Commission Regulation (EU) No 965/2012 of 5 October 2012 laying down technical requirements and administrative procedures related to air operations pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the Council

• (2) remaining within a distance or area determined by the competent authority in accordance with ARO.OPS.210.

• (d)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.

- (e)The operator shall make available, within a reasonable time of being requested to do so by the competent authority, the documentation required to be carried on board.

SPO.GEN.145   Handling of flight recorder recordings: preservation, production, protection and use

• (a) Following an accident, a serious incident or an occurrence identified by the investigating authority, the operator of an aircraft shall preserve the original recorded data of the flight recorders for a period of 60 days or until otherwise directed by the investigating authority.

• (b) The operator shall conduct operational checks and evaluations of recordings to ensure the continued serviceability of the flight recorders which are required to be carried.

• (c) The operator shall ensure that the recordings of flight parameters and data link communication messages required to be recorded on flight recorders are preserved. However, for the purpose of testing and maintaining those flight recorders, up to 1 hour of the oldest recorded data 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 raw flight data into flight parameters expressed in engineering units.

• (e) The operator shall make available any flight recorder recordings that have been preserved, if so determined by the competent authority.

- (f) Without prejudice to Regulations (EU) No 996/2010 and (EU