arrival procedure; and (iv) for approach and landing at the destination site; LENNUAMET VA-CAT-700-1 V3 Leht 151/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (3) contingency fuel, which should be: --- (i) for IFR flights, or for VFR flights in a hostile environment, 10 % of the planned trip fuel; or (ii) for VFR flights in a non-hostile environment, 5 % of the planned trip fuel; (4) alternate fuel, which should be: --- (i) fuel for a missed approach from the applicable MDA/DH at the destination aerodrome to missed approach altitude, taking into account the complete missed approach procedure; (ii) fuel for a climb from missed approach altitude to cruising level/altitude; (iii) fuel for the cruise from top of climb to top of descent; (iv) fuel for descent from top of descent to the point where the approach is initiated, taking into account the expected arrival procedure; (v) fuel for executing an approach and landing at the destination alternate selected in accordance with CAT.OP.MPA.181; and (vi) or for helicopters operating to or from helidecks located in a hostile environment, 10 % of (a)(4)(i) to (v); (5) final reserve fuel, which should be: --- (i) for VFR flights navigating by day with reference to visual landmarks, 20 minutes’ fuel at best range speed; or LENNUAMET VA-CAT-700-1 V3 Leht 152/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (ii) for IFR flights or when flying VFR and navigating by means other than by reference to visual landmarks or at night, fuel to fly for 30 minutes at holding speed at 1 500 ft (450 m) above the destination aerodrome in standard conditions calculated with the estimated mass on arrival above the alternate, or the destination, when no alternate is required; at holding speed at 1 500 ft (450 m) above the destination aerodrome in standard conditions calculated with the estimated mass on arrival above the alternate, or the destination, when no alternate is required; and --- (6) extra fuel, which should be at the discretion of the commander. (b) Isolated aerodrome IFR procedure --- If the operator's fuel policy includes planning to --- an isolated aerodrome flying IFR, or when flying VFR and navigating by means other than by reference to visual landmarks, for which a destination alternate does not exist, the amount of fuel at departure should include: (1) taxi fuel; (2) trip fuel; (3) contingency fuel calculated in accordance with (a)(3); (4) additional fuel to fly for 2 hours at holding speed, including final reserve fuel; and (5) extra fuel at the discretion of the commander. (c) Sufficient fuel should be carried at all times --- to ensure that following the failure of an engine occurring at the most critical point along the route, the helicopter is able to: LENNUAMET VA-CAT-700-1 V3 Leht 153/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (1) descend as necessary and proceed to an adequate aerodrome; (2) hold there for 15 minutes at 1 500 ft (450 m) above aerodrome elevation in standard conditions; and (3) make an approach and landing. GM1 CAT.OP.MPA.150(b) Fuel policy CONTINGENCY FUEL STATISTICAL (a) As an example, the following values of METHOD — AEROPLANES statistical coverage of the deviation from the planned to the actual trip fuel provide appropriate statistical coverage. (1) 99 % coverage plus 3 % of the trip fuel, if the calculated flight time is less than 2 hours, or more than 2 hours and no weather-permissible ERA aerodrome is available. (2) 99 % coverage if the calculated flight time is more than 2 hours and a weather-permissible ERA aerodrome is available (3) 90 % coverage if: (i) the calculated flight time is more than 2 hours; (ii) a weather-permissible ERA aerodrome is available; and (iii) at the destination aerodrome two separate runways are available and usable, one of which is equipped with an ILS/MLS, and the weather conditions are in compliance with CAT.OP.MPA.180(b)(2), or the ILS/MLS is operational to CAT II/III operating minima and the weather conditions are at or above 500 ft (b) The fuel consumption database used in conjunction with these values should be based on fuel consumption monitoring for each route/aeroplane combination over a rolling 2- year period. GM1 CAT.OP.MPA.150(c)(3)(i) Fuel policy LENNUAMET VA-CAT-700-1 V3 Leht 154/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required CONTINGENCY FUEL Factors that may influence fuel required on a particular flight in an unpredictable way include deviations of an individual aeroplane from the expected fuel consumption data, deviations from forecast meteorological conditions and deviations from planned routings and/or cruising levels/altitudes. GM1 CAT.OP.MPA.150(c)(3)(ii) Fuel policy DESTINATION ALTERNATE The departure aerodrome may be selected as AERODROME the destination alternate aerodrome. CAT.OP.MPA.151 Fuel policy — (a) Notwithstanding CAT.OP.MPA.150(b) to --- alleviations (d), for operations of performance class B aeroplanes the operator shall ensure that the pre-flight calculation of usable fuel required for a flight includes: (i) taxi fuel, if significant; (ii) trip fuel; (iii) reserve fuel, consisting of: --- (A) contingency fuel that is not less than 5 % of the planned trip fuel or, in the event of in-flight replanning, 5 % of the trip fuel for the remainder of the flight; and (B) final reserve fuel to fly for an additional period of 45 minutes for reciprocating engines or 30 minutes for turbine engines; (iv) alternate fuel to reach the destination alternate aerodrome via the destination, if a destination alternate aerodrome is required; and (v) extra fuel, if specified by the commander. LENNUAMET VA-CAT-700-1 V3 Leht 155/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (a1) Notwithstanding CAT.OP.MPA.150(b) to (d), for operations taking off and landing at the same aerodrome or operating site with ELA2 aeroplanes under VFR by day the operator shall specify the minimum final reserve fuel in the OM. This minimum final reserve fuel shall not be less than the amount needed to fly for a period of 45 minutes. (b) Notwithstanding CAT.OP.MPA.150(b) to --- (d), for helicopters with an MCTOM of 3 175 kg or less, by day and over routes navigated by reference to visual landmarks or local helicopter operations, the fuel policy shall ensure that, on completion of the flight, or series of flights the final reserve fuel is not less than an amount sufficient for: (1) 30 minutes flying time at normal cruising speed; or (2) 20 minutes flying time at normal cruising speed when operating within an area providing continuous and suitable precautionary landing sites. CAT.OP.MPA.155 Carriage of special (a) Persons requiring special conditions, --- categories of passengers (SCPs) assistance and/or devices when carried on a flight shall be considered as SCPs including at least: (1) persons with reduced mobility (PRMs) who, without prejudice to Regulation (EC) No 1107/2006, are understood to be any person whose mobility is reduced due to any physical disability, sensory or locomotory, permanent or temporary, intellectual disability or impairment, any other cause of disability, or age; (2) infants and unaccompanied children; and (3) deportees, inadmissible passengers or prisoners in custody. LENNUAMET VA-CAT-700-1 V3 Leht 156/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (b) SCPs shall be carried under conditions that ensure the safety of the aircraft and its occupants according to procedures established by the operator. (c) SCPs shall not be allocated, nor occupy, --- seats that permit direct access to emergency exits or where their presence could: (1) impede crew members in their duties; (2) obstruct access to emergency equipment; or (3) impede the emergency evacuation of the aircraft. (d) The commander shall be notified in advance when SCPs are to be carried on board. AMC1 CAT.OP.MPA.155(b) Carriage of --- special categories of passengers (SCPs) PROCEDURES --- When establishing the procedures for the --- carriage of SPCs, the operator should take into account the following factors: (a) the aircraft type and cabin configuration; (b) the total number of passengers carried on board; (c) the number and categories of SCPs, which should not exceed the number of passengers capable of assisting them in case of an emergency; and (d) any other factor(s) or circumstances possibly impacting on the application of emergency procedures by the operating crew members. AMC2 CAT.OP.MPA.155(b) Carriage of The operator procedures on information Special Categories of Passengers (SCPs) provided to the SCP should specify the timing PROCEDURES TO PROVIDE and methods on how and when the information INFORMATION TO SCP can be provided. LENNUAMET VA-CAT-700-1 V3 Leht 157/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required AMC3 CAT.OP.MPA.155(b) Carriage of (a) When carrying an unaccompanied child that Special Categories of Passengers (SCPs) is not self-reliant, the operator should assess the CONDITIONS OF SAFE CARRIAGE FOR safety risks to ensure that the child is assisted in UNACCOMPANIED CHILDREN case of an emergency situation. (b) A child under the age of 12 years, separated from the accompanying adult, who is travelling in another cabin class, should be considered as an unaccompanied child in order to ensure that the child is assisted in case of an emergency situation GM1 CAT.OP.MPA.155(b) Carriage of Special Categories of Passengers (SCPs) PROCEDURES TO PROVIDE Providing information only at the time of INFORMATION TO SCP booking might not be sufficient to ensure that the SCP is aware of the information at the time of the flight. GM2 CAT.OP.MPA.155(b) Carriage of Special Categories of Passengers (SCPs) INFORMATION PROVIDED TO SCP When establishing procedures on the information to be provided to an SCP, the operator should consider informing the SCP that cabin crew can only assist the SCP once the cabin has been evacuated. The following table contains additional information by SCP category: (see in tabel below: SCP Category with typre of information) GM3 CAT.OP.MPA.155(b) Carriage of Special Categories of Passengers (SCPs) PROCEDURES A passenger capable of assisting in case of an emergency means a passenger who is not an SCP and has no other role or private responsibility that would prevent him/her from assisting the SCP. For example, an adult travelling alone has no other role or private responsibility, unlike a family travelling together with younger children. GM4 CAT.OP.MPA.155(b) Carriage of Special Categories of Passengers (SCPs) LENNUAMET VA-CAT-700-1 V3 Leht 158/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required BRIEFING PROCEDURE IN A In a planned emergency, if time permits, PLANNED EMERGENCY passengers identified by the cabin crew as capable of assisting an SCP should be briefed on the assistance they can provide. AMC1 CAT.OP.MPA.155(c) Carriage of When establishing SCP seating procedures, the Special Categories of Passengers (SCPs) operator should take into account the following SEATING PROCEDURES factors: (a) If the SCP travels with an accompanying passenger, the accompanying passenger should be seated next to the SCP. (b) If the SCP is unable to negotiate stairs within the cabin unaided, he/she should not be seated on the upper deck of a multi-deck aircraft if the exits are not certified for emergency evacuation on both land and water. AMC2 CAT.OP.MPA.155(c) Carriage of (a) A disability and/or restraint aid that requires Special Categories of Passengers (SCPs) to be secured around the back of the seat should SEATING ALLOCATION OF SCP WITH not be used if there is a person seated behind A DISABILITY AND/OR RESTRAINT unless the seating configuration is approved for AID the use of such devices. This is to avoid the changed dynamic seat reactions with the disability and/or restraint aid, which may lead to head injury of the passenger seated behind. (b) If the seat design or installation would prevent head contact of the person seated behind, then no further consideration is necessary. GM1 CAT.OP.MPA.155(c) Carriage of Special categories of Passengers (SCPs) GROUP SEATING (a) Taking into account access to exits, groups of non-ambulatory SCPs should be seated throughout the cabin to ensure that each SCP is surrounded by the maximum number of passengers capable of assisting in case of an emergency. LENNUAMET VA-CAT-700-1 V3 Leht 159/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (b) If non-ambulatory SCPs cannot be evenly distributed throughout the cabin, the operator should establish procedures to mitigate the increased safety risk such as seating of passengers capable of assisting in case of an emergency in the vicinity, additional information or training of cabin crew. (c) A group of passengers whose physical size would possibly prevent them from moving quickly or reaching and passing through an emergency exit, should not occupy the same seat row segment to avoid overloading the structure of the seat. GM2 CAT.OP.MPA.155(c) Carriage of Special Categories of Passengers (SCPs) SEATING ALLOCATION When establishing the procedure on seating of an SCP, seats should be allocated taking into account the following: (see the tabel: SCP category with Seating allocation procedure) CAT.OP.MPA.160 Stowage of baggage The operator shall establish procedures to --- and cargo ensure that: (a) only hand baggage that can be adequately and securely stowed is taken into the passenger compartment; and (b) all baggage and cargo on board that might cause injury or damage, or obstruct aisles and exits if displaced, is stowed so as to prevent movement. AMC1 CAT.OP.MPA.160 Stowage of --- baggage and cargo STOWAGE PROCEDURES --- Procedures established by the operator to --- ensure that hand baggage and cargo are adequately and securely stowed should take account of the following: (a) each item carried in a cabin should be stowed only in a location that is capable of restraining it; LENNUAMET VA-CAT-700-1 V3 Leht 160/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (b) weight limitations placarded on or adjacent to stowages should not be exceeded; (c) under seat stowages should not be used unless the seat is equipped with a restraint bar and the baggage is of such size that it may adequately be restrained by this equipment; (d) items should not be stowed in lavatories or against bulkheads that are incapable of restraining articles against movement forwards, sideways or upwards and unless the bulkheads carry a placard specifying the greatest mass that may be placed there; (e) baggage and cargo placed in lockers should not be of such size that they prevent latched doors from being closed securely; (f) baggage and cargo should not be placed where it can impede access to emergency equipment; and (g) checks should be made before take-off, before landing and whenever the fasten seat belts signs are illuminated or it is otherwise so ordered to ensure that baggage is stowed where it cannot impede evacuation from the aircraft or cause injury by falling (or other movement) as may be appropriate to the phase of flight. AMC2 CAT.OP.MPA.160 Stowage of --- baggage and cargo CARRIAGE OF CARGO IN THE --- PASSENGER COMPARTEMENT The following should be observed before --- carrying cargo in the passenger compartment: (a) for aeroplanes: --- (1) dangerous goods should not be allowed; and LENNUAMET VA-CAT-700-1 V3 Leht 161/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (2) a mix of passengers and live animals should only be allowed for pets weighing not more than 8 kg and guide dogs; (b) for aeroplanes and helicopters: --- (1) the mass of cargo should not exceed the structural loading limits of the floor or seats; (2) the number/type of restraint devices and their attachment points should be capable of restraining the cargo in accordance with applicable certification specifications; and (3) the location of the cargo should be such that, in the event of an emergency evacuation, it will not hinder egress nor impair the crew’s view. CAT.OP.MPA.165 Passenger seating The operator shall establish procedures to ensure that passengers are seated where, in the event that an emergency evacuation is required, they are able to assist and not hinder evacuation of the aircraft. AMC1 CAT.OP.MPA.165 Passenger --- seating EMERGENCY EXIT SEATING --- The operator should make provision so that: --- (a) a passenger occupies a seat at least on each side in a seat row with direct access to an emergency exit (not staffed by a cabin crew member) during taxiing, take-off and landing unless this would be impracticable due to a low number of passengers or might negatively impact the mass and balance limitations. (b) those passengers who are allocated seats that permit direct access to emergency exits appear to be reasonably fit, strong, and be able and willing to assist the rapid evacuation of the aircraft in an emergency after an appropriate briefing by the crew; LENNUAMET VA-CAT-700-1 V3 Leht 162/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (c) in all cases, passengers who, because of their condition, might hinder other passengers during an evacuation or who might impede the crew in carrying out their duties, should not be allocated seats that permit direct access to emergency exits. If procedures cannot be reasonably implemented at the time of passenger ‘check-in’, the operator should establish an alternative procedure which ensures that the correct seat allocations will, in due course, be made. AMC2 CAT.OP.MPA.165 Passenger --- seating ACCESS TO EMERGENCY EXITS --- The following categories of passengers are --- among those who should not be allocated to, or directed to, seats that permit direct access to emergency exits: (a) passengers suffering from obvious physical or mental disability to the extent that they would have difficulty in moving quickly if asked to do so; (b) passengers who are either substantially blind or substantially deaf to the extent that they might not readily assimilate printed or verbal instructions given; (c) passengers who because of age or sickness are so frail that they have difficulty in moving quickly; (d) passengers who are so obese that they would have difficulty in moving quickly or reaching and passing through the adjacent emergency exit; (e) children (whether accompanied or not) and infants; (f) deportees, inadmissible passengers or persons in custody; and LENNUAMET VA-CAT-700-1 V3 Leht 163/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (g) passengers with animals. GM1 CAT.OP.MPA.165 Passenger seating DIRECT ACCESS ‘Direct access’ means a seat from which a passenger can proceed directly to the exit without entering an aisle or passing around an obstruction. GM2 CAT.OP.MPA.165 Passenger seating EMERGENCY EXIT SEATING When allocating a seat in a seat row with direct access to an emergency exit, the operator should consider at least the following: (a) providing the passenger with the applicable emergency exit seating restrictions prior to boarding, or upon assigning a passenger to a seat, e.g. at the stage of booking, or check-in, or at the airport; (b) utilising, as far as practicable, cabin crew members that are additional to the minimum required cabin crew complement, or positioning crew members, if available on board. CAT.OP.MPA.170 Passenger briefing The operator shall ensure that passengers are: --- (a) given briefings and demonstrations relating to safety in a form that facilitates the application of the procedures applicable in the event of an emergency; and (b) provided with a safety briefing card on which picture-type instructions indicate the operation of emergency equipment and exits likely to be used by passengers. AMC1 CAT.OP.MPA.170 Passenger --- briefing PASSENGER BRIEFING --- Passenger briefings should contain the --- following: (a) Before take-off --- (1) Passengers should be briefed on the --- following items, if applicable: LENNUAMET VA-CAT-700-1 V3 Leht 164/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (i) any cabin secured aspects, e.g. required position of seatbacks, tray tables, footrests, window blinds, etc. as applicable; (ii) emergency lighting (floor proximity escape path markings, exit signs); (iii) correct stowage of hand baggage and the importance of leaving hand baggage behind in case of evacuation; (iv) the use and stowage of portable electronic devices; (v) the location and presentation of the safety briefing card, the importance of its contents and the need for passengers to review it prior to take-off; and (vi) compliance with ordinance signs, pictograms or placards, and crew member instructions; and (vii) the location and the contents of the safety briefing card; and (2) passengers should receive a demonstration --- of the following: (i) the use of safety belts or restraint systems, including how to fasten and unfasten the safety belts or restraint systems; (ii) the location of emergency exits; (iii) the location and use of oxygen equipment, if required. Passengers should also be briefed to extinguish all smoking materials when oxygen is being used; and (iv) the location and use of life-jackets if required. (3) Passengers occupying seats with direct access to emergency exits not staffed by cabin crew members should receive an additional briefing on the operation and use of the exit. (b) After take-off --- (1) passengers should be reminded of the --- following, if applicable: LENNUAMET VA-CAT-700-1 V3 Leht 165/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (i) use of safety belts or restraint systems including the safety benefits of having safety belts fastened when seated irrespective of seat belt sign illumination; and (ii) caution when opening overhead compartments (c) Before landing --- (1) passengers should be reminded of the --- following, if applicable: (i) use of safety belts or restraint systems; (ii) any cabin secured aspects, e.g. required position of seatbacks, tray tables, footrests, window blinds, etc. as applicable; (iii) correct stowage of hand baggage and the importance of leaving hand baggage behind in case of evacuation; (iv) the use and stowage of portable electronic devices; and (v) the location of the safety briefing card, the importance of its contents and its review. (d) After landing --- (1) passengers should be reminded of the --- following: (i) use of safety belts or restraint systems; (ii) the use and stowage of portable electronic devices; and. (iii) caution when opening overhead compartments (e) Emergency during flight --- (1) passengers should be instructed as appropriate to the circumstances. (f) Smoking regulations (1) The operator should determine the frequency of briefings or reminding passengers about the smoking regulations. LENNUAMET VA-CAT-700-1 V3 Leht 166/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required AMC1.1 CAT.OP.MPA.170 Passenger --- briefing PASSENGER BRIEFING --- (a) The operator may replace the briefing/demonstration as set out in AMC1 CAT.OP.MPA.170 with a passenger training programme covering all safety and emergency procedures for a given type of aircraft. (b) Only passengers who have been trained according to this programme and have flown on the aircraft type within the last 90 days may be carried on board without receiving a briefing/demonstration. AMC2 CAT.OP.MPA.170 Passenger briefing SINGLE-PILOT OPERATIONS WITHOUT CABIN CREW For single-pilot operations without cabin crew, the commander should provide safety briefings to passengers except during critical phases of flight and taxiing. GM1 CAT.OP.MPA.170(a) Passenger briefing BRIEFING OF PASSENGERS (a) The emergency exit briefing should contain OCCUPYING SEATS WITH DIRECT instructions on the operation of the exit, ACCESS TO EMERGENCY EXITS NOT assessment of surrounding conditions for the STAFFED BY CABIN CREW MEMBERS safe use of the exit, and recognition of emergency commands given by the crew. (b) Cabin crew should verify that the passenger(s) is (are) able and willing to assist the crew in case of an emergency and that the passenger(s) has (have) understood the instructions. GM2 CAT.OP.MPA.170 Passenger briefing LENNUAMET VA-CAT-700-1 V3 Leht 167/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required SAFETY BRIEFING MATERIAL (a) Safety briefing material may include but is not limited to an audio-visual presentation, such as a safety video or a safety briefing card. Information in the safety briefing material should be relevant to the aircraft type and the installed equipment and should be consistent with the operator’s procedures. Information in the safety briefing material should be presented in a clear and unambiguous manner and in a form easily understandable to passengers. (b) For those passengers occupying seats with direct access to emergency exits, the operator should consider providing a separate briefing card, which contains a summary of the exit briefing information. (c) The safety briefing card should be designed, and the information should be provided, in a size easily visible to the passenger. The safety briefing card should be stowed in a location from where it is easily visible and reachable to the seated passenger and from where it cannot easily fall out. Information should be presented in a pictographic form and should be consistent with the placards used in the aircraft. Written information should be kept to the necessary minimum. The safety briefing card should only contain information relevant to safety. (d) The operator conducting an operation with no cabin crew should consider including expanded information, such as location and use of fire extinguisher, oxygen system if different from the drop-down system, etc. (e) The safety video should be structured in a pace that allows a continuous ability to follow the information presented. The operator may consider including sign language or subtitles to simultaneously complement the soundtrack. (f) The operator should consider including the following information in its safety briefing material: (1) hand baggage: LENNUAMET VA-CAT-700-1 V3 Leht 168/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (i) correct versus forbidden stowage locations (e.g. exits, aisles, etc.); (2) safety belts and other restraint systems: (i) when and how to use safety belts and other restraint systems; (ii) restraint of infants and children; (iii) additional installed systems, e.g. airbag; (3) drop-down oxygen system: (i) location; (ii) activation; (iii) indication of active oxygen supply; (iv) correct and timely donning of oxygen mask; (v) assisting others; (4) flotation devices: (i) stowage locations (including if different in various cabin sections); (ii) use for adult, child and infant; (iii) features, e.g. straps, toggles, tubes, signalling light, whistle; (iv) when and where to inflate a life jacket; (v) flotation devices for infants; (5) emergency exits: (i) number and location; (ii) method of operation, including alternative operation in case of ditching; (iii) surrounding conditions prior to opening (e.g. fire, smoke, water level, etc.); (iv) unusable exit; (v) alternative egress routes in case of unusable exit(s); (vi) leaving hand baggage behind; (vii) method of egress through exit including with infants and children; (viii) awareness of exit height; LENNUAMET VA-CAT-700-1 V3 Leht 169/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (ix) awareness of propellers; (6) escape routes: depiction of routes: (i) to the exits (inside the aircraft); (ii) movement on a double-deck aircraft; (iii) via the wing to the ground; (iv) on the ground away from the aircraft; (7) assisting evacuation means: (i) location of available equipment (e.g. life raft, installed slide/raft, etc.); (ii) awareness of the evacuation equipment’s features; (iii) operation of the available equipment (activation, detachment, etc.); (iv) method of boarding the device including with infants and children; (v) use of shoes; (vi) method of evacuation through exits with no assisting evacuation means; (8) brace position: (i) appropriate method to the applicable facing direction; (ii) alternative brace positions for e.g. expectant mothers, passengers with lap-held infants, tall or large individuals, children, etc.; (9) portable electronic devices, including spare batteries: (i) allowed versus forbidden devices; (ii) use in various flight phases including during safety briefing; (iii) stowage; (iv) danger of fire in case the device is damaged; LENNUAMET VA-CAT-700-1 V3 Leht 170/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (v) the need to call for immediate assistance in case a device is damaged, hot, produces smoke, is lost, or falls into the seat structure (including advice to refrain from manipulating the seat); (vi) the need to monitor devices during charging; (10) cabin secured aspects: (i) required position of seatbacks, headrests, tray tables, footrests, window blinds, inseat video screens and their control gadgets, etc.; (ii) caution when opening overhead compartments; (11) smoking regulations (e.g. phase of flight, electronic smoking devices, pipes, etc.) including smoking in the lavatory; (12) floor proximity escape path marking: (i) location; (ii) purpose in case of darkness or smoke; (13) actions in case of an emergency (e.g. remove sharp objects, fasten seat belt, open window blind, etc.); (14) any other safety aspects. CAT.OP.MPA.175 Flight preparation (a) An operational flight plan shall be completed for each intended flight based on considerations of aircraft performance, other operating limitations and relevant expected conditions on the route to be followed and at the aerodromes/ operating sites concerned. (b) The flight shall not be commenced unless --- the commander is satisfied that: LENNUAMET VA-CAT-700-1 V3 Leht 171/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (1) all items stipulated in 2.a.3 of Annex IV to Regulation (EC) No 216/2008 concerning the airworthiness and registration of the aircraft, instrument and equipment, mass and centre of gravity (CG) location, baggage and cargo and aircraft operating limitations can be complied with; (2) the aircraft is not operated contrary to the provisions of the configuration deviation list (CDL); (3) the parts of the operations manual that are required for the conduct of the flight are available; (4) the documents, additional information and forms required to be available by CAT.GEN.MPA.180 are on board; (5) current maps, charts and associated documentation or equivalent data are available to cover the intended operation of the aircraft including any diversion that may reasonably be expected; (6) space-based facilities, ground facilities and services that are required for the planned flight are available and adequate; (7) the provisions specified in the operations manual in respect of fuel, oil, oxygen, minimum safe altitudes, aerodrome operating minima and availability of alternate aerodromes, where required, can be complied with for the planned flight; (7a) any navigational database required for performance-based navigation is suitable and current; and LENNUAMET VA-CAT-700-1 V3 Leht 172/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (8) any additional operational limitation can be complied with. (c) Notwithstanding (a), an operational flight --- plan is not required for operations under VFR of: (1) other-than-complex motor-powered aeroplane taking off and landing at the same aerodrome or operating site; or (2) helicopters with an MCTOM of 3 175 kg or less, by day and over routes navigated by reference to visual landmarks in a local area as specified in the operations manual. AMC1 CAT.OP.MPA.175 Flight preparation FLIGHT PREPARATION FOR PBN (a) The flight crew should ensure that RNAV 1, OPERATIONS 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 flight crew should take account of any NOTAMs or operator 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 Regulation (EU) 965/2012 on air operations Annex IV – Part- CAT CAT.OP.MPA I R , A M C , G M Page 140 | May 2017 detection of more than five minutes, the flight planning should be revised to reflect the lack of full PBN capability for that period. LENNUAMET VA-CAT-700-1 V3 Leht 173/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (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 flight crew 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 flight crew will need to ensure that en route radio facilities are serviceable before departure, and to apply radio updates in accordance with any AFM limitation. AMC2 CAT.OP.MPA.175 Flight preparation DATABASE SUITABILITY (a) The flight crew 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 flight crew should follow procedures established by the operator 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: LENNUAMET VA-CAT-700-1 V3 Leht 174/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (1) the operator 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 are observed; and (5) the database has expired by no more than 28 days. AMC1 CAT.OP.MPA.175(a) Flight --- preparation OPERATIONAL FLIGHT PLAN – --- COMPLEX MOTOR-POWERED AIRCRAFT (a) The operational flight plan used and the --- entries made during flight should contain the following items: (1) aircraft registration; (2) aircraft type and variant; (3) date of flight; (4) flight identification; (5) names of flight crew members; (6) duty assignment of flight crew members; (7) place of departure; (8) time of departure (actual off-block time, take-off time); (9) place of arrival (planned and actual); (10) time of arrival (actual landing and on- block time); (11) type of operation (ETOPS, VFR, ferry flight, etc.); LENNUAMET VA-CAT-700-1 V3 Leht 175/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (12) route and route segments with checkpoints/waypoints, distances, time and tracks; (13) planned cruising speed and flying times between check-points/waypoints (estimated and actual times overhead); (14) safe altitudes and minimum levels; (15) planned altitudes and flight levels; (16) fuel calculations (records of in-flight fuel checks); (17) fuel on board when starting engines; (18) alternate(s) for destination and, where applicable, take-off and en-route, including information required in (a)(12) to (15); (19) initial ATS flight plan clearance and subsequent reclearance; (20) in-flight replanning calculations; and (21) relevant meteorological information. (b) Items that are readily available in other documentation or from another acceptable source or are irrelevant to the type of operation may be omitted from the operational flight plan. (c) The operational flight plan and its use should be described in the operations manual. (d) All entries on the operational flight plan should be made concurrently and be permanent in nature. OPERATIONAL FLIGHT PLAN - --- OTHER-THAN-COMPLEX MOTOR- POWERED AIRCRAFT OPERATIONS AND LOCAL OPERATIONS LENNUAMET VA-CAT-700-1 V3 Leht 176/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required An operational flight plan may be established in a simplified form relevant to the kind of operation for operations with other-than- complex motor-powered aircraft as well as local operations with any aircraft. GM1 CAT.OP.MPA.175(b)(5) Flight preparation CONVERSION TABLES The documentation should include any conversion tables necessary to support operations where metric heights, altitudes and flight levels are used. CAT.OP.MPA.180 Selection of (a) Where it is not possible to use the departure --- aerodromes — aeroplanes aerodrome as a take-off alternate aerodrome due to meteorological or performance reasons, the operator shall select another adequate take- off alternate aerodrome that is no further from the departure aerodrome than: (1) for two-engined aeroplanes: --- (i) one hour flying time at an OEI cruising speed according to the AFM in still air standard conditions based on the actual take-off mass; or (ii) the ETOPS diversion time approved in accordance with Annex V (Part-SPA), Subpart F, subject to any MEL restriction, up to a maximum of two hours, at the OEI cruising speed according to the AFM in still air standard conditions based on the actual take-off mass; (2) for three and four-engined aeroplanes, two hours flying time at the OEI cruising speed according to the AFM in still air standard conditions based on the actual take-off mass. LENNUAMET VA-CAT-700-1 V3 Leht 177/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (3) for operations approved in accordance with Annex V (Part-SPA), Subpart L — SINGLEENGINED TURBINE AEROPLANE OPERATIONS AT NIGHT OR IN IMC (SET- IMC), 30 minutes flying time at normal cruising speed in still air conditions, based on the actual take-off mass. In the case of multi-engined aeroplanes, if the AFM does not contain an OEI cruising speed, the speed to be used for calculation shall be that which is achieved with the remaining engine(s) set at maximum continuous power (b) The operator shall select at least one --- destination alternate aerodrome for each instrument flight rules (IFR) flight unless the destination aerodrome is an isolated aerodrome or: (1) the duration of the planned flight from take- off to landing or, in the event of in-flight replanning in accordance with CAT.OP.MPA.150(d), the remaining flying time to destination does not exceed six hours; and (2) two separate runways are available and usable at the destination aerodrome and the appropriate weather reports and/or forecasts for the destination aerodrome indicate that, for the period from one hour before until one hour after the expected time of arrival at the destination aerodrome, the ceiling will be at least 2 000 ft or circling height + 500 ft, whichever is greater, and the ground visibility will be at least 5 km. (c) The operator shall select two destination --- alternate aerodromes when: LENNUAMET VA-CAT-700-1 V3 Leht 178/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (1) the appropriate weather reports and/or forecasts for the destination aerodrome indicate that during a period commencing one hour before and ending one hour after the estimated time of arrival, the weather conditions will be below the applicable planning minima; or (2) no meteorological information is available. (d) The operator shall specify any required alternate aerodrome(s) in the operational flight plan. CAT.OP.MPA.181 Selection of (a) For flights under instrument meteorological aerodromes and operating sites — conditions (IMC), the commander shall select a helicopters take-off alternate aerodrome within one hour flying time at normal cruising speed if it would Applicable until 01 July 2018, then replaced not be possible to return to the site of departure by the IR below due to meteorological reasons. (b) For IFR flights or when flying under VFR --- and navigating by means other than by reference to visual landmarks, the commander shall specify at least one destination alternate aerodrome in the operational flight plan unless: (1) the destination is a coastal aerodrome and the helicopter is routing from offshore; (2) for a flight to any other land destination, the duration of the flight and the meteorological conditions prevailing are such that, at the estimated time of arrival at the site of intended landing, an approach and landing is possible under visual meteorological conditions (VMC); or (3) the site of intended landing is isolated and no alternate is available; in this case, a point of no return (PNR) shall be determined. (c) The operator shall select two destination --- alternate aerodromes when: LENNUAMET VA-CAT-700-1 V3 Leht 179/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (1) the appropriate weather reports and/or forecasts for the destination aerodrome indicate that during a period commencing one hour before and ending one hour after the estimated time of arrival, the weather conditions will be below the applicable planning minima; or (2) no meteorological information is available for the destination aerodrome. (d) The operator may select off-shore --- destination alternate aerodromes when the following criteria are applied: (1) an off-shore destination alternate aerodrome shall be used only after a PNR. Prior to the PNR, on-shore alternate aerodromes shall be used; (2) OEI landing capability shall be attainable at the alternate aerodrome; (3) to the extent possible, deck availability shall be guaranteed. The dimensions, configuration and obstacle clearance of individual helidecks or other sites shall be assessed in order to establish operational suitability for use as an alternate aerodrome by each helicopter type proposed to be used; (4) weather minima shall be established taking accuracy and reliability of meteorological information into account; (5) the MEL shall contain specific provisions for this type of operation; and (6) an off-shore alternate aerodrome shall only be selected if the operator has established a procedure in the operations manual. (e) The operator shall specify any required alternate aerodrome(s) in the operational flight plan. LENNUAMET VA-CAT-700-1 V3 Leht 180/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required CAT.OP.MPA.181 Selection of (a) For flights under instrument meteorological aerodromes and operating sites — conditions (IMC), the commander shall select a helicopters takeoff alternate aerodrome within one hour flying time at normal cruising spee Applicable from 01 July 2018. Will replace the IR above (b) For IFR flights or when flying under VFR and navigating by means other than by reference to visual landmarks, the commander shall specify at least one destination alternate aerodrome in the operational flight plan unless: (1) for a flight to any other land destination, the duration of the flight and the meteorological conditions prevailing are such that, at the estimated time of arrival at the site of intended landing, an approach and landing is possible under visual meteorological conditions (VMC); or (2) the site of intended landing is isolated and no alternate is available; in this case, a point of no return (PNR) shall be determined. (c) The operator shall select two destination alternate aerodromes when: (1) the appropriate weather reports and/or forecasts for the destination aerodrome indicate that during a period commencing one hour before and ending one hour after the estimated time of arrival, the weather conditions will be below the applicable planning minima; or AMC1 CAT.OP.MPA.181(b)(1) Selection --- of aerodromes and operating sites – helicopters Applicable until 01 July 2018, then deleted. COASTAL AERODROME --- (a) Any alleviation from the requirement to select an alternate aerodrome for a flight to a coastal aerodrome under IFR routing from offshore should be based on an individual safety case assessment. LENNUAMET VA-CAT-700-1 V3 Leht 181/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (b) The following should be taken into account: --- (1) suitability of the weather based on the landing forecast for the destination; (2) the fuel required to meet the IFR requirements of CAT.OP.MPA.150 less alternate fuel; (3) where the destination coastal aerodrome is --- not directly on the coast it should be: (i) within a distance that, with the fuel specified in (b)(2), the helicopter can, at any time after crossing the coastline, return to the coast, descend safely and carry out a visual approach and landing with VFR fuel reserves intact; and (ii) geographically sited so that the helicopter --- can, within the rules of the air, and within the landing forecast: (A) proceed inbound from the coast at 500 ft AGL and carry out a visual approach and landing; or (B) proceed inbound from the coast on an agreed route and carry out a visual approach and landing; (4) procedures for coastal aerodromes should --- be based on a landing forecast no worse than: (i) by day, a cloud base of DH/MDH +400 ft, and a visibility of 4 km, or, if descent over the sea is intended, a cloud base of 600 ft and a visibility of 4 km; or (ii) by night, a cloud base of 1 000 ft and a visibility of 5 km; (5) the descent to establish visual contact with the surface should take place over the sea or as part of the instrument approach; (6) routings and procedures for coastal aerodromes nominated as such should be included in the operations manual, Part C; LENNUAMET VA-CAT-700-1 V3 Leht 182/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (7) the MEL should reflect the requirement for airborne radar and radio altimeter for this type of operation; and (8) operational limitations for each coastal aerodrome should be specified in the operations manual. GM1 CAT.OP.MPA.181 Selection of aerodromes and operating sites — helicopters This paragraph is applicable until 01 July 2018, then deleted. The rest of GM remains applicable. OFFSHORE ALTERNATES When operating offshore, any spare payload capacity should be used to carry additional fuel if it would facilitate the use of an onshore alternate aerodrome. LANDING FORECAST (a) Meteorological data have been specified that conform to the standards contained in the Regional Air Navigation Plan and ICAO Annex 3. As the following meteorological data are point-specific, caution should be exercised when associating it with nearby aerodromes (or helidecks). (b) Meteorological reports (METARs) (1) Routine and special meteorological observations at offshore installations should be made during periods and at a frequency agreed between the meteorological authority and the operator concerned. They should comply with the provisions contained in the meteorological section of the ICAO Regional Air Navigation Plan, and should conform to the standards and recommended practices, including the desirable accuracy of observations, promulgated in ICAO Annex 3. (2) Routine and selected special reports are exchanged between meteorological offices in the METAR or SPECI (aviation selected special weather report) code forms prescribed by the World Meteorological Organisation. LENNUAMET VA-CAT-700-1 V3 Leht 183/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (c) Aerodrome forecasts (TAFs) (1) The aerodrome forecast consists of a concise statement of the mean or average meteorological conditions expected at an aerodrome or aerodrome during a specified period of validity, which is normally not less than 9 hours, or more than 24 hours in duration. The forecast includes surface wind, visibility, weather and cloud, and expected changes of one or more of these elements during the period. Additional elements may be included as agreed between the meteorological authority and the operators concerned. Where these forecasts relate to offshore installations, barometric pressure and temperature should be included to facilitate the planning of helicopter landing and take-off performance. (2) Aerodrome forecasts are most commonly exchanged in the TAF code form, and the detailed description of an aerodrome forecast is promulgated in the ICAO Regional Air Navigation Plan and also in ICAO Annex 3, together with the operationally desirable accuracy elements. In particular, the observed cloud height should remain within ±30 % of the forecast value in 70 % of cases, and the observed visibility should remain within ±30 % of the forecast value in 80 % of cases. (d) Landing forecasts (TRENDS) (1) The landing forecast consists of a concise statement of the mean or average meteorological conditions expected at an aerodrome or aerodrome during the two-hour period immediately following the time of issue. It contains surface wind, visibility, significant weather and cloud elements and other significant information, such as barometric pressure and temperature, as may be agreed between the meteorological authority and the operators concerned. LENNUAMET VA-CAT-700-1 V3 Leht 184/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (2) The detailed description of the landing forecast is promulgated in the ICAO Regional Air Navigation Plan and also in ICAO Annex 3, together with the operationally desirable This paragraph is applicable until 01 July 2018, then deleted. The rest of GM remains applicable. Regulation (EU) 965/2012 on air operations Annex IV – Part-CAT CAT.OP.MPA I R , A M C , G M Page 146 | May 2017 accuracy of the forecast elements. In particular, the value of the observed cloud height and visibility elements should remain within ±30 % of the forecast values in 90 % of the cases. (3) Landing forecasts most commonly take the form of routine or special selected meteorological reports in the METAR code, to which either the code words ‘NOSIG’, i.e. no significant change expected; ‘BECMG’ (becoming), or ‘TEMPO’ (temporarily), followed by the expected change, are added. The 2-hour period of validity commences at the time of the meteorological report. AMC1 CAT.OP.MPA.181(d) Selection of --- aerodromes and operating sites – helicopters Applicable until 01 July 2018, then deleted. OFFSHORE ALTERNATES --- (a) Offshore alternate helideck landing --- environment LENNUAMET VA-CAT-700-1 V3 Leht 185/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required The landing environment of a helideck that is proposed for use as an offshore alternate should be presurveyed and, as well as the physical characteristics, the effect of wind direction and strength, and turbulence established. This information, which should be available to the commander at the planning stage and in flight, should be published in an appropriate form in the operations manual Part C (including the orientation of the helideck) such that the suitability of the helideck for use as an offshore alternate aerodrome can be assessed. The alternate helideck should meet the criteria for size and obstacle clearance appropriate to the performance requirements of the type of helicopter concerned. (b) Performance considerations --- LENNUAMET VA-CAT-700-1 V3 Leht 186/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required The use of an offshore alternate is restricted to helicopters which can achieve OEI in ground effect (IGE) hover at an appropriate power rating at the offshore alternate aerodrome. Where the surface of the offshore alternate helideck, or prevailing conditions (especially wind velocity), precludes an OEI IGE, OEI out of ground effect (OGE) hover performance at an appropriate power rating should be used to compute the landing mass. The landing mass should be calculated from graphs provided in the relevant Part B of the operations manual. When arriving at this landing mass, due account should be taken of helicopter configuration, environmental conditions and the operation of systems that have an adverse effect on performance. The planned landing mass of the helicopter including crew, passengers, baggage, cargo plus 30 minutes final reserve fuel, should not exceed the OEI landing mass at the time of approach to the offshore alternate aerodrome. (c) Weather considerations --- (1) Meteorological observations --- When the use of an offshore alternate helideck is planned, the meteorological observations at the destination and alternate aerodrome should be taken by an observer acceptable to the authority responsible for the provision of meteorological services. Automatic meteorological observations stations may be used. (2) Weather minima --- LENNUAMET VA-CAT-700-1 V3 Leht 187/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required When the use of an offshore alternate helideck is planned, the operator should not select a helideck as a destination or offshore alternate helideck unless the aerodrome forecast indicates that, during a period commencing 1 hour before and ending 1 hour after the expected time of arrival at the destination and offshore alternate aerodrome, the weather conditions will be at or above the planning minima shown in Table 1 below. (*See Table 1: Planning minima) (3) Conditions of fog --- Where fog is forecast, or has been observed within the last 2 hours within 60 NM of the destination or alternate aerodrome, offshore alternate aerodromes should not be used. (d) Actions at point of no return --- Before passing the point of no return - which --- should not be more that 30 minutes from the destination - the following actions should have been completed: (1) confirmation that navigation to the destination and offshore alternate helideck can be assured; (2) radio contact with the destination and offshore alternate helideck (or master station) has been established; (3) the landing forecast at the destination and offshore alternate helideck have been obtained and confirmed to be at or above the required minima; (4) the requirements for OEI landing (see (b)) have been checked in the light of the latest reported weather conditions to ensure that they can be met; and LENNUAMET VA-CAT-700-1 V3 Leht 188/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (5) to the extent possible, having regard to information on current and forecast use of the offshore alternate helideck and on conditions prevailing, the availability of the offshore alternate helideck should be guaranteed by the duty holder (the rig operator in the case of fixed installations and the owner in the case of mobiles) until the landing at the destination, or the offshore alternate aerodrome, has been achieved or until offshore shuttling has been completed. (e) Offshore shuttling --- Provided that the actions in (d) have been completed, offshore shuttling, using an offshore alternate aerodrome, may be carried out. CAT.OP.MPA.182 Destination alternate aerodromes — instrument approach operations The operator shall ensure that sufficient means are available to navigate and land at the destination aerodrome or at any destination alternate aerodrome in the case of loss of capability for the intended approach and landing operation. AMC1 CAT.OP.MPA.182 Destination aerodromes — instrument approach operations PBN OPERATIONS The pilot-in-command should 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. GM1 CAT.OP.MPA.182 Destination aerodromes — instrument approach operations LENNUAMET VA-CAT-700-1 V3 Leht 189/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required INTENT OF AMC1 (a) The limitation applies only to destination alternate aerodromes for flights when a destination alternate aerodrome is required. A take-off or en route alternate aerodrome with instrument approach procedures relying on GNSS may be planned without restrictions. A destination aerodrome with all instrument approach procedures relying solely on GNSS may be used without a destination alternate aerodrome if the conditions for a flight without a destination alternate aerodrome are met. (b) The term ‘available’ means that the procedure can be used in the planning stage and complies with planning minima requirements. CAT.OP.MPA.185 Planning minima for (a) Planning minima for a take-off alternate --- IFR flights — aeroplanes aerodrome The operator shall only select an aerodrome as a take-off alternate aerodrome when the appropriate weather reports and/or forecasts indicate that, during a period commencing one hour before and ending one hour after the estimated time of arrival at the aerodrome, the weather conditions will be at or above the applicable landing minima specified in accordance with CAT.OP.MPA.110. The ceiling shall be taken into account when the only approach operations available are non- precision approaches (NPA) and/or circling operations. Any limitation related to OEI operations shall be taken into account. (b) Planning minima for a destination --- aerodrome other than an isolated destination aerodrome The operator shall only select the destination --- aerodrome when: LENNUAMET VA-CAT-700-1 V3 Leht 190/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (1) the appropriate weather reports and/or --- forecasts indicate that, during a period commencing one hour before and ending one hour after the estimated time of arrival at the aerodrome, the weather conditions will be at or above the applicable planning minima as follows: (i) RVR/visibility (VIS) specified in accordance with CAT.OP.MPA.110; and (ii) for an NPA or a circling operation, the ceiling at or above MDH; or (2) two destination alternate aerodromes are selected. (c) Planning minima for a destination alternate --- aerodrome, isolated aerodrome, fuel en-route alternate (fuel ERA) aerodrome, en-route alternate (ERA) aerodrome The operator shall only select an aerodrome for one of these purposes when the appropriate weather reports and/or forecasts indicate that, during a period commencing one hour before and ending one hour after the estimated time of arrival at the aerodrome, the weather conditions will be at or above the planning minima in Table 1. (*See Table 1: Planning minima) GM1 CAT.OP.MPA.185 Planning minima for IFR flights — aeroplanes LENNUAMET VA-CAT-700-1 V3 Leht 191/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required PLANNING MINIMA FOR ALTERNATE Non-precision minima (NPA) in Table 1 of AERODROMES CAT.OP.MPA.185 mean the next highest minima that apply in the prevailing wind and serviceability conditions. Localiser only approaches, if published, are considered to be non-precision in this context. It is recommended that operators wishing to publish tables of planning minima choose values that are likely to be appropriate on the majority of occasions (e.g. regardless of wind direction). Unserviceabilities should, however, be fully taken into account. As Table 1 does not include planning minima requirements for APV, lower than standard (LTS) CAT I and other than standard (OTS) CAT II operations, the operator may use the following minima: (a) for APV operations — NPA or CAT I minima, depending on the DH/MDH; (b) for LTS CAT I operations — CAT I minima; and (c) for OTS CAT II operations — CAT II minima. GM2 CAT.OP.MPA.185 Planning minima for IFR flights — aeroplanes AERODROME WEATHER FORECASTS See table “APPLICATION OF AERODROME FORECASTS (TAF & TREND) TO PRE- FLIGHT PLANNING (ICAO Annex 3 refers)” CAT.OP.MPA.186 Planning minima for (a) Planning minima for take-off alternate --- IFR flights — helicopters aerodrome(s) - GM1 CAT.OP.MPA.186 LENNUAMET VA-CAT-700-1 V3 Leht 192/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required The operator shall only select an aerodrome or landing site as a take-off alternate aerodrome when the appropriate weather reports and/or forecasts indicate that, during a period commencing one hour before and ending one hour after the estimated time of arrival at the take-off alternate aerodrome, the weather conditions will be at or above the applicable landing minima specified in accordance with CAT.OP.MPA.110. The ceiling shall be taken into account when the only approach operations available are NPA operations. Any limitation related to OEI operations shall be taken into account. (b) Planning minima for destination aerodrome --- and destination alternate aerodrome(s) The operator shall only select the destination --- and/or destination alternate aerodrome(s) when the appropriate weather reports and/or forecasts indicate that, during a period commencing one hour before and ending one hour after the estimated time of arrival at the aerodrome or operating site, the weather conditions will be at or above the applicable planning minima as follows: (1) except as provided in --- CAT.OP.MPA.181(d), planning minima for a destination aerodrome shall be: (i) RVR/VIS specified in accordance with CAT.OP.MPA.110; and (ii) for NPA operations, the ceiling at or above MDH; (2) planning minima for destination alternate aerodrome(s) are as shown in Table 1. (*See Table 1 Planning minima destination alternate aerodrome) LENNUAMET VA-CAT-700-1 V3 Leht 193/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required GM1 CAT.OP.MPA.186 Planning minima for IFR flights — helicopters PLANNING MINIMA FOR ALTERNATE Non-precision minima (NPA) in Table 1 of AERODROMES CAT.OP.MPA.186 mean the next highest minima that apply in the prevailing wind and serviceability conditions. Localiser only approaches, if published, are considered to be non-precision in this context. It is recommended that operators wishing to publish tables of planning minima choose values that are likely to be appropriate on the majority of occasions (e.g. regardless of wind direction). Unserviceabilities should, however, be fully taken into account. As Table 1 does not include planning minima requirements for APV, LTS CAT I and OTS CAT II operations, the operator may use the following minima: (a) for APV operations — NPA or CAT I minima, depending on the DH/MDH; (b) for LTS CAT I operations — CAT I minima; and (c) for OTS CAT II operations — CAT II minima. CAT.OP.MPA.190 Submission of the (a) If an ATS flight plan is not submitted ATS flight plan because it is not required by the rules of the air, adequate information shall be deposited in order to permit alerting services to be activated if required. (b) When operating from a site where it is impossible to submit an ATS flight plan, the ATS flight plan shall be transmitted as soon as possible after take-off by the commander or the operator. AMC1 CAT.OP.MPA.190 Submission of --- the ATS flight plan FLIGHTS WITHOUT ATS FLIGHT PLAN --- LENNUAMET VA-CAT-700-1 V3 Leht 194/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (a) When unable to submit or to close the ATS flight plan due to lack of ATS facilities or any other means of communications to ATS, the operator should establish procedures, instructions and a list of nominated persons to be responsible for alerting search and rescue services. (b) To ensure that each flight is located at all --- times, these instructions should: (1) provide the nominated person with at least the information required to be included in a VFR flight plan, and the location, date and estimated time for re-establishing communications; (2) if an aircraft is overdue or missing, provide for notification to the appropriate ATS or search and rescue facility; and (3) provide that the information will be retained at a designated place until the completion of the flight. CAT.OP.MPA.195 Refuelling/defuelling (a) An aircraft shall not be refuelled/defuelled with passengers embarking, on board or with Avgas (aviation gasoline) or wide-cut type disembarking fuel or a mixture of these types of fuel, when passengers are embarking, on board or disembarking. (b) For all other types of fuel, necessary precautions shall be taken and the aircraft shall be properly manned by qualified personnel ready to initiate and direct an evacuation of the aircraft by the most practical and expeditious means available. AMC1 CAT.OP.MPA.195 --- Refuelling/defuelling with passengers embarking, on board or disembarking OPERATIONAL PROCEDURES - --- GENERAL LENNUAMET VA-CAT-700-1 V3 Leht 195/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (a) When refuelling/defuelling with passengers on board, ground servicing activities and work inside the aircraft, such as catering and cleaning, should be conducted in such a manner that they do not create a hazard and allow emergency evacuation to take place through those aisles and exits intended for emergency evacuation. (b) The deployment of integral aircraft stairs or the opening of emergency exits as a prerequisite to refuelling is not necessarily required. OPERATIONAL PROCEDURES - AEROPLANES (c) Operational procedures should specify that --- at least the following precautions are taken: (1) one qualified person should remain at a specified location during fuelling operations with passengers on board. This qualified person should be capable of handling emergency procedures concerning fire protection and fire- fighting, handling communications and initiating and directing an evacuation; (2) two-way communication should be established and should remain available by the aeroplane's inter-communication system or other suitable means between the ground crew supervising the refuelling and the qualified personnel on board the aeroplane; the involved personnel should remain within easy reach of the system of communication; (3) crew, personnel and passengers should be warned that re/defuelling will take place; (4) ‘Fasten Seat Belts’ signs should be off; LENNUAMET VA-CAT-700-1 V3 Leht 196/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (5) ‘NO SMOKING’ signs should be on, together with interior lighting to enable emergency exits to be identified; (6) passengers should be instructed to unfasten their seat belts and refrain from smoking; (7) the minimum required number of cabin crew should be on board and be prepared for an immediate emergency evacuation; (8) if the presence of fuel vapour is detected inside the aeroplane, or any other hazard arises during re/defuelling, fuelling should be stopped immediately; (9) the ground area beneath the exits intended for emergency evacuation and slide deployment areas should be kept clear at doors where stairs are not in position for use in the event of evacuation; and (10) provision is made for a safe and rapid evacuation. OPERATIONAL PROCEDURES - HELICOPTERS (d) Operational procedures should specify that --- at least the following precautions are taken: (1) door(s) on the refuelling side of the helicopter remain closed; (2) door(s) on the non-refuelling side of the helicopter remain open, weather permitting; (3) fire-fighting facilities of the appropriate scale be positioned so as to be immediately available in the event of a fire; (4) sufficient personnel be immediately available to move passengers clear of the helicopter in the event of a fire; (5) sufficient qualified personnel be on board and be prepared for an immediate emergency evacuation; LENNUAMET VA-CAT-700-1 V3 Leht 197/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (6) if the presence of fuel vapour is detected inside the helicopter, or any other hazard arises during refuelling/defuelling, fuelling be stopped immediately; (7) the ground area beneath the exits intended for emergency evacuation be kept clear; and (8) provision is made for a safe and rapid evacuation. CAT.OP.MPA.200 Refuelling/defuelling Refuelling/defuelling with wide-cut fuel shall with wide-cut fuel only be conducted if the operator has established appropriate procedures taking into - GM1 CAT.OP.MPA.200 account the high risk of using wide-cut fuel types. GM1 CAT.OP.MPA.200 Refuelling/defuelling with wide-cut fuel PROCEDURES (a) ‘Wide-cut fuel’ (designated JET B, JP-4 or AVTAG) is an aviation turbine fuel that falls between gasoline and kerosene in the distillation range and consequently, compared to kerosene (JET A or JET A1), it has the properties of higher volatility (vapour pressure), lower flash point and lower freezing point. (b) Wherever possible, the operator should avoid the use of wide-cut fuel types. If a situation arises such that only wide-cut fuels are available for refuelling/defuelling, operators should be aware that mixtures of wide-cut fuels and kerosene turbine fuels can result in the air/fuel mixture in the tank being in the combustible range at ambient temperatures. The extra precautions set out below are advisable to avoid arcing in the tank due to electrostatic discharge. The risk of this type of arcing can be minimised by the use of a static dissipation additive in the fuel. When this additive is present in the proportions stated in the fuel specification, the normal fuelling precautions set out below are considered adequate. LENNUAMET VA-CAT-700-1 V3 Leht 198/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (c) Wide-cut fuel is considered to be ‘involved’ when it is being supplied or when it is already present in aircraft fuel tanks. (d) When wide-cut fuel has been used, this should be recorded in the technical log. The next two uplifts of fuel should be treated as though they too involved the use of wide-cut fuel. (e) When refuelling/defuelling with turbine fuels not containing a static dissipator, and where widecut fuels are involved, a substantial reduction on fuelling flow rate is advisable. Reduced flow rate, as recommended by fuel suppliers and/or aeroplane manufacturers, has the following benefits: (1) it allows more time for any static charge build-up in the fuelling equipment to dissipate before the fuel enters the tank; (2) it reduces any charge which may build up due to splashing; and (3) until the fuel inlet point is immersed, it reduces misting in the tank and consequently the extension of the flammable range of the fuel. (f) The flow rate reduction necessary is dependent upon the fuelling equipment in use and the type of filtration employed on the aeroplane fuelling distribution system. It is difficult, therefore, to quote precise flow rates. Reduction in flow rate is advisable whether pressure fuelling or overwing fuelling is employed. (g) With over-wing fuelling, splashing should be avoided by making sure that the delivery nozzle extends as far as practicable into the tank. Caution should be exercised to avoid damaging bag tanks with the nozzle. LENNUAMET VA-CAT-700-1 V3 Leht 199/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required CAT.OP.MPA.205 Push back and towing Push back and towing procedures specified by — aeroplanes the operator shall be conducted in accordance with established aviation standards and procedures. AMC1 CAT.OP.MPA.205 Push back and --- towing - aeroplanes BARLESS TOWING --- (a) Barless towing should be based on the applicable SAE ARP (Aerospace Recommended Practices), i.e. 4852B/4853B/5283/5284/5285 (as amended). (b) Pre- or post-taxi positioning of the --- aeroplanes should only be executed by barless towing if one of the following conditions are met: (1) an aeroplane is protected by its own design from damage to the nose wheel steering system; (2) a system/procedure is provided to alert the flight crew that damage referred to in (b)(1) may have or has occurred; (3) the towing vehicle is designed to prevent damage to the aeroplane type; or (4) the aeroplane manufacturer has published procedures and these are included in the operations manual. CAT.OP.MPA.210 Crew members at (a) Flight crew members --- stations (1) During take-off and landing each flight crew member required to be on duty in the flight crew compartment shall be at the assigned station. LENNUAMET VA-CAT-700-1 V3 Leht 200/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (2) During all other phases of flight each flight crew member required to be on duty in the flight crew compartment shall remain at the assigned station, unless absence is necessary for the performance of duties in connection with the operation or for physiological needs, provided at least one suitably qualified pilot remains at the controls of the aircraft at all times. (3) During all phases of flight each flight crew member required to be on duty in the flight crew compartment shall remain alert. If a lack of alertness is encountered, appropriate countermeasures shall be used. If unexpected fatigue is experienced, a controlled rest procedure, organised by the commander, may be used if workload permits. Controlled rest taken in this way shall not be considered to be part of a rest period for purposes of calculating flight time limitations nor used to justify any extension of the duty period. (b) Cabin crew members --- During critical phases of flight, each cabin crew member shall be seated at the assigned station and shall not perform any activities other than those required for the safe operation of the aircraft. AMC1 CAT.OP.MPA.210(b) Crew --- members at stations CABIN CREW SEATING POSITIONS --- (a) When determining cabin crew seating --- positions, the operator should ensure that they are: (1) close to a floor level door/exit; (2) provided with a good view of the area(s) of the passenger cabin for which the cabin crew member is responsible; and LENNUAMET VA-CAT-700-1 V3 Leht 201/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (3) evenly distributed throughout the cabin, in the above order of priority. (b) Item (a) should not be taken as implying that, in the event of there being more cabin crew stations than required cabin crew, the number of cabin crew members should be increased. GM1 CAT.OP.MPA.210 Crew members at stations MITIGATING MEASURES — (a) This GM addresses controlled rest taken by CONTROLLED REST the minimum certified flight crew. It is not related to planned in-flight rest by members of an augmented crew. (b) Although flight crew members should stay alert at all times during flight, unexpected fatigue can occur as a result of sleep disturbance and circadian disruption. To cover for this unexpected fatigue, and to regain a high level of alertness, a controlled rest procedure in the flight crew compartment, organised by the commander may be used, if workload permits and a controlled rest procedure is described in the operations manual. ‘Controlled rest’ means a period of time ‘off task’ that may include actual sleep. The use of controlled rest has been shown to significantly increase the levels of alertness during the later phases of flight, particularly after the top of descent, and is considered to be good use of crew resource management (CRM) principles. Controlled rest should be used in conjunction with other on- board fatigue management Regulation (EU) 965/2012 on air operations Annex IV – Part- CAT CAT.OP.MPA I R , A M C , G M Page 160 | May 2017 countermeasures such as physical exercise, bright cockpit illumination at appropriate times, balanced eating and drinking, and intellectual activity. LENNUAMET VA-CAT-700-1 V3 Leht 202/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (c) Controlled rest taken in this way should not be considered to be part of a rest period for the purposes of calculating flight time limitations, nor used to justify any duty period. Controlled rest may be used to manage both sudden unexpected fatigue and fatigue that is expected to become more severe during higher workload periods later in the flight. Controlled rest is not related to fatigue management, which is planned before flight. (d) Controlled rest periods should be agreed according to individual needs and the accepted principles of CRM; where the involvement of the cabin crew is required, consideration should be given to their workload. (e) When applying controlled rest procedures, the commander should ensure that: (1) the other flight crew member(s) is (are) adequately briefed to carry out the duties of the resting flight crew member; (2) one flight crew member is fully able to exercise control of the aircraft at all times; and (3) any system intervention that would normally require a cross-check according to multi-crew principles is avoided until the resting flight crew member resumes his/her duties. (f) Controlled rest procedures should satisfy all of the following criteria: (1) Only one flight crew member at a time should take rest at his/her station; the restraint device should be used and the seat positioned to minimise unintentional interference with the controls. (2) The rest period should be no longer than 45 minutes (in order to limit any actual sleep to approximately 30 minutes) to limit deep sleep and associated long recovery time (sleep inertia). LENNUAMET VA-CAT-700-1 V3 Leht 203/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (3) After this 45-minute period, there should be a recovery period of 20 minutes to overcome sleep inertia during which control of the aircraft should not be entrusted to the flight crew member. At the end of this recovery period, an appropriate briefing should be given. (4) In the case of two-crew operations, means should be established to ensure that the nonresting flight crew member remains alert. This may include: (i) appropriate alarm systems; (ii) on-board systems to monitor flight crew activity; and (iii) frequent cabin crew checks. In this case, the commander should inform the senior cabin crew member of the intention of the flight crew member to take controlled rest, and of the time of the end of that rest; frequent contact should be established between the non-resting flight crew member and the cabin crew by communication means, and the cabin crew should check that the resting flight crew member is awake at the end of the period. (5) There should be a minimum of 20 minutes between two subsequent controlled rest periods in order to overcome the effects of sleep inertia and allow for adequate briefing. (6) If necessary, a flight crew member may take more than one rest period, if time permits, on longer sectors, subject to the restrictions above. (7) Controlled rest periods should terminate at least 30 minutes before the top of descent. CAT.OP.MPA.215 Use of headset — (a) Each flight crew member required to be on --- aeroplanes duty in the flight crew compartment shall wear a headset with boom microphone or equivalent. The headset shall be used as the primary device for voice communications with ATS: LENNUAMET VA-CAT-700-1 V3 Leht 204/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (1) when on the ground: --- (i) when receiving the ATC departure clearance via voice communication; and (ii) when engines are running; (2) when in flight: --- (i) below transition altitude; or (ii) 10 000 ft, whichever is higher; and (3) whenever deemed necessary by the commander. (b) In the conditions of (a), the boom microphone or equivalent shall be in a position that permits its use for two-way radio communications. CAT.OP.MPA.216 Use of headset — Each flight crew member required to be on duty helicopters in the flight crew compartment shall wear a headset with boom microphone, or equivalent, and use it as the primary device to communicate with ATS. CAT.OP.MPA.220 Assisting means for The operator shall establish procedures to emergency evacuation ensure that before taxiing, take-off and landing and when safe and practicable to do so, all means of assistance for emergency evacuation that deploy automatically are armed. CAT.OP.MPA.225 Seats, safety belts and (a) Crew members --- restraint systems (1) During take-off and landing, and whenever decided by the commander in the interest of safety, each crew member shall be properly secured by all safety belts and restraint systems provided. (2) During other phases of the flight, each flight crew member in the flight crew compartment shall keep the assigned station safety belt fastened while at his/her station. LENNUAMET VA-CAT-700-1 V3 Leht 205/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (b) Passengers --- (1) Before take-off and landing, and during taxiing, and whenever deemed necessary in the interest of safety, the commander shall be satisfied that each passenger on board occupies a seat or berth with his/her safety belt or restraint system properly secured. (2) The operator shall make provisions for multiple occupancy of aircraft seats that is only allowed on specified seats. The commander shall be satisfied that multiple occupancy does not occur other than by one adult and one infant who is properly secured by a supplementary loop belt or other restraint device. CAT.OP.MPA.230 Securing of passenger (a) The operator shall establish procedures to compartment and galley(s) ensure that before taxiing, take-off and landing all exits and escape paths are unobstructed. (b) The commander shall ensure that before take-off and landing, and whenever deemed necessary in the interest of safety, all equipment and baggage are properly secured. CAT.OP.MPA.235 Life-jackets — The operator shall establish procedures to helicopters ensure that, when operating a helicopter over water in performance class 3, account is taken of the duration of the flight and conditions to be encountered when deciding if life-jackets are to be worn by all occupants. CAT.OP.MPA.240 Smoking on board The commander shall not allow smoking on --- board: (a) whenever considered necessary in the interest of safety; (b) during refuelling and defuelling of the aircraft; (c) while the aircraft is on the surface unless the operator has determined procedures to mitigate the risks during ground operations; LENNUAMET VA-CAT-700-1 V3 Leht 206/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (d) outside designated smoking areas, in the aisle(s) and lavatory(ies); (e) in cargo compartments and/or other areas where cargo is carried that is not stored in flame-resistant containers or covered by flame- resistant canvas; and (f) in those areas of the passenger compartment where oxygen is being supplied. CAT.OP.MPA.245 Meteorological (a) On IFR flights the commander shall only: --- conditions — all aircraft (1) commence take-off; or (2) continue beyond the point from which a revised ATS flight plan applies in the event of in-flight replanning, when information is available indicating that the expected weather conditions, at the time of arrival, at the destination and/or required alternate aerodrome(s) are at or above the planning minima. (b) On IFR flights, the commander shall only continue towards the planned destination aerodrome when the latest information available indicates that, at the expected time of arrival, the weather conditions at the destination, or at least one destination alternate aerodrome, are at or above the applicable aerodrome operating minima. (c) On VFR flights, the commander shall only commence take-off when the appropriate weather reports and/or forecasts indicate that the meteorological conditions along the part of the route to be flown under VFR will, at the appropriate time, be at or above the VFR limits. CAT.OP.MPA.246 Meteorological In addition to CAT.OP.MPA.245, on IFR --- conditions — aeroplanes flights with aeroplanes, the commander shall only continue beyond: LENNUAMET VA-CAT-700-1 V3 Leht 207/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (a) the decision point when using the reduced contingency fuel (RCF) procedure; or (b) the pre-determined point when using the pre-determined point (PDP) procedure, when information is available indicating that the expected weather conditions, at the time of arrival, at the destination and/or required alternate aerodrome(s) are at or above the applicable aerodrome operating minima. CAT.OP.MPA.247 Meteorological In addition to CAT.OP.MPA.245: --- conditions — helicopters (a) On VFR flights overwater out of sight of land with helicopters, the commander shall only commence take-off when the appropriate weather reports and/or forecasts indicate that the cloud ceiling will be above 600 ft by day or 1 200 ft by night. It shall be applicable until 1 July 2018, then (b) Notwithstanding (a), when flying between deleted helidecks located in class G airspace where the overwater sector is less than 10 NM, VFR flights may be conducted when the limits are at, or better than, the following: (c) Flight with helicopters to a helideck or elevated FATO shall only be operated when the mean wind speed at the helideck or elevated FATO is reported to be less than 60 kt. CAT.OP.MPA.250 Ice and other (a) The operator shall establish procedures to contaminants — ground procedures be followed when ground de-icing and anti- icing and related inspections of the aircraft are - GM1 CAT.OP.MPA.250 necessary to allow the safe operation of the - GM2 CAT.OP.MPA.250 aircraft. - GM3 CAT.OP.MPA.250 LENNUAMET VA-CAT-700-1 V3 Leht 208/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (b) The commander shall only commence take- off if the aircraft is clear of any deposit that might adversely affect the performance or controllability of the aircraft, except as permitted under (a) and in accordance with the AFM. GM1 CAT.OP.MPA.250 Ice and other contaminants — ground procedures TERMINOLOGY Terms used in the context of de-icing/anti-icing have the meaning defined in the following subparagraphs. (a) ‘Anti-icing fluid’ includes, but is not limited to, the following: (1) Type I fluid if heated to minimum 60°C at the nozzle; (2) mixture of water and Type I fluid if heated to minimum 60°C at the nozzle; (3) Type II fluid; (4) mixture of water and Type II fluid; (5) Type III fluid; (6) mixture of water and Type III fluid; (7) Type IV fluid; (8) mixture of water and Type IV fluid. On uncontaminated aircraft surfaces, Type II, III and IV anti-icing fluids are normally applied unheated. (b) ‘Clear ice’: a coating of ice, generally clear and smooth, but with some air pockets. It forms on exposed objects, the temperatures of which are at, below or slightly above the freezing temperature, by the freezing of super-cooled drizzle, droplets or raindrops. (c) Conditions conducive to aircraft icing on the ground (e.g. freezing fog, freezing precipitation, frost, rain or high humidity (on cold soaked wings), snow or mixed rain and snow). LENNUAMET VA-CAT-700-1 V3 Leht 209/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (d) ‘Contamination’, in this context, is understood as being all forms of frozen or semi-frozen moisture, such as frost, snow, slush or ice. (e) ‘Contamination check’: a check of aircraft for contamination to establish the need for de- icing (f) ‘De-icing fluid’: such fluid includes, but is not limited to, the following: (1) heated water; (2) Type I fluid; (3) mixture of water and Type I fluid; (4) Type II fluid; (5) mixture of water and Type II fluid; (6) Type III fluid; (7) mixture of water and Type III fluid; (8) Type IV fluid; (9) mixture of water and Type IV fluid. De-icing fluid is normally applied heated to ensure maximum efficiency. (g) ‘De-icing/anti-icing’: this is the combination of de-icing and anti-icing performed in either one or two steps. (h) ‘Ground ice detection system (GIDS)’: system used during aircraft ground operations to inform the personnel involved in the operation and/or the flight crew about the presence of frost, ice, snow or slush on the aircraft surfaces. (i) ‘Lowest operational use temperature (LOUT)’: the lowest temperature at which a fluid has been tested and certified as acceptable in accordance with the appropriate aerodynamic acceptance test whilst still maintaining a freezing point buffer of not less than: (1) 10°C for a Type I de-icing/anti-icing fluid; or LENNUAMET VA-CAT-700-1 V3 Leht 210/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (2) 7°C for Type II, III or IV de-icing/anti-icing fluids. (j) ‘Post-treatment check’: an external check of the aircraft after de-icing and/or anti-icing treatment accomplished from suitably elevated observation points (e.g. from the de-icing/anti- icing equipment itself or other elevated equipment) to ensure that the aircraft is free from any frost, ice, snow, or slush. (k) ‘Pre-take-off check’: an assessment normally performed by the flight crew, to validate the applied HoT. (l) ‘Pre-take-off contamination check’: a check of the treated surfaces for contamination, performed when the HoT has been exceeded or if any doubt exists regarding the continued effectiveness of the applied anti-icing treatment. It is normally accomplished externally, just before commencement of the take-off run. ANTI-ICING CODES (m) The following are examples of anti-icing codes: (1) ‘Type I’ at (start time) — to be used if anti- icing treatment has been performed with a Type I fluid; (2) ‘Type II/100’ at (start time) — to be used if anti-icing treatment has been performed with undiluted Type II fluid; (3) ‘Type II/75’ at (start time) — to be used if anti-icing treatment has been performed with a mixture of 75 % Type II fluid and 25 % water; (4) ‘Type IV/50’ at (start time) — to be used if anti-icing treatment has been performed with a mixture of 50 % Type IV fluid and 50 % water. (n) When a two-step de-icing/anti-icing operation has been carried out, the anti-icing code should be determined by the second step fluid. Fluid brand names may be included, if desired. LENNUAMET VA-CAT-700-1 V3 Leht 211/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required GM2 CAT.OP.MPA.250 Ice and other contaminants — ground procedures DE-ICING/ANTI-ICING — (a) De-icing and/or anti-icing procedures PROCEDURES should take into account manufacturer’s recommendations, including those that are type-specific and cover: (1) contamination checks, including detection of clear ice and under-wing frost; limits on the thickness/area of contamination published in the AFM or other manufacturers’ documentation should be followed; (2) procedures to be followed if de-icing and/or anti-icing procedures are interrupted or unsuccessful; (3) post-treatment checks; (4) pre-take-off checks; (5) pre-take-off contamination checks; (6) the recording of any incidents relating to de- icing and/or anti-icing; and (7) the responsibilities of all personnel involved in de-icing and/or anti-icing. (b) Operator’s procedures should ensure the following: (1) When aircraft surfaces are contaminated by ice, frost, slush or snow, they are de-iced prior to take-off according to the prevailing conditions. Removal of contaminants may be performed with mechanical tools, fluids (including hot water), infrared heat or forced air, taking account of aircraft type-specific provisions. (2) Account is taken of the wing skin temperature versus outside air temperature (OAT), as this may affect: (i) the need to carry out aircraft de-icing and/or anti-icing; and/or (ii) the performance of the de-icing/anti-icing fluids LENNUAMET VA-CAT-700-1 V3 Leht 212/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (3) When freezing precipitation occurs or there is a risk of freezing precipitation occurring that would contaminate the surfaces at the time of take-off, aircraft surfaces should be antiiced. If both de-icing and anti-icing are required, the procedure may be performed in a oneor two- step process, depending upon weather conditions, available equipment, available fluids and the desired hold-over time (HoT). One-step de-icing/anti-icing means that deicing and anti-icing are carried out at the same time, using a mixture of de-icing/anti-icing fluid and water. Two-step de-icing/anti-icing means that de-icing and anti-icing are carried out in two separate steps. The aircraft is first de-iced using heated water only or a heated mixture of de- icing/anti-icing fluid and water. After completion of the de-icing operation, a layer of a mixture of de-icing/anti-icing fluid and water, or of de-icing/anti-icing fluid only, is sprayed over the aircraft surfaces. The second step will be taken before the first-step fluid freezes, typically within three minutes and, if necessary, area by area. (4) When an aircraft is anti-iced and a longer HoT is needed/desired, the use of a less diluted Type II or Type IV fluid should be considered. (5) All restrictions relative to OAT and fluid application (including, but not necessarily limited to, temperature and pressure) published by the fluid manufacturer and/or aircraft manufacturer, are followed. and procedures, limitations and recommendations to prevent the formation of fluid residues are followed. LENNUAMET VA-CAT-700-1 V3 Leht 213/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (6) During conditions conducive to aircraft icing on the ground or after de-icing and/or antiicing, an aircraft is not dispatched for departure unless it has been given a contamination check or a post-treatment check by a trained and qualified person. This check should cover all treated surfaces of the aircraft and be performed from points offering sufficient accessibility to these parts. To ensure that there is no clear ice on suspect areas, it may be necessary to make a physical check (e.g. tactile). (7) The required entry is made in the technical log. (8) The commander continually monitors the environmental situation after the performed treatment. Prior to take-off, he/she performs a pre-take-off check, which is an assessment of whether the applied HoT is still appropriate. This pre-take-off check includes, but is not limited to, factors such as precipitation, wind and OAT (9) If any doubt exists as to whether a deposit may adversely affect the aircraft’s performance and/or controllability characteristics, the commander should arrange for a pre-take-off contamination check to be performed in order to verify that the aircraft’s surfaces are free of contamination. Special methods and/or equipment may be necessary to perform this check, especially at night time or in extremely adverse weather conditions. If this check cannot be performed just before take-off, re- treatment should be applied. (10) When re-treatment is necessary, any residue of the previous treatment should be removed and a completely new de-icing/anti- icing treatment should be applied. LENNUAMET VA-CAT-700-1 V3 Leht 214/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (11) When a ground ice detection system (GIDS) is used to perform an aircraft surfaces check prior to and/or after a treatment, the use of GIDS by suitably trained personnel should be part of the procedure. (c) Special operational considerations (1) When using thickened de-icing/anti-icing fluids, the operator should consider a two-step deicing/anti-icing procedure, the first step preferably with hot water and/or un-thickened fluids. (2) The use of de-icing/anti-icing fluids should be in accordance with the aircraft manufacturer’s documentation. This is particularly important for thickened fluids to assure sufficient flow-off during take-off. (3) The operator should comply with any type- specific operational provision(s), such as an aircraft mass decrease and/or a take-off speed increase associated with a fluid application. (4) The operator should take into account any flight handling procedures (stick force, rotation speed and rate, take-off speed, aircraft attitude etc.) laid down by the aircraft manufacturer when associated with a fluid application. (5) The limitations or handling procedures resulting from (c)(3) and/or (c)(4) above should be part of the flight crew pre take-off briefing. (d) Communications (1) Before aircraft treatment. When the aircraft is to be treated with the flight crew on board, the flight and personnel involved in the operation should confirm the fluid to be used, the extent of treatment required and any aircraft type-specific procedure(s) to be used. Any other information needed to apply the HoT tables should be exchanged. LENNUAMET VA-CAT-700-1 V3 Leht 215/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (2) Anti-icing code. The operator’s procedures should include an anti-icing code, which indicates the treatment the aircraft has received. This code provides the flight crew with the minimum details necessary to estimate a HoT and confirms that the aircraft is free of contamination. (3) After treatment. Before reconfiguring or moving the aircraft, the flight crew should receive a confirmation from the personnel involved in the operation that all de-icing and/or antiicing operations are complete and that all personnel and equipment are clear of the aircraft. (e) Hold-over protection The operator should publish in the operations manual, when required, the HoTs in the form of a table or a diagram, to account for the various types of ground icing conditions and the different Regulation (EU) 965/2012 on air operations Annex IV – Part-CAT CAT.OP.MPA I R , A M C , G M Page 168 | May 2017 types and concentrations of fluids used. However, the times of protection shown in these tables are to be used as guidelines only and are normally used in conjunction with the pre-take-off check. (f) Training The operator’s initial and recurrent de-icing and/or anti-icing training programmes (including communication training) for flight crew and those of its personnel involved in the operation who are involved in de-icing and/or anti-icing should include additional training if any of the following is introduced: (1) a new method, procedure and/or technique; (2) a new type of fluid and/or equipment; or (3) a new type of aircraft. (g) Contracting LENNUAMET VA-CAT-700-1 V3 Leht 216/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required When the operator contracts training on de- icing/anti-icing, the operator should ensure that the contractor complies with the operator’s training/qualification procedures, together with any specific procedures in respect of: (1) de-icing and/or anti-icing methods and procedures; (2) fluids to be used, including precautions for storage and preparation for use; (3) specific aircraft provisions (e.g. no-spray areas, propeller/engine de-icing, APU operation etc.); and (4) checking and communications procedures. (h) Special maintenance considerations (1) General The operator should take proper account of the possible side-effects of fluid use. Such effects may include, but are not necessarily limited to, dried and/or re-hydrated residues, corrosion and the removal of lubricants. (2) Special considerations regarding residues of dried fluids The operator should establish procedures to prevent or detect and remove residues of dried fluid. If necessary the operator should establish appropriate inspection intervals based on the recommendations of the airframe manufacturers and/or the operator’s own experience: (i) Dried fluid residues Dried fluid residues could occur when surfaces have been treated and the aircraft has not subsequently been flown and has not been subject to precipitation. The fluid may then have dried on the surfaces. LENNUAMET VA-CAT-700-1 V3 Leht 217/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (ii) Re-hydrated fluid residues Repetitive application of thickened de- icing/anti-icing fluids may lead to the subsequent formation/build-up of a dried residue in aerodynamically quiet areas, such as cavities and gaps. This residue may re-hydrate if exposed to high humidity conditions, precipitation, washing, etc., and increase to many times its original size/volume. This residue will freeze if exposed to conditions at or below 0 °C. This may cause moving parts, such as elevators, ailerons, and flap actuating mechanisms to stiffen or jam in-flight. Re- hydrated residues may also form on exterior surfaces, which can reduce lift, increase drag and stall speed. Re-hydrated residues may also collect inside control surface structures and cause clogging of drain holes or imbalances to flight controls. Residues may also collect in hidden areas, such as around flight control hinges, pulleys, grommets, on cables and in gaps. (iii) Operators are strongly recommended to obtain information about the fluid dry-out and re-hydration characteristics from the fluid manufacturers and to select products with optimised characteristics. (iv) Additional information should be obtained from fluid manufacturers for handling, storage, application and testing of their products. GM3 CAT.OP.MPA.250 Ice and other contaminants — ground procedures DE-ICING/ANTI-ICING BACKGROUND Further guidance material on this issue is given INFORMATION in the ICAO Manual of Aircraft Ground De- icing/Anti-icing Operations(Doc 9640) (hereinafter referred to as the ICAO Manual of Aircraft Ground De-icing/Anti-icing Operations). (a) General LENNUAMET VA-CAT-700-1 V3 Leht 218/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (1) Any deposit of frost, ice, snow or slush on the external surfaces of an aircraft may drastically affect its flying qualities because of reduced aerodynamic lift, increased drag, modified stability and control characteristics. Furthermore, freezing deposits may cause moving parts, such as elevators, ailerons, flap actuating mechanism etc., to jam and create a potentially hazardous condition. Propeller/engine/auxiliary power unit (APU)/systems performance may deteriorate due to the presence of frozen contaminants on blades, intakes and components. Also, engine operation may be seriously affected by the ingestion of snow or ice, thereby causing engine stall or compressor damage. In addition, ice/frost may form on certain external surfaces (e.g. wing upper and lower surfaces, etc.) due to the effects of cold fuel/structures, even in ambient temperatures well above 0 °C. (2) Procedures established by the operator for de-icing and/or anti-icing are intended to ensure that the aircraft is clear of contamination so that degradation of aerodynamic characteristics or mechanical interference will not occur and, following anti-icing, to maintain the airframe in that condition during the appropriate HoT. (3) Under certain meteorological conditions, de-icing and/or anti-icing procedures may be ineffective in providing sufficient protection for continued operations. Examples of these conditions are freezing rain, ice pellets and hail, heavy snow, high wind velocity, fast dropping OAT or any time when freezing precipitation with high water content is present. No HoT guidelines exist for these conditions. (4) Material for establishing operational procedures can be found, for example, in: (i) ICAO Annex 3, Meteorological Service for International Air Navigation; LENNUAMET VA-CAT-700-1 V3 Leht 219/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (ii) ICAO Manual of Aircraft Ground De- icing/Anti-icing Operations; (iii) ISO 11075 Aircraft - De-icing/anti-icing fluids - ISO type I; (iv) ISO 11076 Aircraft - De-icing/anti-icing methods with fluids; (v) ISO 11077 Aerospace - Self propelled de- icing/anti-icing vehicles - Functional requirements; (vi) ISO 11078 Aircraft - De-icing/anti-icing fluids -- ISO types II, III and IV; (vii) AEA ‘Recommendations for de-icing/anti- icing of aircraft on the ground’; (viii) AEA ‘Training recommendations and background information for de-icing/anti-icing of aircraft on the ground’; (ix) EUROCAE ED-104A Minimum Operational Performance Specification for Ground Ice Detection Systems; (x) SAE AS5681 Minimum Operational Performance Specification for Remote On- Ground Ice Detection Systems; (xi) SAE ARP4737 Aircraft - De-icing/anti- icing methods; (xii) SAE AMS1424 De-icing/anti-Icing Fluid, Aircraft, SAE Type I; (xiii) SAE AMS1428 Fluid, Aircraft De- icing/anti-Icing, Non-Newtonian, (Pseudoplastic), SAE Types II, III, and IV; (xiv) SAE ARP1971 Aircraft De-icing Vehicle - Self-Propelled, Large and Small Capacity; (xv) SAE ARP5149 Training Programme Guidelines for De-icing/anti-icing of Aircraft on Ground; and (xvi) SAE ARP5646 Quality Program Guidelines for De-icing/anti-icing of Aircraft on the Ground. (b) Fluids LENNUAMET VA-CAT-700-1 V3 Leht 220/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (1) Type I fluid: Due to its properties, Type I fluid forms a thin, liquid-wetting film on surfaces to which it is applied which, under certain weather conditions, gives a very limited HoT. With this type of fluid, increasing the concentration of fluid in the fluid/water mix does not provide any extension in HoT. (2) Type II and Type IV fluids contain thickeners which enable the fluid to form a thicker liquidwetting film on surfaces to which it is applied. Generally, this fluid provides a longer HoT than Type I fluids in similar conditions. With this type of fluid, the HoT can be extended by increasing the ratio of fluid in the fluid/water mix. (3) Type III fluid is a thickened fluid especially intended for use on aircraft with low rotation speeds. (4) Fluids used for de-icing and/or anti-icing should be acceptable to the operator and the aircraft manufacturer. These fluids normally conform to specifications such as SAE AMS1424, SAE AMS1428 or equivalent. Use of non-conforming fluids is not recommended due to their characteristics being unknown. The anti-icing and aerodynamic properties of thickened fluids may be seriously degraded by, for example, inappropriate storage, treatment, application, application equipment and age. (c) Hold-over protection (1) Hold-over protection is achieved by a layer of anti-icing fluid remaining on and protecting aircraft surfaces for a period of time. With an one-step de-icing/anti-icing procedure, the HoT begins at the commencement of de-icing/anti- icing. With a two-step procedure, the HoT begins at the commencement of the second (anti-icing) step. The hold-over protection runs out: LENNUAMET VA-CAT-700-1 V3 Leht 221/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (i) at the commencement of the take-off roll (due to aerodynamic shedding of fluid); or (ii) when frozen deposits start to form or accumulate on treated aircraft surfaces, thereby indicating the loss of effectiveness of the fluid. (2) The duration of hold-over protection may vary depending on the influence of factors other than those specified in the HoT tables. Guidance should be provided by the operator to take account of such factors, which may include: (i) atmospheric conditions, e.g. exact type and rate of precipitation, wind direction and velocity, relative humidity and solar radiation; and (ii) the aircraft and its surroundings, such as aircraft component inclination angle, contour and surface roughness, surface temperature, operation in close proximity to other aircraft (jet or propeller blast) and ground equipment and structures. (3) HoTs are not meant to imply that flight is safe in the prevailing conditions if the specified HoT has not been exceeded. Certain meteorological conditions, such as freezing drizzle or freezing rain, may be beyond the certification envelope of the aircraft. CAT.OP.MPA.255 Ice and other (a) The operator shall establish procedures for contaminants — flight procedures flights in expected or actual icing conditions. (b) The commander shall only commence a flight or intentionally fly into expected or actual icing conditions if the aircraft is certified and equipped to cope with such conditions. LENNUAMET VA-CAT-700-1 V3 Leht 222/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (c) If icing exceeds the intensity of icing for which the aircraft is certified or if an aircraft not certified for flight in known icing conditions encounters icing, the commander shall exit the icing conditions without delay, by a change of level and/or route, if necessary by declaring an emergency to ATC. AMC1 CAT.OP.MPA.255 Ice and other --- contaminants – flight procedures FLIGHT IN EXPECTED OR ACTUAL --- ICING CONDITIONS - AEROPLANES (a) In accordance with Article 2(a)5. of Annex IV to Regulation (EC) No 216/2008 (Essential requirements for air operations), in case of flight into known or expected icing conditions, the aircraft must be certified, equipped and/or treated to operate safely in such conditions. The procedures to be established by the operator should take account of the design, the equipment, the configuration of the aircraft and the necessary training. For these reasons, different aircraft types operated by the same company may require the development of different procedures. In every case the relevant limitations are those which are defined in the AFM and other documents produced by the manufacturer. (b) The operator should ensure that the --- procedures take account of the following: (1) the equipment and instruments which must be serviceable for flight in icing conditions; (2) the limitations on flight in icing conditions for each phase of flight. These limitations may be imposed by the aircraft’s de-icing or anti- icing equipment or the necessary performance corrections that have to be made; LENNUAMET VA-CAT-700-1 V3 Leht 223/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (3) the criteria the flight crew should use to assess the effect of icing on the performance and/or controllability of the aircraft; (4) the means by which the flight crew detects, by visual cues or the use of the aircraft’s ice detection system, that the flight is entering icing conditions; and (5) the action to be taken by the flight crew in a --- deteriorating situation (which may develop rapidly) resulting in an adverse affect on the performance and/or controllability of the aircraft, due to: (i) the failure of the aircraft’s anti-icing or de- icing equipment to control a build-up of ice; and/or (ii) ice build-up on unprotected areas. (c) Training for dispatch and flight in expected --- or actual icing conditions. The content of the operations manual should reflect the training, both conversion and recurrent, which flight crew, cabin crew and all other relevant operational personnel require in order to comply with the procedures for dispatch and flight in icing conditions: (1) For the flight crew, the training should --- include: (i) instruction on how to recognise, from weather reports or forecasts which are available before flight commences or during flight, the risks of encountering icing conditions along the planned route and on how to modify, as necessary, the departure and in-flight routes or profiles; (ii) instruction on the operational and performance limitations or margins; LENNUAMET VA-CAT-700-1 V3 Leht 224/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (iii) the use of in-flight ice detection, anti-icing and de-icing systems in both normal and abnormal operation; and (iv) instruction on the differing intensities and forms of ice accretion and the consequent action which should be taken. (2) For the cabin crew, the training should --- include; (i) awareness of the conditions likely to produce surface contamination; and (ii) the need to inform the flight crew of significant ice accretion. AMC2 CAT.OP.MPA.255 Ice and other --- contaminants – flight procedures FLIGHT IN EXPECTED OR ACTUAL --- ICING CONDITIONS - HELICOPTERS (a) The procedures to be established by the operator should take account of the design, the equipment or the configuration of the helicopter and also of the training which is needed. For these reasons, different helicopter types operated by the same company may require the development of different procedures. In every case, the relevant limitations are those that are defined in the AFM and other documents produced by the manufacturer. (b) For the required entries in the operations manual, the procedural principles that apply to flight in icing conditions are referred to under Subpart MLR of Annex III (ORO.MLR) and should be cross-referenced, where necessary, to supplementary, type-specific data. (c) Technical content of the procedures --- The operator should ensure that the procedures --- take account of the following: LENNUAMET VA-CAT-700-1 V3 Leht 225/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (1) CAT.IDE.H.165; (2) the equipment and instruments that should be serviceable for flight in icing conditions; (3) the limitations on flight in icing conditions for each phase of flight. These limitations may be specified by the helicopter’s de-icing or anti- icing equipment or the necessary performance corrections which have to be made; (4) the criteria the flight crew should use to assess the effect of icing on the performance and/or controllability of the helicopter; (5) the means by which the flight crew detects, by visual cues or the use of the helicopter’s ice detection system, that the flight is entering icing conditions; and (6) the action to be taken by the flight crew in a --- deteriorating situation (which may develop rapidly) resulting in an adverse effect on the performance and/or controllability of the helicopter, due to either: (i) the failure of the helicopter’s anti-icing or de-icing equipment to control a build-up of ice; and/or (ii) ice build-up on unprotected areas. (d) Training for dispatch and flight in expected --- or actual icing conditions The content of the operations manual, Part D, should reflect the training, both conversion and recurrent, which flight crew, and all other relevant operational personnel will require in order to comply with the procedures for dispatch and flight in icing conditions. (1) For the flight crew, the training should --- include: LENNUAMET VA-CAT-700-1 V3 Leht 226/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (i) instruction on how to recognise, from weather reports or forecasts that are available before flight commences or during flight, the risks of encountering icing conditions along the planned route and on how to modify, as necessary, the departure and in-flight routes or profiles; (ii) instruction on the operational and performance limitations or margins; (iii) the use of in-flight ice detection, anti-icing and de-icing systems in both normal and abnormal operation; and (iv) instruction on the differing intensities and forms of ice accretion and the consequent action which should be taken. (2) For crew members other than flight crew, --- the training should include; (i) awareness of the conditions likely to produce surface contamination; and (ii) the need to inform the flight crew of significant ice accretion. CAT.OP.MPA.260 Fuel and oil supply The commander shall only commence a flight or continue in the event of in-flight replanning when satisfied that the aircraft carries at least the planned amount of usable fuel and oil to complete the flight safely, taking into account the expected operating conditions. CAT.OP.MPA.265 Take-off conditions Before commencing take-off, the commander --- shall be satisfied that: (a) according to the information available to him/her, the weather at the aerodrome or operating site and the condition of the runway or FATO intended to be used would not prevent a safe take-off and departure; and (b) established aerodrome operating minima will be complied with. LENNUAMET VA-CAT-700-1 V3 Leht 227/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required CAT.OP.MPA.270 Minimum flight The commander or the pilot to whom conduct altitudes of the flight has been delegated shall not fly below specified minimum altitudes except when: (a) necessary for take-off or landing; or (b) descending in accordance with procedures YES approved by the competent authority. CAT.OP.MPA.275 Simulated abnormal The operator shall ensure that when carrying --- situations in flight passengers or cargo the following are not simulated: (a) abnormal or emergency situations that require the application of abnormal or emergency procedures; or (b) flight in IMC by artificial means. CAT.OP.MPA.280 In-flight fuel The operator shall establish a procedure to --- management — aeroplanes ensure that in-flight fuel checks and fuel management are carried out according to the following criteria. (a) In-flight fuel checks --- (1) The commander shall ensure that fuel --- checks are carried out in-flight at regular intervals. The usable remaining fuel shall be recorded and evaluated to: (i) compare actual consumption with planned consumption; (ii) check that the usable remaining fuel is sufficient to complete the flight, in accordance with (b); and (iii) determine the expected usable fuel remaining on arrival at the destination aerodrome. (2) The relevant fuel data shall be recorded. (b) In-flight fuel management --- LENNUAMET VA-CAT-700-1 V3 Leht 228/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (1) The flight shall be conducted so that the --- expected usable fuel remaining on arrival at the destination aerodrome is not less than: (i) the required alternate fuel plus final reserve fuel; or (ii) the final reserve fuel if no alternate aerodrome is required. (2) If an in-flight fuel check shows that the --- expected usable fuel remaining on arrival at the destination aerodrome is less than: (i) the required alternate fuel plus final reserve fuel, the commander shall take into account the traffic and the operational conditions prevailing at the destination aerodrome, at the destination alternate aerodrome and at any other adequate aerodrome in deciding whether to proceed to the destination aerodrome or to divert so as to perform a safe landing with not less than final reserve fuel; or (ii) the final reserve fuel if no alternate aerodrome is required, the commander shall take appropriate action and proceed to an adequate aerodrome so as to perform a safe landing with not less than final reserve fuel. (3) The commander shall declare an emergency when the calculated usable fuel on landing, at the nearest adequate aerodrome where a safe landing can be performed, is less than final reserve fuel. (4) Additional conditions for specific --- procedures (i) On a flight using the RCF procedure, to --- proceed to the destination 1 aerodrome, the commander shall ensure that the usable fuel remaining at the decision point is at least the total of: LENNUAMET VA-CAT-700-1 V3 Leht 229/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (A) trip fuel from the decision point to the destination 1 aerodrome; (B) contingency fuel equal to 5 % of trip fuel from the decision point to the destination 1 aerodrome; (C) destination 1 aerodrome alternate fuel, if a destination 1 alternate aerodrome is required; and (D) final reserve fuel. (ii) On a flight using the PDP procedure to --- proceed to the destination aerodrome, the commander shall ensure that the usable fuel remaining at the PDP is at least the total of: (A) trip fuel from the PDP to the destination aerodrome; (B) contingency fuel from the PDP to the destination aerodrome; and (C) additional fuel. CAT.OP.MPA.281 In-flight fuel (a) The operator shall establish a procedure to management — helicopters ensure that in-flight fuel checks and fuel management are carried out. (b) The commander shall ensure that the amount of usable fuel remaining in flight is not less than the fuel required to proceed to an aerodrome or operating site where a safe landing can be made, with final reserve fuel remaining. (c) The commander shall declare an emergency when the actual usable fuel on board is less than final reserve fuel. AMC1 CAT.OP.MPA.281 In-flight fuel --- management - helicopters COMPLEX MOTOR-POWERED --- HELICOPTERS, OTHER THAN LOCAL OPERATIONS LENNUAMET VA-CAT-700-1 V3 Leht 230/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required The operator should base in-flight fuel --- management procedures on the following criteria: (a) In-flight fuel checks --- (1) The commander should ensure that fuel --- checks are carried out in-flight at regular intervals. The remaining fuel should be recorded and evaluated to: (i) compare actual consumption with planned consumption; (ii) check that the remaining fuel is sufficient to complete the flight; and (iii) determine the expected fuel remaining on arrival at the destination. (2) The relevant fuel data should be recorded. (b) In-flight fuel management --- (1) If, as a result of an in-flight fuel check, the --- expected fuel remaining on arrival at the destination is less than the required alternate fuel plus final reserve fuel, the commander should: (i) divert; or (ii) replan the flight in accordance with Applicable until 01 July 2018, then replaced CAT.OP.MPA.181 (d)(1) unless he/she by paragraph (ii) below. considers it safer to continue to the destination. Applicable from 01 July 2018. Will replace (ii) replan the flight in accordance with paragraph (ii) above. SPA.HOFO.120 unless he/she considers it safer to continue to the destination. LENNUAMET VA-CAT-700-1 V3 Leht 231/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (2) At an onshore destination, when two suitable, separate touchdown and lift-off areas are available and the weather conditions at the destination comply with those specified for planning in CAT.OP.MPA.245 (a)(2), the commander may permit alternate fuel to be used before landing at the destination. (c) If, as a result of an in-flight fuel check on a --- flight to an isolated destination, planned in accordance with (b), the expected fuel remaining at the point of last possible diversion is less than the sum of: (1) fuel to divert to an operating site selected in accordance with CAT.OP.MPA.181 (a); (2) contingency fuel; and (3) final reserve fuel, the commander should: --- (i) divert; or (ii) proceed to the destination provided that at onshore destinations, two suitable, separate touchdown and lift-off areas are available at the destination and the expected weather conditions at the destination comply with those specified for planning in CAT.OP.MPA.245 (a)(2). CAT.OP.MPA.285 Use of supplemental The commander shall ensure that flight crew oxygen members engaged in performing duties essential to the safe operation of an aircraft in flight use supplemental oxygen continuously whenever the cabin altitude exceeds 10 000 ft for a period of more than 30 minutes and whenever the cabin altitude exceeds 13 000 ft. LENNUAMET VA-CAT-700-1 V3 Leht 232/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required CAT.OP.MPA.290 Ground proximity When undue proximity to the ground is detection detected by a flight crew member or by a ground proximity warning system, the pilot flying shall take corrective action immediately to establish safe flight conditions. GM1 CAT.OP.MPA.290 Ground proximity detection TERRAIN AWARENESS WARNING (a) Introduction SYSTEM (TAWS) FLIGHT CREW TRAINING PROGRAMMES (1) This GM contains performance-based training objectives for TAWS flight crew training. (2) The training objectives cover five areas: theory of operation; pre-flight operations; general in-flight operations; response to TAWS cautions; and response to TAWS warnings. (3) The term ‘TAWS’ in this GM means a ground proximity warning system (GPWS) enhanced by a forward-looking terrain avoidance function. Alerts include both cautions and warnings LENNUAMET VA-CAT-700-1 V3 Leht 233/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (4) The content of this GM is intended to assist operators who are producing training programmes. The information it contains has not been tailored to any specific aircraft or TAWS equipment, but highlights features which are typically available where such systems are installed. It is the responsibility of the individual operator to determine the applicability of the content of this guidance material to each aircraft and TAWS equipment installed and their operation. Operators should refer to the AFM and/or aircraft/flight crew operating manual (A/FCOM), or similar documents, for information applicable to specific configurations. If there should be any conflict between the content of this guidance material and that published in the other documents described above, then information contained in the AFM or A/FCOM will take precedence. (b) Scope (1) The scope of this GM is designed to identify training objectives in the areas of: academic training; manoeuvre training; initial evaluation; and recurrent qualification. Under each of these four areas, the training material has been separated into those items which are considered essential training items and those that are considered to be desirable. In each area, objectives and acceptable performance criteria are defined. LENNUAMET VA-CAT-700-1 V3 Leht 234/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (2) No attempt is made to define how the training programme should be implemented. Instead, objectives are established to define the knowledge that a pilot operating a TAWS is expected to possess and the performance expected from a pilot who has completed TAWS training. However, the guidelines do indicate those areas in which the pilot receiving the training should demonstrate his/her understanding, or performance, using a real- time, interactive training device, i.e. a flight simulator. Where appropriate, notes are included within the performance criteria which amplify or clarify the material addressed by the training objective. (c) Performance-based training objectives (1) TAWS academic training (i) This training is typically conducted in a classroom environment. The knowledge demonstrations specified in this section may be completed through the successful completion of written tests or by providing correct responses to non-real-time computer-based training (CBT) questions. (ii) Theory of operation. The pilot should demonstrate an understanding of TAWS operation and the criteria used for issuing cautions and warnings. This training should address system operation. Objective: To demonstrate knowledge of how a TAWS functions. Criteria: The pilot should demonstrate an understanding of the following functions: (A) Surveillance LENNUAMET VA-CAT-700-1 V3 Leht 235/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (a) The GPWS computer processes data supplied from an air data computer, a radio altimeter, an instrument landing system (ILS)/microwave landing system (MLS)/multi- mode (MM) receiver, a roll attitude sensor, and actual position of the surfaces and of the landing gear. (b) The forward-looking terrain avoidance function utilises an accurate source of known aircraft position, such as that which may be provided by a flight management system (FMS) or GPS, or an electronic terrain database. The source and scope of the terrain, obstacle and airport data, and features such as the terrain clearance floor, the runway picker, and geometric altitude (where provided) should all be described. (c) Displays required to deliver TAWS outputs include a loudspeaker for voice announcements, visual alerts (typically amber and red lights), and a terrain awareness display (that may be combined with other displays). In addition, means should be provided for indicating the status of the TAWS and any partial or total failures that may occur. (B) Terrain avoidance. Outputs from the TAWS computer provides visual and audio synthetic voice cautions and warnings to alert the flight crew about potential conflicts with terrain and obstacles. (C) Alert thresholds. Objective: To demonstrate knowledge of the criteria for issuing cautions and warnings. Criteria: The pilot should be able to demonstrate an understanding of the methodology used by a TAWS to issue cautions and alerts and the general criteria for the issuance of these alerts, including: (a) basic GPWS alerting modes specified in the ICAO Standard: LENNUAMET VA-CAT-700-1 V3 Leht 236/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required Mode 1: excessive sink rate; Mode 2: excessive terrain closure rate; Mode 3: descent after take-off or go-around; Mode 4: unsafe proximity to terrain; Mode 5: descent below ILS glide slope (caution only); and (b) an additional, optional alert mode — Mode 6: radio altitude call-out (information only); TAWS cautions and warnings which alert the flight crew to obstacles and terrain ahead of the aircraft in line with or Regulation (EU) 965/2012 on air operations Annex IV – Part- CAT CAT.OP.MPA I R , A M C , G M Page 180 | May 2017 adjacent to its projected flight path (forward-looking terrain avoidance (FLTA) and premature descent alert (PDA) functions). (D) TAWS limitations. Objective: To verify that the pilot is aware of the limitations of TAWS. Criteria: The pilot should demonstrate knowledge and an understanding of TAWS limitations identified by the manufacturer for the equipment model installed, such as: (a) navigation should not be predicated on the use of the terrain display; (b) unless geometric altitude data are provided, use of predictive TAWS functions is prohibited when altimeter subscale settings display ‘QFE’; LENNUAMET VA-CAT-700-1 V3 Leht 237/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (c) nuisance alerts can be issued if the aerodrome of intended landing is not included in the TAWS airport database; (d) in cold weather operations, corrective procedures should be implemented by the pilot unless the TAWS has in-built compensation, such as geometric altitude data; (e) loss of input data to the TAWS computer could result in partial or total loss of functionality. Where means exist to inform the flight crew that functionality has been degraded, this should be known and the consequences understood; (f) radio signals not associated with the intended flight profile (e.g. ILS glide path transmissions from an adjacent runway) may cause false alerts; (g) inaccurate or low accuracy aircraft position data could lead to false or non-annunciation of terrain or obstacles ahead of the aircraft; and (h) minimum equipment list (MEL) restrictions should be applied in the event of the TAWS becoming partially or completely unserviceable. (It should be noted that basic GPWS has no forward-looking capability.) LENNUAMET VA-CAT-700-1 V3 Leht 238/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (E) TAWS inhibits. Objective: To verify that the pilot is aware of the conditions under which certain functions of a TAWS are inhibited. Criteria: The pilot should demonstrate knowledge and an understanding of the various TAWS inhibits, including the following means of: (a) silencing voice alerts; (b) inhibiting ILS glide path signals (as may be required when executing an ILS back beam approach); (c) inhibiting flap position sensors (as may be required when executing an approach with the flaps not in a normal position for landing); (d) inhibiting the FLTA and PDA functions; and (e) selecting or deselecting the display of terrain information, together with appropriate annunciation of the status of each selection. LENNUAMET VA-CAT-700-1 V3 Leht 239/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (2) Operating procedures. The pilot should demonstrate the knowledge required to operate TAWS avionics and to interpret the information presented by a TAWS. This training should address the following topics: (i) Use of controls. Objective: To verify that the pilot can properly operate all TAWS controls and inhibits. Criteria: The pilot should demonstrate the proper use of controls, including the following means by which: (A) before flight, any equipment self-test functions can be initiated; (B) TAWS information can be selected for display; and (C) all TAWS inhibits can be operated and what the consequent annunciations mean with regard to loss of functionality. (ii) Display interpretation. Objective: To verify that the pilot understands the meaning of all information that can be annunciated or displayed by a TAWS. Criteria: The pilot should demonstrate the ability to properly interpret information annunciated or displayed by a TAWS, including the following: (A) knowledge of all visual and aural indications that may be seen or heard; (B) response required on receipt of a caution; (C) response required on receipt of a warning; and (D) response required on receipt of a notification that partial or total failure of the TAWS has occurred (including annunciation that the present aircraft position is of low accuracy). LENNUAMET VA-CAT-700-1 V3 Leht 240/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (iii) Use of basic GPWS or use of the FLTA function only. Objective: To verify that the pilot understands what functionality will remain following loss of the GPWS or of the FLTA function. Criteria: The pilot should demonstrate knowledge of how to recognise the following: (A) un-commanded loss of the GPWS function, or how to isolate this function and how to recognise the level of the remaining controlled flight into terrain (CFIT) protection (essentially, this is the FLTA function); and (B) un-commanded loss of the FLTA function, or how to isolate this function and how to recognise the level of the remaining CFIT protection (essentially, this is the basic GPWS). (iv) Crew coordination. Objective: To verify that the pilot adequately briefs other flight crew members on how TAWS alerts will be handled. Criteria: The pilot should demonstrate that the pre-flight briefing addresses procedures that will be used in preparation for responding to TAWS cautions and warnings, including the following: (A) the action to be taken, and by whom, in the event that a TAWS caution and/or warning is issued; and LENNUAMET VA-CAT-700-1 V3 Leht 241/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (B) how multi-function displays will be used to depict TAWS information at takeoff, in the cruise and for the descent, approach, landing (and any go-around). This will be in accordance with procedures specified by the operator, who will recognise that it may be more desirable that other data are displayed at certain phases of flight and that the terrain display has an automatic 'pop-up' mode in the event that an alert is issued. (v) Reporting rules. Objective: To verify that the pilot is aware of the rules for reporting alerts to the controller and other authorities. Criteria: The pilot should demonstrate knowledge of the following: (A) when, following recovery from a TAWS alert or caution, a transmission of information should be made to the appropriate ATC unit; and (B) the type of written report that is required, how it is to be compiled, and whether any cross reference should be made in the aircraft technical log and/or voyage report (in accordance with procedures specified by the operator), following a flight in which the aircraft flight path has been modified in response to a TAWS alert, or if any part of the equipment appears not to have functioned correctly. LENNUAMET VA-CAT-700-1 V3 Leht 242/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (vi) Alert thresholds. Objective: To demonstrate knowledge of the criteria for issuing cautions and warnings. Criteria: The pilot should be able to demonstrate an understanding of the methodology used by a TAWS to issue cautions and warnings and the general criteria for the issuance of these alerts, including awareness of the following: (A) modes associated with basic GPWS, including the input data associated with each; and (B) visual and aural annunciations that can be issued by TAWS and how to identify which are cautions and which are warnings. (3) TAWS manoeuvre training. The pilot should demonstrate the knowledge required to respond correctly to TAWS cautions and warnings. This training should address the following topics: (i) Response to cautions: (A) Objective: To verify that the pilot properly interprets and responds to cautions. Criteria: The pilot should demonstrate an understanding of the need, without delay: LENNUAMET VA-CAT-700-1 V3 Leht 243/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (a) to initiate action required to correct the condition which has caused the TAWS to issue the caution and to be prepared to respond to a warning, if this should follow; and (b) if a warning does not follow the caution, to notify the controller of the new position, heading and/or altitude/flight level of the aircraft, and what the commander intends to do next. (B) The correct response to a caution might require the pilot to: (a) reduce a rate of descent and/or to initiate a climb; (b) regain an ILS glide path from below, or to inhibit a glide path signal if an ILS is not being flown; (c) select more flap, or to inhibit a flap sensor if the landing is being conducted with the intent that the normal flap setting will not be used; (d) select gear down; and/or (e) initiate a turn away from the terrain or obstacle ahead and towards an area free of such obstructions if a forward-looking terrain display indicates that this would be a good solution and the entire manoeuvre can be carried out in clear visual conditions. LENNUAMET VA-CAT-700-1 V3 Leht 244/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (ii) Response to warnings. Objective: To verify that the pilot properly interprets and responds to warnings. Criteria: The pilot should demonstrate an understanding of the following: (A) The need, without delay, to initiate a climb in the manner specified by the operator. (B) The need, without delay, to maintain the climb until visual verification can be made that the aircraft will clear the terrain or obstacle ahead or until above the appropriate sector safe altitude (if certain about the location of the aircraft with respect to terrain) even if the TAWS warning stops. If, subsequently, the aircraft climbs up through the sector safe altitude, but the visibility does not allow the flight crew to confirm that the terrain hazard has ended, checks should be made to verify the location of the aircraft and to confirm that the altimeter subscale settings are correct. (C) When the workload permits that, the flight crew should notify the air traffic controller of the new position and altitude/flight level, and what the commander intends to do next. (D) That the manner in which the climb is made should reflect the type of aircraft and the method specified by the aircraft manufacturer (which should be reflected in the operations manual) for performing the escape manoeuvre. Essential aspects will include the need for an increase in pitch attitude, selection of maximum thrust, confirmation that external sources of drag (e.g. spoilers/speed brakes) are retracted, and respect of the stick shaker or other indication of eroded stall margin. LENNUAMET VA-CAT-700-1 V3 Leht 245/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (E) That TAWS warnings should never be ignored. However, the pilot’s response may be limited to that which is appropriate for a caution, only if: (a) the aircraft is being operated by day in clear, visual conditions; and (b) it is immediately clear to the pilot that the aircraft is in no danger in respect of its configuration, proximity to terrain or current flight path. (4) TAWS initial evaluation: (i) The flight crew member’s understanding of the academic training items should be assessed by means of a written test. (ii) The flight crew member’s understanding of the manoeuvre training items should be assessed in a FSTD equipped with TAWS visual and aural displays and inhibit selectors similar in appearance and operation to those in the aircraft which the pilot will fly. The results should be assessed by a synthetic flight instructor, synthetic flight examiner, type rating instructor or type rating examiner. (iii) The range of scenarios should be designed to give confidence that proper and timely responses to TAWS cautions and warnings will result in the aircraft avoiding a CFIT accident. To achieve this objective, the pilot should demonstrate taking the correct action to prevent a caution developing into a warning and, separately, the escape manoeuvre needed in response to a warning. These demonstrations should take place when the external visibility iszero, though there is much to be learnt if, initially, the training is given in 'mountainous' or 'hilly' terrain with clear visibility. This training should comprise a sequence of scenarios, rather than be included in line oriented flight training (LOFT). LENNUAMET VA-CAT-700-1 V3 Leht 246/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (iv) A record should be made, after the pilot has demonstrated competence, of the scenarios that were practised. (5) TAWS recurrent training: (i) TAWS recurrent training ensures that pilots maintain the appropriate TAWS knowledge and skills. In particular, it reminds pilots of the need to act promptly in response to cautions and warnings, and of the unusual attitude associated with flying the escape manoeuvre. (ii) An essential item of recurrent training is the discussion of any significant issues and operational concerns that have been identified by the operator. Recurrent training should also address changes to TAWS logic, parameters or procedures and to any unique TAWS characteristics of which pilots should be aware. (6) Reporting procedures: (i) Verbal reports. Verbal reports should be made promptly to the appropriate air traffic control unit: (A) whenever any manoeuvre has caused the aircraft to deviate from an air traffic clearance; (B) when, following a manoeuvre which has caused the aircraft to deviate from an air traffic clearance, the aircraft has returned to a flight path which complies with the clearance; and/or LENNUAMET VA-CAT-700-1 V3 Leht 247/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (C) when an air traffic control unit issues instructions which, if followed, would cause the pilot to manoeuvre the aircraft towards terrain or obstacle or it would appear from the display that a potential CFIT occurrence is likely to result. (ii) Written reports. Written reports should be submitted in accordance with the operator's occurrence reporting scheme and they also should be recorded in the aircraft technical log: (A) whenever the aircraft flight path has been modified in response to a TAWS alert (false, nuisance or genuine); (B) whenever a TAWS alert has been issued and is believed to have been false; and/or (C) if it is believed that a TAWS alert should have been issued, but was not. (iii) Within this GM and with regard to reports: (A) the term 'false' means that the TAWS issued an alert which could not possibly be justified by the position of the aircraft in respect to terrain and it is probable that a fault or failure in the system (equipment and/or input data) was the cause; (B) the term 'nuisance' means that the TAWS issued an alert which was appropriate, but was not needed because the flight crew could determine by independent means that the flight path was, at that time, safe; (C) the term 'genuine' means that the TAWS issued an alert which was both appropriate and necessary; and LENNUAMET VA-CAT-700-1 V3 Leht 248/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (D) the report terms described in (c)(6)(iii) are only meant to be assessed after the occurrence is over, to facilitate subsequent analysis, the adequacy of the equipment and the programmes it contains. The intention is not for the flight crew to attempt to classify an alert into any of these three categories when visual and/or aural cautions or warnings are annunciated. CAT.OP.MPA.295 Use of airborne The operator shall establish operational collision avoidance system (ACAS) procedures and training programmes when ACAS is installed and serviceable. When ACAS II is used, such procedures and training shall be in accordance with Commission Regulation (EU) No 1332/2011. GENERAL (a) The ACAS operational procedures and training programmes established by the operator should take into account this GM. It incorporates advice contained in: (1) (1) ICAO PANS-OPS, Volume 18 Flight Procedures, Attachment A (ACAS Training Guidelines for Pilots) and Attachment B (ACAS High Vertical Rate Encounters) to Part III, Section 3, Chapter 3; and (2) ICAO PANS-ATM9 Chapters 12 and 15 phraseology requirements; (3) ICAO Annex 10, Volume IV; (4) ICAO PANS-OPS, Volume 1; (5) ICAO PANS-ATM; and (6) ICAO guidance material ‘ACAS Performance-Based Training Objectives’ (published under Attachment E of State Letter AN 7/1.3.7.2-97/77). LENNUAMET VA-CAT-700-1 V3 Leht 249/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (b) Additional guidance material on ACAS may be referred to, including information available from such sources as EUROCONTROL. ACAS FLIGHT CREW TRAINING (c) During the implementation of ACAS, PROGRAMMES several operational issues were identified which had been attributed to deficiencies in flight crew training programmes. As a result, the issue of flight crew training has been discussed within the ICAO, which has developed guidelines for operators to use when designing training programmes. (d) This GM contains performance-based training objectives for ACAS II flight crew training. Information contained in this paper related to traffic advisories (TAs) is also applicable to ACAS I and ACAS II users. The training objectives cover five areas: theory of operation; pre-flight operations; general in- flight operations; response to TAs; and response to resolution advisories (RAs). (e) The information provided is valid for version 7 and 7.1 (ACAS II). Where differences arise, these are identified. (f) The performance-based training objectives are further divided into the areas of: academic training; manoeuvre training; initial evaluation and recurrent qualification. Under each of these four areas, the training material has been separated into those items which are considered essential training items and those which are considered desirable. In each area, objectives and acceptable performance criteria are defined. (g) ACAS academic training LENNUAMET VA-CAT-700-1 V3 Leht 250/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (1) This training is typically conducted in a classroom environment. The knowledge demonstrations specified in this section may be completed through the successful completion of written tests or through providing correct responses to non-real-time computer-based training (CBT) questions. (2) Essential items (i) Theory of operation. The flight crew member should demonstrate an understanding of ACAS II operation and the criteria used for issuing TAs and RAs. This training should address the following topics: (A) System operation Objective: to demonstrate knowledge of how ACAS functions. Criteria: the flight crew member should demonstrate an understanding of the following functions: (a) Surveillance (1) ACAS interrogates other transponder- equipped aircraft within a nominal range of 14 NM. (2) ACAS surveillance range can be reduced in geographic areas with a large number of ground interrogators and/or ACAS II-equipped aircraft. (3) If the operator's ACAS implementation provides for the use of the Mode S extended squitter, the normal surveillance range may be increased beyond the nominal 14 NM. However, this information is not used for collision avoidance purposes. (b) Collision avoidance LENNUAMET VA-CAT-700-1 V3 Leht 251/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (1) TAs can be issued against any transponder- equipped aircraft which responds to the ICAO Mode C interrogations, even if the aircraft does not have altitude reporting capability. (2) RAs can be issued only against aircraft that are reporting altitude and in the vertical plane only. (3) RAs issued against an ACAS-equipped intruder are co-ordinated to ensure complementary RAs are issued. (4) Failure to respond to an RA deprives own aircraft of the collision protection provided by own ACAS. (5) Additionally, in ACAS-ACAS encounters, failure to respond to an RA also restricts the choices available to the other aircraft's ACAS and thus renders the other aircraft's ACAS less effective than if own aircraft were not ACAS- equipped. (B) Advisory thresholds Objective: to demonstrate knowledge of the criteria for issuing TAs and RAs Criteria: the flight crew member should demonstrate an understanding of the methodology used by ACAS to issue TAs and RAs and the general criteria for the issuance of these advisories, including the following: (a) ACAS advisories are based on time to closest point of approach (CPA) rather than distance. The time should be short and vertical separation should be small, or projected to be small, before an advisory can be issued. The separation standards provided by ATS are different from the miss distances against which ACAS issues alerts. LENNUAMET VA-CAT-700-1 V3 Leht 252/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (b) Thresholds for issuing a TA or an RA vary with altitude. The thresholds are larger at higher altitudes. (c) A TA occurs from 15 to 48 seconds and an RA from 15 to 35 seconds before the projected CPA. (d) RAs are chosen to provide the desired vertical miss distance at CPA. As a result, RAs can instruct a climb or descent through the intruder aircraft's altitude (C) ACAS limitations Objective: to verify that the flight crew member is aware of the limitations of ACAS. Criteria: the flight crew member should demonstrate knowledge and understanding of ACAS limitations, including the following: (a) ACAS will neither track nor display non- transponder-equipped aircraft, nor aircraft not responding to ACAS Mode C interrogations. (b) ACAS will automatically fail if the input from the aircraft’s barometric altimeter, radio altimeter or transponder is lost. (1) In some installations, the loss of information from other on board systems such as an inertial reference system (IRS) or attitude heading reference system (AHRS) may result in an ACAS failure. Individual operators should ensure that their flight crews are aware of the types of failure that will result in an ACAS failure. LENNUAMET VA-CAT-700-1 V3 Leht 253/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (2) ACAS may react in an improper manner when false altitude information is provided to own ACAS or transmitted by another aircraft. Individual operators should ensure that their flight crew are aware of the types of unsafe conditions that can arise. Flight crew members should ensure that when they are advised, if their own aircraft is transmitting false altitude reports, an alternative altitude reporting source is selected, or altitude reporting is switched off. (c) Some aeroplanes within 380 ft above ground level (AGL) (nominal value) are deemed to be ‘on ground’ and will not be displayed. If ACAS is able to determine an aircraft below this altitude is airborne, it will be displayed (d) ACAS may not display all proximate transponder-equipped aircraft in areas of high density traffic. (e) The bearing displayed by ACAS is not sufficiently accurate to support the initiation of horizontal manoeuvres based solely on the traffic display. (f) ACAS will neither track nor display intruders with a vertical speed in excess of 10 000 ft/min. In addition, the design implementation may result in some short-term errors in the tracked vertical speed of an intruder during periods of high vertical acceleration by the intruder. LENNUAMET VA-CAT-700-1 V3 Leht 254/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (g) Ground proximity warning systems/ground collision avoidance systems (GPWSs/GCASs) warnings and wind shear warnings take precedence over ACAS advisories. When either a GPWS/GCAS or wind shear warning is active, ACAS aural annunciations will be inhibited and ACAS will automatically switch to the 'TA only' mode of operation. (D) ACAS inhibits Objective: to verify that the flight crew member is aware of the conditions under which certain functions of ACAS are inhibited. Criteria: the flight crew member should demonstrate knowledge and understanding of the various ACAS inhibits, including the following: (a) ‘Increase Descent’ RAs are inhibited below 1 450 ft AGL; (b) ‘Descend’ RAs are inhibited below 1 100 ft AGL; (c) all RAs are inhibited below 1 000 ft AGL; (d) all TA aural annunciations are inhibited below 500 ft AGL; and (e) altitude and configuration under which ‘Climb’ and ‘Increase Climb’ RAs are inhibited. ACAS can still issue ‘Climb’ and ‘Increase Climb’ RAs when operating at the aeroplane's certified ceiling. (In some aircraft types, ‘Climb’ or ‘Increase Climb’ RAs are never inhibited.) (ii) Operating procedures LENNUAMET VA-CAT-700-1 V3 Leht 255/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required The flight crew member should demonstrate the knowledge required to operate the ACAS avionics and interpret the information presented by ACAS. This training should address the following: (A) Use of controls Objective: to verify that the pilot can properly operate all ACAS and display controls. Criteria: demonstrate the proper use of controls including: (a) aircraft configuration required to initiate a self-test; (b) steps required to initiate a self-test; (c) recognising when the self-test was successful and when it was unsuccessful. When the self-test is unsuccessful, recognising the reason for the failure and, if possible, correcting the problem; (d) recommended usage of range selection. Low ranges are used in the terminal area and the higher display ranges are used in the en- route environment and in the transition between the terminal and en-route environment; (e) recognising that the configuration of the display does not affect the ACAS surveillance volume; (f) selection of lower ranges when an advisory is issued, to increase display resolution; LENNUAMET VA-CAT-700-1 V3 Leht 256/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (g) proper configuration to display the appropriate ACAS information without eliminating the display of other needed information; (h) if available, recommended usage of the above/below mode selector. The above mode should be used during climb and the below mode should be used during descent; and (i) if available, proper selection of the display of absolute or relative altitude and the limitations of using this display if a barometric correction is not provided to ACAS. (B) Display interpretation Objective: to verify that the flight crew member understands the meaning of all information that can be displayed by ACAS. The wide variety of display implementations require the tailoring of some criteria. When the training programme is developed, these criteria should be expanded to cover details for the operator's specific display implementation. Criteria: the flight crew member should demonstrate the ability to properly interpret information displayed by ACAS, including the following: (a) other traffic, i.e. traffic within the selected display range that is not proximate traffic, or causing a TA or RA to be issued; LENNUAMET VA-CAT-700-1 V3 Leht 257/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (b) proximate traffic, i.e. traffic that is within 6 NM and ±1 200 ft; (c) non-altitude reporting traffic; (d) no bearing TAs and RAs; (e) off-scale TAs and RAs: the selected range should be changed to ensure that all available information on the intruder is displayed; (f) TAs: the minimum available display range which allows the traffic to be displayed should be selected, to provide the maximum display resolution; (g) RAs (traffic display): the minimum available display range of the traffic display which allows the traffic to be displayed should be selected, to provide the maximum display resolution; (h) RAs (RA display): flight crew members should demonstrate knowledge of the meaning of the red and green areas or the meaning of pitch or flight path angle cues displayed on the RA display. Flight crew members should also demonstrate an understanding of the RA display limitations, i.e. if a vertical speed tape is used and the range of the tape is less than 2 500 ft/min, an increase rate RA cannot be properly displayed; and (i) if appropriate, awareness that navigation displays oriented on ‘TrackUp’ may require a flight crew member to make a mental adjustment for drift angle when assessing the bearing of proximate traffic. (C) Use of the TA-only mode Objective: to verify that a flight crew member understands the appropriate times to select the TA-only mode of operation and the limitations associated with using this mode. LENNUAMET VA-CAT-700-1 V3 Leht 258/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required Criteria: the flight crew member should demonstrate the following: (a) Knowledge of the operator's guidance for the use of TA only. (b) Reasons for using this mode. If TA only is not selected when an airport is conducting simultaneous operations from parallel runways separated by less than 1 200 ft, and to some intersecting runways, RAs can be expected. If for any reason TA only is not selected and an RA is received in these situations, the response should comply with the operator's approved procedures. (c) All TA aural annunciations are inhibited below 500 ft AGL. As a result, TAs issued below 500 ft AGL may not be noticed unless the TA display is included in the routine instrument scan. (D) Crew coordination Objective: to verify that the flight crew member understands how ACAS advisories will be handled. Criteria: the flight crew member should demonstrate knowledge of the crew procedures that should be used when responding to TAs and RAs, including the following: (a) task sharing between the pilot flying and the pilot monitoring; (b) expected call-outs; and (c) communications with ATC. (E) Phraseology rules Objective: to verify that the flight crew member is aware of the rules for reporting RAs to the controller. LENNUAMET VA-CAT-700-1 V3 Leht 259/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required Criteria: the flight crew member should demonstrate the following (a) the use of the phraseology contained in ICAO PANS-OPS; (b) an understanding of the procedures contained in ICAO PANS-ATM and ICAO Annex 2; and (c) the understanding that verbal reports should be made promptly to the appropriate ATC unit: (1) whenever any manoeuvre has caused the aeroplane to deviate from an air traffic clearance; (2) when, subsequent to a manoeuvre that has caused the aeroplane to deviate from an air traffic clearance, the aeroplane has returned to a flight path that complies with the clearance; and/or (3) when air traffic issue instructions that, if followed, would cause the crew to manoeuvre the aircraft contrary to an RA with which they are complying. (F) Reporting rules Objective: to verify that the flight crew member is aware of the rules for reporting RAs to the operator. LENNUAMET VA-CAT-700-1 V3 Leht 260/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required Criteria: the flight crew member should demonstrate knowledge of where information can be obtained regarding the need for making written reports to various states when an RA is issued. Various States have different reportingrules and the material available to the flight crew member should be tailored to the operator’s operating environment. For operators involved in commercial operations, this responsibility is satisfied by the flight crew member reporting to the operator according to the applicable reporting rules (3) Non-essential items: advisory thresholds Objective: to demonstrate knowledge of the criteria for issuing TAs and RAs. Criteria: the flight crew member should demonstrate an understanding of the methodology used by ACAS to issue TAs and RAs and the general criteria for the issuance of these advisories, including the following: (i) the minimum and maximum altitudes below/above which TAs will not be issued; (ii) when the vertical separation at CPA is projected to be less than the ACAS-desired separation, a corrective RA which requires a change to the existing vertical speed will be issued. This separation varies from 300 ft at low altitude to a maximum of 700 ft at high altitude; (iii) when the vertical separation at CPA is projected to be just outside the ACAS-desired separation, a preventive RA that does not require a change to the existing vertical speed will be issued. This separation varies from 600 to 800 ft; and LENNUAMET VA-CAT-700-1 V3 Leht 261/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (iv) RA fixed range thresholds vary between 0.2 and 1.1 NM. (h) ACAS manoeuvre training (1) Demonstration of the flight crew member’s ability to use ACAS displayed information to properly respond to TAs and RAs should be carried out in a full flight simulator equipped with an ACAS display and controls similar in appearance and operation to those in the aircraft. If a full flight simulator is utilised, CRM should be practised during this training. (2) Alternatively, the required demonstrations can be carried out by means of an interactive CBT with an ACAS display and controls similar in appearance and operation to those in the aircraft. This interactive CBT should depict scenarios in which real-time responses should be made. The flight crew member should be informed whether or not the responses made were correct. If the response was incorrect or inappropriate, the CBT should show what the correct response should be (3) The scenarios included in the manoeuvre training should include: corrective RAs; initial preventive RAs; maintain rate RAs; altitude crossing RAs; increase rate RAs; RA reversals; weakening RAs; and multi-aircraft encounters. The consequences of failure to respond correctly should be demonstrated by reference to actual incidents such as those publicised in EUROCONTROL ACAS II Bulletins (available on the EUROCONTROL website). (i) TA responses Objective: to verify that the pilot properly interprets and responds to TAs. Criteria: the pilot should demonstrate the following: LENNUAMET VA-CAT-700-1 V3 Leht 262/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (A) Proper division of responsibilities between the pilot flying and the pilot monitoring. The pilot flying should fly the aircraft using any type-specific procedures and be prepared to respond to any RA that might follow. For aircraft without an RA pitch display, the pilot flying should consider the likely magnitude of an appropriate pitch change. The pilot monitoring should provide updates on the traffic location shown on the ACAS display, using this information to help visually acquire the intruder. (B) Proper interpretation of the displayed information. Flight crew members should confirm that the aircraft they have visually acquired is that which has caused the TA to be issued. Use should be made of all information shown on the display, note being taken of the bearing and range of the intruder (amber circle), whether it is above or below (data tag) and its vertical speed direction (trend arrow). (C) Other available information should be used to assist in visual acquisition, including ATC ‘party-line’ information, traffic flow in use, etc. (D) Because of the limitations described, the pilot flying should not manoeuvre the aircraft based solely on the information shown on the ACAS display. No attempt should be made to adjust the current flight path in anticipation of what an RA would advise, except that if own aircraft is approaching its cleared level at a high vertical rate with a TA present, vertical rate should be reduced to less than 1 500 ft/min. LENNUAMET VA-CAT-700-1 V3 Leht 263/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (E) When visual acquisition is attained, and as long as no RA is received, normal right of way rules should be used to maintain or attain safe separation. No unnecessary manoeuvres should be initiated. The limitations of making manoeuvres based solely on visual acquisition, especially at high altitude or at night, or without a definite horizon should be demonstrated as being understood. (ii) RA responses Objective: to verify that the pilot properly interprets and responds to RAs. Criteria: the pilot should demonstrate the following: (A) Proper response to the RA, even if it is in conflict with an ATC instruction and even if the pilot believes that there is no threat present. (B) Proper task sharing between the pilot flying and the pilot monitoring. The pilot flying should respond to a corrective RA with appropriate control inputs. The pilot monitoring should monitor the response to the RA and should provide updates on the traffic location by checking the traffic display. Proper crew resource management (CRM) should be used. (C) Proper interpretation of the displayed information. The pilot should recognise the intruder causing the RA to be issued (red square on display). The pilot should respond appropriately. LENNUAMET VA-CAT-700-1 V3 Leht 264/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (D) For corrective RAs, the response should be initiated in the proper direction within five seconds of the RA being displayed. The change in vertical speed should be accomplished with an acceleration of approximately ¼ g (gravitational acceleration of 9.81 m/sec²). (E) Recognition of the initially displayed RA being modified. Response to the modified RA should be properly accomplished, as follows: (a) For increase rate RAs, the vertical speed change should be started within two and a half seconds of the RA being displayed. The change in vertical speed should be accomplished with an acceleration of approximately ⅓ g (b) For RA reversals, the vertical speed reversal should be started within two and a half seconds of the RA being displayed. The change in vertical speed should be accomplished with an acceleration of approximately ⅓ g. (c) For RA weakenings, the vertical speed should be modified to initiate a return towards the original clearance. LENNUAMET VA-CAT-700-1 V3 Leht 265/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (d) An acceleration of approximately ¼ g will be achieved if the change in pitch attitude corresponding to a change in vertical speed of 1 500 ft/min is accomplished in approximately 5 seconds, and of ⅓ g if the change is accomplished in approximately three seconds. The change in pitch attitude required to establish a rate of climb or descent of 1 500 ft/min from level flight will be approximately 6 when the true airspeed (TAS) is 150 kt, 4 at 250 kt, and 2 at 500 kt. (These angles are derived from the formula: 1 000 divided by TAS.). (F) Recognition of altitude crossing encounters and the proper response to these RAs. (G) For preventive RAs, the vertical speed needle or pitch attitude indication should remain outside the red area on the RA display. (H) For maintain rate RAs, the vertical speed should not be reduced. Pilots should recognise that a maintain rate RA may result in crossing through the intruder's altitude. (I) When the RA weakens, or when the green 'fly to' indicator changes position, the pilot should initiate a return towards the original clearance and when ‘clear of conflict’ is annunciated, the pilot should complete the return to the original clearance. (J) The controller should be informed of the RA as soon as time and workload permit, using the standard phraseology. LENNUAMET VA-CAT-700-1 V3 Leht 266/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (K) When possible, an ATC clearance should be complied with while responding to an RA. For example, if the aircraft can level at the assigned altitude while responding to RA (an ‘adjust vertical speed’ RA (version 7) or ‘level off’ (version 7.1)) it should be done; the horizontal (turn) element of an ATC instruction should be followed. (L) Knowledge of the ACAS multi-aircraft logic and its limitations, and that ACAS can optimise separations from two aircraft by climbing or descending towards one of them. For example, ACAS only considers intruders that it considers to be a threat when selecting an RA. As such, it is possible for ACAS to issue an RA against one intruder that results in a manoeuvre towards another intruder which is not classified as a threat. If the second intruder becomes a threat, the RA will be modified to provide separation from that intruder. (i) ACAS initial evaluation (1) The flight crew member’s understanding of the academic training items should be assessed by means of a written test or interactive CBT that records correct and incorrect responses to phrased questions. LENNUAMET VA-CAT-700-1 V3 Leht 267/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (2) The flight crew member’s understanding of the manoeuvre training items should be assessed in a full flight simulator equipped with an ACAS display and controls similar in appearance and operation to those in the aircraft the flight crew member will fly, and the results assessed by a qualified instructor, inspector, or check airman. The range of scenarios should include: corrective RAs; initial preventive RAs; maintain rate RAs; altitude crossing RAs; increase rate RAs; RA reversals; weakening RAs; and multi-threat encounters. The scenarios should also include demonstrations of the consequences of not responding to RAs, slow or late responses, and manoeuvring opposite to the direction called for by the displayed RA. (3) Alternatively, exposure to these scenarios can be conducted by means of an interactive CBT with an ACAS display and controls similar in appearance and operation to those in the aircraft the pilot will fly. This interactive CBT should depict scenarios in which real-time responses should be made and a record made of whether or not each response was correct (j) ACAS recurrent training (1) ACAS recurrent training ensures that flight crew members maintain the appropriate ACAS knowledge and skills. ACAS recurrent training should be integrated into and/or conducted in conjunction with other established recurrent training programmes. An essential item of recurrent training is the discussion of any significant issues and operational concerns that have been identified by the operator. Recurrent training should also address changes to ACAS logic, parameters or procedures and to any unique ACAS characteristics which flight crew members should be made aware of. LENNUAMET VA-CAT-700-1 V3 Leht 268/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (2) It is recommended that the operator's recurrent training programmes using full flight simulators include encounters with conflicting traffic when these simulators are equipped with ACAS. The full range of likely scenarios may be spread over a 2-year period. If a full flight simulator, as described above, is not available, use should be made of interactive CBT that is capable of presenting scenarios to which pilot responses should be made in real time. CAT.OP.MPA.300 Approach and landing Before commencing an approach to land, the conditions commander shall be satisfied that, according to the information available to him/her, the weather at the aerodrome and the condition of the runway or FATO intended to be used should not prevent a safe approach, landing or missed approach, having regard to the performance information contained in the operations manual. AMC1 CAT.OP.MPA.300 Approach and --- landing conditions IN-FLIGHT DETERMINATION OF THE --- LANDING DISTANCE The in-flight determination of the landing distance should be based on the latest available meteorological or runway state report, preferably not more than 30 minutes before the expected landing time. CAT.OP.MPA.305 Commencement and (a) The commander or the pilot to whom continuation of approach conduct of the flight has been delegated may commence an instrument approach regardless - GM1 CAT.OP.MPA.305(f) of the reported RVR/VIS. (b) If the reported RVR/VIS is less than the --- applicable minimum the approach shall not be continued: (1) below 1 000 ft above the aerodrome; or LENNUAMET VA-CAT-700-1 V3 Leht 269/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (2) into the final approach segment in the case where the DA/H or MDA/H is more than 1 000 ft above the aerodrome. (c) Where the RVR is not available, RVR values may be derived by converting the reported visibility. (d) If, after passing 1 000 ft above the aerodrome, the reported RVR/VIS falls below the applicable minimum, the approach may be continued to DA/H or MDA/H. (e) The approach may be continued below DA/H or MDA/H and the landing may be completed provided that the visual reference adequate for the type of approach operation and for the intended runway is established at the DA/H or MDA/H and is maintained. (f) The touchdown zone RVR shall always be controlling. If reported and relevant, the midpoint and stopend RVR shall also be controlling. The minimum RVR value for the midpoint shall be 125 m or the RVR required for the touchdown zone if less, and 75 m for the stopend. For aircraft equipped with a rollout guidance or control system, the minimum RVR value for the midpoint shall be 75 m. AMC1 CAT.OP.MPA.305(e) --- Commencement and continuation of approach VISUAL REFERENCES FOR --- INSTRUMENT APPROACH OPERATIONS (a) NPA, APV and CAT I operations --- At DH or MDH, at least one of the visual --- references specified below should be distinctly visible and identifiable to the pilot: (1) elements of the approach lighting system; LENNUAMET VA-CAT-700-1 V3 Leht 270/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (2) the threshold; (3) the threshold markings; (4) the threshold lights; (5) the threshold identification lights; (6) the visual glide slope indicator; (7) the touchdown zone or touchdown zone markings; (8) the touchdown zone lights; (9) FATO/runway edge lights; or (10) other visual references specified in the operations manual. (b) LTS CAT I operations --- At DH, the visual references specified below --- should be distinctly visible and identifiable to the pilot: (1) a segment of at least three consecutive lights, being the centreline of the approach lights, or touchdown zone lights, or runway centreline lights, or runway edge lights, or a combination of these; (2) this visual reference should include a lateral element of the ground pattern, such as an approach light crossbar or the landing threshold or a barrette of the touchdown zone light unless the operation is conducted utilising an approved HUDLS usable to at least 150 ft. (c) CAT II or OTS CAT II operations --- At DH, the visual references specified below should be distinctly visible and identifiable to the pilot: LENNUAMET VA-CAT-700-1 V3 Leht 271/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (1) a segment of at least three consecutive lights being the centreline of the approach lights, or touchdown zone lights, or runway centreline lights, or runway edge lights, or a combination of these; (2) this visual reference should include a lateral element of the ground pattern, such as an approach light crossbar or the landing threshold or a barrette of the touchdown zone light unless the operation is conducted utilising an approved HUDLS to touchdown. (d) CAT III operations --- (1) For CAT IIIA operations and for CAT IIIB operations conducted either with fail-passive flight control systems or with the use of an approved HUDLS: at DH, a segment of at least three consecutive lights being the centreline of the approach lights, or touchdown zone lights, or runway centreline lights, or runway edge lights, or a combination of these is attained and can be maintained by the pilot. (2) For CAT IIIB operations conducted either with fail-operational flight control systems or with a fail-operational hybrid landing system using a DH: at DH, at least one centreline light is attained and can be maintained by the pilot. (3) For CAT IIIB operations with no DH there is no specification for visual reference with the runway prior to touchdown. (e) Approach operations utilising EVS – CAT I --- operations (1) At DH, the following visual references should be displayed and identifiable to the pilot on the EVS image: (i) elements of the approach light; or LENNUAMET VA-CAT-700-1 V3 Leht 272/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (ii) the runway threshold, identified by at least --- one of the following: (A) the beginning of the runway landing surface, (B) the threshold lights, the threshold identification lights; or (C) the touchdown zone, identified by at least one of the following: the runway touchdown zone landing surface, the touchdown zone lights, the touchdown zone markings or the runway lights. (2) At 100 ft above runway threshold elevation --- at least one of the visual references specified below should be distinctly visible and identifiable to the pilot without reliance on the EVS: (i) the lights or markings of the threshold; or (ii) the lights or markings of the touchdown zone. (f) Approach operations utilising EVS – APV --- and NPA operations flown with the CDFA technique (1) At DH/MDH, visual references should be displayed and identifiable to the pilot on the EVS image as specified under (a). (2) At 200 ft above runway threshold elevation, at least one of the visual references specified under (a) should be distinctly visible and identifiable to the pilot without reliance on the EVS. GM1 CAT.OP.MPA.305(f) Commencement and continuation of approach LENNUAMET VA-CAT-700-1 V3 Leht 273/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required EXPLANATION OF THE TERM ‘Relevant’ in this context means that part of the ‘RELEVANT’ runway used during the high-speed phase of the landing down to a speed of approximately 60 kt. CAT.OP.MPA.310 Operating procedures The operator shall establish operational — threshold crossing height — procedures designed to ensure that an aeroplane aeroplanes conducting precision approaches crosses the threshold of the runway by a safe margin, with the aeroplane in the landing configuration and attitude. CAT.OP.MPA.315 Flight hours reporting The operator shall make available to the — helicopters competent authority the hours flown for each helicopter operated during the previous calendar year. GM1 CAT.OP.MPA.315 Flight hours reporting — helicopters FLIGHT HOURS REPORTING (a) The requirement in CAT.OP.MPA.315 may be achieved by making available either: (1) the flight hours flown by each helicopter — identified by its serial number and registration mark — during the previous calendar year; or (2) the total flight hours of each helicopter — identified by its serial number and registration mark — on the 31st of December of the previous calendar year. (b) Where possible, the operator should have available, for each helicopter, the breakdown of hours for CAT operations. If the exact hours for the functional activity cannot be established, the estimated proportion will be sufficient. LENNUAMET VA-CAT-700-1 V3 Leht 274/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required CAT.OP.MPA.320 Aircraft categories (a) Aircraft categories shall be based on the indicated airspeed at threshold (VAT ) which is equal to the stalling speed (VSO ) multiplied by 1,3 or one-g (gravity) stall speed (VS1g ) multiplied by 1,23 in the landing configuration at the maximum certified landing mass. If both VSO and VS1g are available, the higher resulting VAT shall be used. (b) The aircraft categories specified in the table below shall be used. (*See Table 1 Aircraft categories corresponding to VAT values) (c) The landing configuration that is to be taken into consideration shall be specified in the operations manual. (d) The operator may apply a lower landing YES mass for determining the VAT if approved by the competent authority. Such a lower landing mass shall be a permanent value, independent of the changing conditions of day-to-day operations. --- SUBPART C --- AIRCRAFT PERFORMANCE AND --- OPERATING LIMITATIONS SECTION 1 --- Aeroplanes --- CHAPTER1 --- Generalrequirements --- CAT.POL.A.100 Performance classes (a) The aeroplane shall be operated in accordance with the applicable performance class requirements. LENNUAMET VA-CAT-700-1 V3 Leht 275/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (b) Where full compliance with the applicable requirements of this Section cannot be shown due to specific design characteristics, the operator shall apply approved performance standards that ensure a level of safety equivalent to that of the appropriate chapter. CAT.POL.A.105 General (a) The mass of the aeroplane: --- (1) at the start of the take-off; or (2) in the event of in-flight replanning, at the point from which the revised operational flight plan applies, shall not be greater than the mass at which the requirements of the appropriate chapter can be complied with for the flight to be undertaken. Allowance may be made for expected reductions in mass as the flight proceeds and for fuel jettisoning. (b) The approved performance data contained in the AFM shall be used to determine compliance with the requirements of the appropriate chapter, supplemented as necessary with other data as prescribed in the relevant chapter. The operator shall specify other data in the operations manual. When applying the factors prescribed in the appropriate chapter, account may be taken of any operational factors already incorporated in the AFM performance data to avoid double application of factors. (c) Due account shall be taken of aeroplane configuration, environmental conditions and the operation of systems that have an adverse effect on performance. (d) For performance purposes, a damp runway, other than a grass runway, may be considered to be dry. LENNUAMET VA-CAT-700-1 V3 Leht 276/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (e) The operator shall take account of charting accuracy when assessing the take-off requirements of the applicable chapters. CHAPTER2 --- PerformanceclassA --- CAT.POL.A.200 General (a) The approved performance data in the AFM --- shall be supplemented as necessary with other data if the approved performance data in the AFM is insufficient in respect of items such as: (1) accounting for reasonably expected adverse operating conditions such as take-off and landing on contaminated runways; and (2) consideration of engine failure in all flight phases. (b) For wet and contaminated runways, performance data determined in accordance with applicable standards on certification of large aeroplanes or equivalent shall be used. (c) The use of other data referred to in (a) and equivalent requirements referred to in (b) shall be specified in the operations manual. AMC1 CAT.POL.A.200 General --- WET AND CONTAMINATED RUNWAY --- DATA If the performance data have been determined on the basis of a measured runway friction coefficient, the operator should use a procedure correlating the measured runway friction coefficient and the effective braking coefficient of friction of the aeroplane type over the required speed range for the existing runway conditions. LENNUAMET VA-CAT-700-1 V3 Leht 277/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required CAT.POL.A.205 Take-off (a) The take-off mass shall not exceed the maximum take-off mass specified in the AFM - GM1 CAT.POL.A.205 for the pressure altitude and the ambient temperature at the aerodrome of departure. (b) The following requirements shall be met --- when determining the maximum permitted take-off mass: (1) the accelerate-stop distance shall not exceed the accelerate-stop distance available (ASDA); (2) the take-off distance shall not exceed the take-off distance available, with a clearway distance not exceeding half of the take-off run available (TORA); (3) the take-off run shall not exceed the TORA; (4) a single value of V 1 shall be used for the rejected and continued take-off; and (5) on a wet or contaminated runway, the take- off mass shall not exceed that permitted for a take-off on a dry runway under the same conditions. (c) When showing compliance with (b), the --- following shall be taken into account: (1) the pressure altitude at the aerodrome; (2) the ambient temperature at the aerodrome; (3) the runway surface condition and the type of runway surface; (4) the runway slope in the direction of take- off; (5) not more than 50 % of the reported headwind component or not less than 150 % of the reported tailwind component; and (6) the loss, if any, of runway length due to alignment of the aeroplane prior to take-off. AMC1 CAT.POL.A.205 Take-off --- LENNUAMET VA-CAT-700-1 V3 Leht 278/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required LOSS OF RUNWAY LENGTH DUE TO --- ALIGNMENT (a) The length of the runway that is declared for --- the calculation of take-off distance available (TODA), accelerate-stop distance available (ASDA) and take-off run available (TORA) does not account for line-up of the aeroplane in the direction of take-off on the runway in use. This alignment distance depends on the aeroplane geometry and access possibility to the runway in use. Accountability is usually required for a 90° taxiway entry to the runway and 180° turnaround on the runway. There are two distances to be considered: (1) the minimum distance of the main wheels from the start of the runway for determining TODA and TORA,’L’; and (2) the minimum distance of the most forward wheel(s) from the start of the runway for determining ASDA,’N’. Figure 1: Line-up of the aeroplane in the --- direction of take-off - L and N (*See Figure 1) Where the aeroplane manufacturer does not --- provide the appropriate data, the calculation method given in (b) should be used to determine the alignment distance. (b) Alignment distance calculation --- (*See Figure and Table on page 156 of 330) GM1 CAT.POL.A.205 Take-off RUNWAY SURFACE CONDITION LENNUAMET VA-CAT-700-1 V3 Leht 279/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (a) Operation on runways contaminated with water, slush, snow or ice implies uncertainties with regard to runway friction and contaminant drag and, therefore, to the achievable performance and control of the aeroplane during take-off, since the actual conditions may not completely match the assumptions on which the performance information is based. In the case of a contaminated runway, the first option for the commander is to wait until the runway is cleared. If this is impracticable, he/she may consider a take-off, provided that he/she has applied the applicable performance adjustments, and any further safety measures he/she considers justified under the prevailing conditions. (b) An adequate overall level of safety will only be maintained if operations in accordance with AMC 25.1591 or equivalent are limited to rare occasions. Where the frequency of such operations on contaminated runways is not limited to rare occasions, the operator should provide additional measures ensuring an equivalent level of safety. Such measures could include special crew training, additional distance factoring and more restrictive wind limitations. CAT.POL.A.210 Take-off obstacle (a) The net take-off flight path shall be clearance determined in such a way that the aeroplane clears all obstacles by a vertical distance of at least 35 ft or by a horizontal distance of at least 90 m plus 0,125 × D, where D is the horizontal distance the aeroplane has travelled from the end of the take-off distance available (TODA) or the end of the take-off distance if a turn is scheduled before the end of the TODA. For aeroplanes with a wingspan of less than 60 m, a horizontal obstacle clearance of half the aeroplane wingspan plus 60 m, plus 0,125 × D may be used. LENNUAMET VA-CAT-700-1 V3 Leht 280/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (b) When showing compliance with (a): --- (1) The following items shall be taken into --- account: (i) the mass of the aeroplane at the commencement of the take-off run; (ii) the pressure altitude at the aerodrome; (iii) the ambient temperature at the aerodrome; and (iv) not more than 50 % of the reported headwind component or not less than 150 % of the reported tailwind component. (2) Track changes shall not be allowed up to the point at which the net take-off flight path has achieved a height equal to one half the wingspan but not less than 50 ft above the elevation of the end of the TORA. Thereafter, up to a height of 400 ft it is assumed that the aeroplane is banked by no more than 15°. Above 400 ft height bank angles greater than 15°, but not more than 25° may be scheduled. (3) Any part of the net take-off flight path in which the aeroplane is banked by more than 15° shall clear all obstacles within the horizontal distances specified in (a), (b)(6) and (b)(7) by a vertical distance of at least 50 ft. (4) Operations that apply increased bank angles of not more than 20° between 200 ft and 400 ft, or not more than 30° above 400 ft, shall be carried out in accordance with CAT.POL.A.240. (5) Adequate allowance shall be made for the effect of bank angle on operating speeds and flight path including the distance increments resulting from increased operating speeds. LENNUAMET VA-CAT-700-1 V3 Leht 281/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (6) For cases where the intended flight path --- does not require track changes of more than 15°, the operator does not need to consider those obstacles that have a lateral distance greater than: (i) 300 m, if the pilot is able to maintain the required navigational accuracy through the obstacle accountability area; or (ii) 600 m, for flights under all other conditions. (7) For cases where the intended flight path --- requires track changes of more than 15°, the operator does not need to consider those obstacles that have a lateral distance greater than: (i) 600 m, if the pilot is able to maintain the required navigational accuracy through the obstacle accountability area; or (ii) 900 m, for flights under all other conditions. (c) The operator shall establish contingency procedures to satisfy the requirements in (a) and (b) and to provide a safe route, avoiding obstacles, to enable the aeroplane to either comply with the en-route requirements of CAT.POL.A.215, or land at either the aerodrome of departure or at a take-off alternate aerodrome. AMC1 CAT.POL.A.210 Take-off obstacle --- clearance TAKE-OFF OBSTACLE CLEARANCE --- (a) In accordance with the definitions used in --- preparing the take-off distance and take-off flight path data provided in the AFM: LENNUAMET VA-CAT-700-1 V3 Leht 282/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (1) The net take-off flight path is considered to begin at a height of 35 ft above the runway or clearway at the end of the take-off distance determined for the aeroplane in accordance with (b) below. (2) The take-off distance is the longest of the --- following distances: (i) 115 % of the distance with all engines operating from the start of the take-off to the point at which the aeroplane is 35 ft above the runway or clearway; (ii) the distance from the start of the take-off to the point at which the aeroplane is 35 ft above the runway or clearway assuming failure of the critical engine occurs at the point corresponding to the decision speed (V1) for a dry runway; or (iii) if the runway is wet or contaminated, the distance from the start of the take-off to the point at which the aeroplane is 15 ft above the runway or clearway assuming failure of the critical engine occurs at the point corresponding to the decision speed (V1) for a wet or contaminated runway. LENNUAMET VA-CAT-700-1 V3 Leht 283/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (b) The net take-off flight path, determined from the data provided in the AFM in accordance with (a)(1) and (a)(2), should clear all relevant obstacles by a vertical distance of 35 ft. When taking off on a wet or contaminated runway and an engine failure occurs at the point corresponding to the decision speed (V1) for a wet or contaminated runway, this implies that the aeroplane can initially be as much as 20 ft below the net take- off flight path in accordance with (a) and, therefore, may clear close-in obstacles by only 15 ft. When taking off on wet or contaminated runways, the operator should exercise special care with respect to obstacle assessment, especially if a take-off is obstacle-limited and the obstacle density is high. AMC2 CAT.POL.A.210 Take-off obstacle --- clearance EFFECT OF BANK ANGLES --- (a) The AFM generally provides a climb gradient decrement for a 15° bank turn. For bank angles of less than 15°, a proportionate amount should be applied, unless the manufacturer or AFM has provided other data. (b) Unless otherwise specified in the AFM or other performance or operating manuals from the manufacturer, acceptable adjustments to assure adequate stall margins and gradient corrections are provided by the following table: (*See Table 1: Effect of bank angles) AMC3 CAT.POL.A.210 Take-off obstacle --- clearance REQUIRED NAVIGATIONAL --- ACCURACY (a) Navigation systems --- LENNUAMET VA-CAT-700-1 V3 Leht 284/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required The obstacle accountability semi-widths of 300 m and 600 m may be used if the navigation system under OEI conditions provides a two standard deviation accuracy of 150 m and 300 m respectively. (b) Visual course guidance --- (1) The obstacle accountability semi-widths of 300 m and 600 m may be used where navigational accuracy is ensured at all relevant points on the flight path by use of external references. These references may be considered visible from the flight crew compartment if they are situated more than 45° either side of the intended track and with a depression of not greater than 20° from the horizontal. (2) For visual course guidance navigation, the --- operator should ensure that the weather conditions prevailing at the time of operation, including ceiling and visibility, are such that the obstacle and/or ground reference points can be seen and identified. The operations manual should specify, for the aerodrome(s) concerned, the minimum weather conditions which enable the flight crew to continuously determine and maintain the correct flight path with respect to ground reference points, so as to provide a safe clearance with respect to obstructions and terrain as follows: (i) the procedure should be well defined with respect to ground reference points so that the track to be flown can be analysed for obstacle clearance requirements; (ii) the procedure should be within the capabilities of the aeroplane with respect to forward speed, bank angle and wind effects; LENNUAMET VA-CAT-700-1 V3 Leht 285/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (iii) a written and/or pictorial description of the procedure should be provided for crew use; and (iv) the limiting environmental conditions (such as wind, the lowest cloud base, ceiling, visibility, day/night, ambient lighting, obstruction lighting) should be specified. GM1 CAT.POL.A.210 Take-off obstacle clearance CONTINGENCY PROCEDURES FOR OBSTACLES CLEARANCES If compliance with CAT.POL.A.210 is based on an engine failure route that differs from the all engine departure route or SID normal departure, a ‘deviation point’ can be identified where the engine failure route deviates from the normal departure route. Adequate obstacle clearance along the normal departure route with failure of the critical engine at the deviation point will normally be available. However, in certain situations the obstacle clearance along the normal departure route may be marginal and should be checked to ensure that, in case of an engine failure after the deviation point, a flight can safely proceed along the normal departure route. CAT.POL.A.215 En-route — one-engine- (a) The OEI en-route net flight path data shown inoperative (OEI) in the AFM, appropriate to the meteorological conditions expected for the flight, shall allow demonstration of compliance with (b) or (c) at all points along the route. The net flight path shall have a positive gradient at 1 500 ft above the aerodrome where the landing is assumed to be made after engine failure. In meteorological conditions requiring the operation of ice protection systems, the effect of their use on the net flight path shall be taken into account. LENNUAMET VA-CAT-700-1 V3 Leht 286/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (b) The gradient of the net flight path shall be positive at least 1 000 ft above all terrain and obstructions along the route within 9,3 km (5 NM) on either side of the intended track. (c) The net flight path shall permit the --- aeroplane to continue flight from the cruising altitude to an aerodrome where a landing can be made in accordance with CAT.POL.A.225 or CAT.POL.A.230, as appropriate. The net flight path shall clear vertically, by at least 2 000 ft, all terrain and obstructions along the route within 9,3 km (5 NM) on either side of the intended track in accordance with the following: (1) the engine is assumed to fail at the most critical point along the route; (2) account is taken of the effects of winds on the flight path; (3) fuel jettisoning is permitted to an extent consistent with reaching the aerodrome with the required fuel reserves, if a safe procedure is used; and (4) the aerodrome where the aeroplane is --- assumed to land after engine failure shall meet the following criteria: (i) the performance requirements at the expected landing mass are met; and (ii) weather reports and/or forecasts and field condition reports indicate that a safe landing can be accomplished at the estimated time of landing. (d) The operator shall increase the width margins of (b) and (c) to 18,5 km (10 NM) if the navigational accuracy does not meet at least required navigation performance 5 (RNP5). AMC1 CAT.POL.A.215 En-route – one- --- engine-inoperative (OEI) LENNUAMET VA-CAT-700-1 V3 Leht 287/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required ROUTE ANALYSIS --- (a) The high terrain or obstacle analysis required should be carried out by a detailed analysis of the route. (b) A detailed analysis of the route should be made using contour maps of the high terrain and plotting the highest points within the prescribed corridor’s width along the route. The next step is to determine whether it is possible to maintain level flight with OEI 1 000 ft above the highest point of the crossing. If this is not possible, or if the associated weight penalties are unacceptable, a driftdown procedure should be worked out, based on engine failure at the most critical point and clearing critical obstacles during the driftdown by at least 2000 ft. The minimum cruise altitude is determined by the intersection of the two driftdown paths, taking into account allowances for decision making (see Figure 1). This method is time- consuming and requires the availability of detailed terrain maps. (c) Alternatively, the published minimum flight altitudes (MEA or minimum off-route altitude (MORA)) should be used for determining whether OEI level flight is feasible at the minimum flight altitude, or if it is necessary to use the published minimum flight altitudes as the basis for the driftdown construction (see Figure 1). This procedure avoids a detailed high terrain contour analysis, but could be more penalising than taking the actual terrain profile into account as in (b). (*See Figure 1: Intersection of the two driftdown paths) LENNUAMET VA-CAT-700-1 V3 Leht 288/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (d) In order to comply with CAT.POL.A.215 (c), one means of compliance is the use of MORA and, with CAT.POL.A.215 (d), MEA provided that the aeroplane meets the navigational equipment standard assumed in the definition of MEA. Note: MEA or MORA normally provide the --- required 2 000 ft obstacle clearance for driftdown. However, at and below 6 000 ft altitude, MEA and MORA cannot be used directly as only 1 000 ft clearance is ensured. CAT.POL.A.220 En-route — aeroplanes (a) At no point along the intended track shall an with three or more engines, two engines aeroplane having three or more engines be inoperative more than 90 minutes, at the all-engines long range cruising speed at standard temperature in still air, away from an aerodrome at which the performance requirements applicable at the expected landing mass are met, unless it complies with (b) to (f). LENNUAMET VA-CAT-700-1 V3 Leht 289/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (b) The two-engines-inoperative en-route net flight path data shall allow the aeroplane to continue the flight, in the expected meteorological conditions, from the point where two engines are assumed to fail simultaneously to an aerodrome at which it is possible to land and come to a complete stop when using the prescribed procedure for a landing with two engines inoperative. The net flight path shall clear vertically, by at least 2 000 ft, all terrain and obstructions along the route within 9,3 km (5 NM) on either side of the intended track. At altitudes and in meteorological conditions requiring ice protection systems to be operable, the effect of their use on the net flight path data shall be taken into account. If the navigational accuracy does not meet at least RNP5, the operator shall increase the width margin given above to 18,5 km (10 NM). (c) The two engines shall be assumed to fail at the most critical point of that portion of the route where the aeroplane is more than 90 minutes, at the all-engines long range cruising speed at standard temperature in still air, away from an aerodrome at which the performance requirements applicable at the expected landing mass are met. (d) The net flight path shall have a positive gradient at 1 500 ft above the aerodrome where the landing is assumed to be made after the failure of two engines. (e) Fuel jettisoning shall be permitted to an extent consistent with reaching the aerodrome with the required fuel reserves, if a safe procedure is used. LENNUAMET VA-CAT-700-1 V3 Leht 290/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (f) The expected mass of the aeroplane at the point where the two engines are assumed to fail shall not be less than that which would include sufficient fuel to proceed to an aerodrome where the landing is assumed to be made, and to arrive there at least 1 500 ft directly over the landing area and thereafter to fly level for 15 minutes. CAT.POL.A.225 Landing — destination (a) The landing mass of the aeroplane and alternate aerodromes determined in accordance with CAT.POL.A.105(a) shall not exceed the - GM1 CAT.POL.A.225 maximum landing mass specified for the altitude and the ambient temperature expected for the estimated time of landing at the destination aerodrome and alternate aerodrome. AMC1 CAT.POL.A.225 Landing – --- destination and alternate aerodromes ALTITUDE MEASURING --- The operator should use either pressure altitude or geometric altitude for its operation and this should be reflected in the operations manual. AMC2 CAT.POL.A.225 Landing – --- destination and alternate aerodromes MISSED APPROACH --- (a) For instrument approaches with a missed approach climb gradient greater than 2.5 %, the operator should verify that the expected landing mass of the aeroplane allows for a missed approach with a climb gradient equal to or greater than the applicable missed approach gradient in the OEI missed approach configuration and at the associated speed. LENNUAMET VA-CAT-700-1 V3 Leht 291/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (b) For instrument approaches with DH below 200 ft, the operator should verify that the expected landing mass of the aeroplane allows a missed approach gradient of climb, with the critical engine failed and with the speed and configuration used for a missed approach of at least 2.5 %, or the published gradient, whichever is greater. GM1 CAT.POL.A.225 Landing — destination and alternate aerodromes MISSED APPROACH GRADIENT (a) Where an aeroplane cannot achieve the missed approach gradient specified in AMC2 CAT.POL.A.225, when operating at or near maximum certificated landing mass and in engine-out conditions, the operator has the opportunity to propose an alternative means of compliance to the competent authority demonstrating that a missed approach can be executed safely taking into account appropriate mitigating measures. (b) The proposal for an alternative means of compliance may involve the following: (1) considerations to mass, altitude and temperature limitations and wind for the missed approach; (2) a proposal to increase the DA/H or MDA/H; and (3) a contingency procedure ensuring a safe route and avoiding obstacles. CAT.POL.A.230 Landing — dry runways (a) The landing mass of the aeroplane --- determined in accordance with - GM1 CAT.POL.A.230 CAT.POL.A.105(a) for the estimated time of landing at the destination aerodrome and at any alternate aerodrome shall allow a full stop landing from 50 ft above the threshold: LENNUAMET VA-CAT-700-1 V3 Leht 292/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (1) for turbo-jet powered aeroplanes, within 60 % of the landing distance available (LDA); and (2) for turbo-propeller powered aeroplanes, within 70 % of the LDA. (b) For steep approach operations, the operator shall use the landing distance data factored in accordance with (a), based on a screen height of less than 60 ft, but not less than 35 ft, and shall comply with CAT.POL.A.245. (c) For short landing operations, the operator shall use the landing distance data factored in accordance with (a) and shall comply with CAT.POL.A.250. (d) When determining the landing mass, the --- operator shall take the following into account: (1) the altitude at the aerodrome; (2) not more than 50 % of the headwind component or not less than 150 % of the tailwind component; and (3) the runway slope in the direction of landing if greater than ± 2 %. (e) For dispatching the aeroplane it shall be --- assumed that: (1) the aeroplane will land on the most favourable runway, in still air; and (2) the aeroplane will land on the runway most likely to be assigned, considering the probable wind speed and direction, the ground handling characteristics of the aeroplane and other conditions such as landing aids and terrain. LENNUAMET VA-CAT-700-1 V3 Leht 293/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (f) If the operator is unable to comply with (e)(1) for a destination aerodrome having a single runway where a landing depends upon a specified wind component, the aeroplane may be dispatched if two alternate aerodromes are designated that permit full compliance with (a) to (e). Before commencing an approach to land at the destination aerodrome, the commander shall check that a landing can be made in full compliance with (a) to (d) and CAT.POL.A.225. (g) If the operator is unable to comply with (e)(2) for the destination aerodrome, the aeroplane shall be only dispatched if an alternate aerodrome is designated that allows full compliance with (a) to (e). AMC1 CAT.POL.A.230 Landing – dry --- runways FACTORING OF AUTOMATIC --- LANDING DISTANCE PERFORMANCE DATA In those cases where the landing requires the --- use of an automatic landing system, and the distance published in the AFM includes safety margins equivalent to those contained in CAT.POL.A.230 (a)(1) and CAT.POL.A.235, the landing mass of the aeroplane should be the lesser of: (a) the landing mass determined in accordance with CAT.POL.A.230 (a)(1) or CAT.POL.A.235 as appropriate; or (b) the landing mass determined for the automatic landing distance for the appropriate surface condition, as given in the AFM or equivalent document. Increments due to system features such as beam location or elevations, or procedures such as use of overspeed, should also be included. LENNUAMET VA-CAT-700-1 V3 Leht 294/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required GM1 CAT.POL.A.230 Landing — dry runways LANDING MASS CAT.POL.A.230 establishes two considerations in determining the maximum permissible landing mass at the destination and alternate aerodromes: (a) Firstly, the aeroplane mass will be such that on arrival the aeroplane can be landed within 60 % or 70 % (as applicable) of the landing distance available (LDA) on the most favourable (normally the longest) runway in still air. Regardless of the wind conditions, the maximum landing mass for an aerodrome/aeroplane configuration at a particular aerodrome cannot be exceeded. (b) Secondly, consideration should be given to anticipated conditions and circumstances. The expected wind, or ATC and noise abatement procedures, may indicate the use of a different runway. These factors may result in a lower landing mass than that permitted under (a), in which case dispatch should be based on this lesser mass. (c) The expected wind referred to in (b) is the wind expected to exist at the time of arrival. CAT.POL.A.235 Landing — wet and (a) When the appropriate weather reports contaminated runways and/or forecasts indicate that the runway at the estimated time of arrival may be wet, the LDA shall be at least 115 % of the required landing distance, determined in accordance with CAT.POL.A.230. LENNUAMET VA-CAT-700-1 V3 Leht 295/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (b) When the appropriate weather reports and/or forecasts indicate that the runway at the estimated time of arrival may be contaminated, the LDA shall be at least the landing distance determined in accordance with (a), or at least 115 % of the landing distance determined in accordance with approved contaminated landing distance data or equivalent, whichever is greater. The operator shall specify in the operations manual if equivalent landing distance data are to be applied. (c) A landing distance on a wet runway shorter than that required by (a), but not less than that required by CAT.POL.A.230(a), may be used if the AFM includes specific additional information about landing distances on wet runways. (d) A landing distance on a specially prepared contaminated runway shorter than that required by (b), but not less than that required by CAT.POL.A.230(a), may be used if the AFM includes specific additional information about landing distances on contaminated runways. (e) For (b), (c) and (d), the criteria of CAT.POL.A.230 shall be applied accordingly, except that CAT.POL.A.230(a) shall not be applied to (b) above. CAT.POL.A.240 Approval of operations (a) Operations with increased bank angles YES with increased bank angles require prior approval by the competent authority. (b) To obtain the approval, the operator shall --- provide evidence that the following conditions are met: LENNUAMET VA-CAT-700-1 V3 Leht 296/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (1) the AFM contains approved data for the required increase of operating speed and data to allow the construction of the flight path considering the increased bank angles and speeds; (2) visual guidance is available for navigation accuracy; (3) weather minima and wind limitations are specified for each runway; and (4) the flight crew has obtained adequate knowledge of the route to be flown and of the procedures to be used in accordance with ORO.OPS.FC. CAT.POL.A.245 Approval of steep (a) Steep approach operations using glideslope YES approach operations angles of 4,5° or more and with screen heights of less than 60 ft, but not less than 35 ft, require prior approval by the competent authority. (b) To obtain the approval, the operator shall --- provide evidence that the following conditions are met: (1) the AFM states the maximum approved glideslope angle, any other limitations, normal, abnormal or emergency procedures for the steep approach as well as amendments to the field length data when using steep approach criteria; (2) for each aerodrome at which steep approach --- operations are to be conducted: (i) a suitable glide path reference system comprising at least a visual glide path indicating system shall be available; (ii) weather minima shall be specified; and (iii) the following items shall be taken into --- consideration: (A) the obstacle situation; LENNUAMET VA-CAT-700-1 V3 Leht 297/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (B) the type of glide path reference and runway guidance; (C) the minimum visual reference to be required at decision height (DH) and MDA; (D) available airborne equipment; (E) pilot qualification and special aerodrome familiarisation; (F) AFM limitations and procedures; and (G) missed approach criteria. CAT.POL.A.250 Approval of short (a) Short landing operations require prior YES landing operations approval by the competent authority. (b) To obtain the approval, the operator shall --- provide evidence that the following conditions are met: (1) the distance used for the calculation of the permitted landing mass may consist of the usable length of the declared safe area plus the declared LDA; (2) the State of the aerodrome has determined a public interest and operational necessity for the operation, either due to the remoteness of the aerodrome or to physical limitations relating to extending the runway; (3) the vertical distance between the path of the pilot’s eye and the path of the lowest part of the wheels, with the aeroplane established on the normal glide path, does not exceed 3 m; (4) RVR/VIS minimum shall not be less than 1 500 m and wind limitations are specified in the operations manual; (5) minimum pilot experience, training and special aerodrome familiarisation requirements are specified and met; LENNUAMET VA-CAT-700-1 V3 Leht 298/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (6) the crossing height over the beginning of the usable length of the declared safe area is 50 ft; (7) the use of the declared safe area is approved by the State of the aerodrome; (8) the usable length of the declared safe area does not exceed 90 m; (9) the width of the declared safe area is not less than twice the runway width or twice the wing span, whichever is greater, centred on the extended runway centre line; (10) the declared safe area is clear of obstructions or depressions that would endanger an aeroplane undershooting the runway and no mobile object is permitted on the declared safe area while the runway is being used for short landing operations; (11) the slope of the declared safe area does not exceed 5 % upward nor 2 % downward in the direction of landing; and (12) additional conditions, if specified by the competent authority, taking into account aeroplane type characteristics, orographic characteristics in the approach area, available approach aids and missed approach/balked landing considerations. CHAPTER3 --- PerformanceclassB --- CAT.POL.A.300 General (a) Unless approved by the competent authority --- in accordance with Annex V (Part-SPA), Subpart L — SINGLE- ENGINED TURBINE AEROPLANE OPERATIONS AT NIGHT OR IN IMC (SET-IMC), the operator shall not operate a single-engined aeroplane: (1) at night; or (2) in IMC except under special VFR. LENNUAMET VA-CAT-700-1 V3 Leht 299/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (b) The operator shall treat two-engined aeroplanes that do not meet the climb requirements of CAT.POL.A.340 as single- engined aeroplanes. CAT.POL.A.305 Take-off (a) The take-off mass shall not exceed the maximum take-off mass specified in the AFM for the pressure altitude and the ambient temperature at the aerodrome of departure. (b) The unfactored take-off distance, specified --- in the AFM, shall not exceed: (1) when multiplied by a factor of 1,25, the take-off run available (TORA); or (2) when stop way and/or clearway is available, --- the following: (i) the TORA; (ii) when multiplied by a factor of 1,15, the take-off distance available (TODA); or (iii) when multiplied by a factor of 1,3, the ASDA. (c) When showing compliance with (b), the --- following shall be taken into account: (1) the mass of the aeroplane at the commencement of the take-off run; (2) the pressure altitude at the aerodrome; (3) the ambient temperature at the aerodrome; (4) the runway surface condition and the type of runway surface; (5) the runway slope in the direction of take- off; and (6) not more than 50 % of the reported headwind component or not less than 150 % of the reported tailwind component. AMC1 CAT.POL.A.305 Take-off --- RUNWAY SURFACE CONDITION --- LENNUAMET VA-CAT-700-1 V3 Leht 300/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (a) Unless otherwise specified in the AFM or other performance or operating manuals from the manufacturer, the variables affecting the take-off performance and the associated factors that should be applied to the AFM data are shown in Table 1 below. They should be applied in addition to the operational factors as prescribed in CAT.POL.A.305. (*See Table 1: Runway surface condition - Variables) (b) The soil should be considered firm when there are wheel impressions but no rutting. (c) When taking off on grass with a single- engined aeroplane, care should be taken to assess the rate of acceleration and consequent distance increase. (d) When making a rejected take-off on very short grass that is wet and with a firm subsoil, the surface may be slippery, in which case the distances may increase significantly. AMC2 CAT.POL.A.305 Take-off --- RUNWAY SLOPE --- Unless otherwise specified in the AFM, or other performance or operating manuals from the manufacturer, the take-off distance should be increased by 5 % for each 1 % of upslope except that correction factors for runways with slopes in excess of 2 % should only be applied when the operator has demonstrated to the competent authority that the necessary data in the AFM or the operations manual contain the appropriated procedures and the crew is trained to take-off in runway with slopes in excess of 2 %. GM1 CAT.POL.A.305 Take-off LENNUAMET VA-CAT-700-1 V3 Leht 301/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required RUNWAY SURFACE CONDITION (a) Due to the inherent risks, operations from contaminated runways are inadvisable, and should be avoided whenever possible. Therefore, it is advisable to delay the take-off until the runway is cleared. (b) Where this is impracticable, the commander should also consider the excess runway length available including the criticality of the overrun area. CAT.POL.A.310 Take-off obstacle (a) The take-off flight path of aeroplanes with --- clearance — multi-engined aeroplanes two or more engines shall be determined in such a way that the aeroplane clears all obstacles by a vertical distance of at least 50 ft, or by a horizontal distance of at least 90 m plus 0,125 × D, where D is the horizontal distance travelled by the aeroplane from the end of the TODA or the end of the take-off distance if a turn is scheduled before the end of the TODA, except as provided in (b) and (c). For aeroplanes with a wingspan of less than 60 m, a horizontal obstacle clearance of half the aeroplane wingspan plus 60 m plus 0,125 × D may be used. It shall be assumed that: (1) the take-off flight path begins at a height of 50 ft above the surface at the end of the take-off distance required by CAT.POL.A.305(b) and ends at a height of 1 500 ft above the surface; (2) the aeroplane is not banked before the aeroplane has reached a height of 50 ft above the surface, and thereafter the angle of bank does not exceed 15°; (3) failure of the critical engine occurs at the point on the all engine take-off flight path where visual reference for the purpose of avoiding obstacles is expected to be lost; LENNUAMET VA-CAT-700-1 V3 Leht 302/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (4) the gradient of the take-off flight path from 50 ft to the assumed engine failure height is equal to the average all- engines gradient during climb and transition to the en-route configuration, multiplied by a factor of 0,77; and (5) the gradient of the take-off flight path from the height reached in accordance with (a)(4) to the end of the take-off flight path is equal to the OEI en-route climb gradient shown in the AFM. (b) For cases where the intended flight path --- does not require track changes of more than 15°, the operator does not need to consider those obstacles that have a lateral distance greater than: (1) 300 m, if the flight is conducted under conditions allowing visual course guidance navigation, or if navigational aids are available enabling the pilot to maintain the intended flight path with the same accuracy; or (2) 600 m, for flights under all other conditions. (c) For cases where the intended flight path --- requires track changes of more than 15°, the operator does not need to consider those obstacles that have a lateral distance greater than: (1) 600 m, for flights under conditions allowing visual course guidance navigation; or (2) 900 m, for flights under all other conditions. (d) When showing compliance with (a) to (c), --- the following shall be taken into account: (1) the mass of the aeroplane at the commencement of the take-off run; (2) the pressure altitude at the aerodrome; (3) the ambient temperature at the aerodrome; and LENNUAMET VA-CAT-700-1 V3 Leht 303/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (4) not more than 50 % of the reported headwind component or not less than 150 % of the reported tailwind component. (e) The requirements in (a)(3), (a)(4), (a)(5), (b)(2) and (c)(2) shall not be applicable to VFR operations by day. AMC1 CAT.POL.A.310 Take-off obstacle --- clearance – multi-engined aeroplanes TAKE-OFF FLIGHT PATH – VISUAL --- COURSE GUIDANCE NAVIGATION (a) In order to allow visual course guidance navigation, the weather conditions prevailing at the time of operation, including ceiling and visibility, should be such that the obstacle and/or ground reference points can be seen and identified. For VFR operations by night, the visual course guidance should be considered available when the flight visibility is 1 500 m or more. (b) The operations manual should specify, for --- the aerodrome(s) concerned, the minimum weather conditions that enable the flight crew to continuously determine and maintain the correct flight path with respect to ground reference points, so as to provide a safe clearance with respect to obstructions and terrain as follows: (1) the procedure should be well defined with respect to ground reference points so that the track to be flown can be analysed for obstacle clearance requirements; (2) the procedure should be within the capabilities of the aeroplane with respect to forward speed, bank angle and wind effects; (3) a written and/or pictorial description of the procedure should be provided for crew use; and LENNUAMET VA-CAT-700-1 V3 Leht 304/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required (4) the limiting environmental conditions should be specified (e.g. wind, cloud, visibility, day/night, ambient lighting, obstruction lighting). AMC2 CAT.POL.A.310 Take-off obstacle --- clearance – multi-engined aeroplanes TAKE-OFF FLIGHT PATH --- CONSTRUCTION (a) For demonstrating that the aeroplane clears all obstacles vertically, a flight path should be constructed consisting of an all-engines segment to the assumed engine failure height, followed by an engine-out segment. Where the AFM does not contain the appropriate data, the approximation given in (b) may be used for the all-engines segment for an assumed engine failure height of 200 ft, 300 ft, or higher. (b) Flight path construction --- (1) All-engines segment (50 ft to 300 ft) --- The average all-engines gradient for the all- engines flight path segment starting at an altitude of 50 ft at the end of the take-off distance ending at or passing through the 300 ft point is given by the following formula: (*See formula on ) (2) All-engines segment (50 ft to 200 ft) --- This may be used as an alternative to (b)(1) where weather minima permit. The average all- engines gradient for the all-engines flight path segment starting at an altitude of 50 ft at the end of the take-off distance ending at or passing through the 200 ft point is given by the following formula: (*See formula on) (3) All-engines segment (above 300 ft) --- LENNUAMET VA-CAT-700-1 V3 Leht 305/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required The all-engines flight path segment continuing from an altitude of 300 ft is given by the AFM en-route gross climb gradient, multiplied by a factor of 0.77. (4) The OEI flight path --- The OEI flight path is given by the OEI gradient chart contained in the AFM. GM1 CAT.POL.A.310 Take-off obstacle clearance — multi-engined aeroplanes OBSTACLE CLEARANCE IN LIMITED (a) Unlike the Certification Specifications VISIBILITY applicable for performance class A aeroplanes, those for performance class B aeroplanes do not necessarily provide for engine failure in all phases of flight. It is accepted that performance accountability for engine failure need not be considered until a height of 300 ft is reached. (b) The weather minima given up to and including 300 ft imply that if a take-off is undertaken with minima below 300 ft, an OEI flight path should be plotted starting on the all- engines take-off flight path at the assumed engine failure height. This path should meet the vertical and lateral obstacle clearance specified in CAT.POL.A.310. Should engine failure occur below this height, the associated visibility is taken as being the minimum that would enable the pilot to make, if necessary, a forced landing broadly in the direction of the take-off. At or below 300 ft, a circle and land procedure is extremely inadvisable. The weather minima provisions specify that, if the assumed engine failure height is more than 300 ft, the visibility should be at least 1 500 m and, to allow for manoeuvring, the same minimum visibility should apply whenever the obstacle clearance criteria for a continued take-off cannot be met. GM2 CAT.POL.A.310 Take-off obstacle clearance — multi-engined aeroplanes LENNUAMET VA-CAT-700-1 V3 Leht 306/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required TAKE-OFF FLIGHT PATH (a) This GM provides examples to illustrate the CONSTRUCTION method of take-off flight path construction given in AMC2 CAT.POL.A.310. The examples are based on an aeroplane for which the AFM shows, at a given mass, altitude, temperature and wind component the following performance data: — factored take-off distance – 1 000 m; — take-off speed, V2 – 90 kt; - en-route climb speed, VERC – 120 kt; - en-route all-engines climb gradient, YERC – 0.2; - en-route OEI climb gradient, YERC-1 – 0.032. (1) Assumed engine failure height 300 ft The average all-engines gradient from 50 ft to 300 ft may be read from Figure 1 or calculated with the following formula: (See the formula)) See the figure 1 ” Assumed engine failure height 300 ft” (2) Assumed engine failure height 200 ft The average all-engines gradient from 50 ft to 200 ft may be read from Figure 2 or calculated with the following formula: (See the formula) See the Figure 2 ” Assumed engine failure height 200 ft” (3) Assumed engine failure height less than 200 ft Construction of a take-off flight path is only possible if the AFM contains the required flight path data. (4) Assumed engine failure height more than 300 ft The construction of a take-off flight path for an assumed engine failure height of 400 ft is illustrated below. (See the Figure 3 ” Assumed engine failure height less than 200 ft” LENNUAMET VA-CAT-700-1 V3 Leht 307/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required CAT.POL.A.315 En-route — multi- (a) The aeroplane, in the meteorological engined aeroplanes conditions expected for the flight and in the event of the failure of one engine, with the - GM1 CAT.POL.A.315 remaining engines operating within the maximum continuous power conditions specified, shall be capable of continuing flight at or above the relevant minimum altitudes for safe flight stated in the operations manual to a point of 1 000 ft above an aerodrome at which the performance requirements can be met. (b) It shall be assumed that, at the point of --- engine failure: (1) the aeroplane is not flying at an altitude exceeding that at which the rate of climb equals 300 ft per minute with all engines operating within the maximum continuous power conditions specified; and (2) the en-route gradient with OEI shall be the gross gradient of descent or climb, as appropriate, respectively increased by a gradient of 0,5 %, or decreased by a gradient of 0,5 %. GM1 CAT.POL.A.315 En-route — multi- engined aeroplanes CRUISING ALTITUDE (a) The altitude at which the rate of climb equals 300 ft per minute is not a restriction on the maximum cruising altitude at which the aeroplane can fly in practice, it is merely the maximum altitude from which the driftdown procedure can be planned to start. (b) Aeroplanes may be planned to clear en- route obstacles assuming a driftdown procedure, having first increased the scheduled en-route OEI descent data by 0.5 % gradient. LENNUAMET VA-CAT-700-1 V3 Leht 308/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required CAT.POL.A.320 En-route — single- (a) In the meteorological conditions expected engined aeroplanes for the flight, and in the event of engine failure, the aeroplane shall be capable of reaching a - GM1 CAT.POL.A.320 place at which a safe forced landing can be made, unless the operator is approved by the competent authority in accordance with Annex V (Part-SPA), Subpart L — SINGLE- ENGINED TURBINE AEROPLANE OPERATIONS AT NIGHT OR IN IMC (SET- IMC) and makes use of a risk period. (b) For the purposes of point (a), it shall be --- assumed that, at the point of engine failure: (1) the aeroplane is not flying at an altitude exceeding that at which the rate of climb equals 300 ft per minute, with the engine operating within the maximum continuous power conditions specified; and (2) the en-route gradient is the gross gradient of descent increased by a gradient of 0,5 %. AMC1 CAT.POL.A.320 En-route - single- --- engined aeroplanes ENGINE FAILURE --- CAT.POL.A.320 requires the operator not approved by the competent authority in accordance with Subpart L (SET-IMC) of Annex V (Part-SPA) to Regulation (EU) No 965/2012, and not making use of a risk period, to ensure that in the event of an engine failure, the aeroplane should be capable of reaching a point from which a safe forced landing can be made. Unless otherwise specified by the competent authority, this point should be 1 000 ft above the intended landing area. GM1 CAT.POL.A.320 En-route — single- engined aeroplanes LENNUAMET VA-CAT-700-1 V3 Leht 309/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required ENGINE FAILURE Considerations for the operator not approved by the competent authority in accordance with Subpart L (SET-IMC) of Annex V (Part-SPA) to Regulation (EU) No 965/2012, and not making use of a risk period: (a) In the event of an engine failure, single- engined aeroplanes have to rely on gliding to a point suitable for a safe forced landing. Such a procedure is clearly incompatible with flight above a cloud layer that extends below the relevant minimum safe altitude. (b) The operator should first increase the scheduled engine-inoperative gliding performance data by 0.5 % gradient when verifying the en-route clearance of obstacles and the ability to reach a suitable place for a forced landing. (c) The altitude at which the rate of climb equals 300 ft per minute is not a restriction on the maximum cruising altitude at which the aeroplane can fly in practice, it is merely the maximum altitude from which the engine- inoperative procedure can be planned to start. GM2 CAT.POL.A.320 En-route — single- engined aeroplanes RISK PERIOD In the context of commercial air transport operations with single-engined turbine aeroplanes in instrument meteorological conditions or at night (CAT SET-IMC), a risk period is a period of flight during which no landing site has been selected by the operator. LENNUAMET VA-CAT-700-1 V3 Leht 310/540 Lõõtsa 5 / 11415 Tallinn / 610 3500 / [email protected] / www.ecaa.ee Registrikood 70000800  Approval Rule References Requirement OM/Document Reference Comments STATUS required CAT.POL.A.325 Landing — destination The landing mass of the aeroplane determined and alternate aerodromes in accordance with CAT.POL.A.105(a) shall not exceed the maximum landing mass specified for the altitude and the ambient temperature expected at the estimated time of landing at the destination aerodrome and alternate aerodrome. AMC1 CAT.POL.A.325 Landing – --- destination and alternate aerodromes ALTITUDE MEASURING --- The operator should use either pressure altitude or geometric altitude for its operation and this should be reflected in the operations manual. CAT.POL.A.330 Landing — dry runways (a) The landing mass of the aeroplane --- determined in accordance with CAT.POL.A.105(a) for the estimated time of landing at the destination aerodrome and at any alternate aerodrome shall allow a full stop landing from 50 ft above the threshold within 70 % of the LDA taking into account: (1) the altitude at the aerodrome; (2) not more than 50 % of the headwind component or not less than 150 % of the tailwind component; (3) the runway surface condition and the type of runway surface; and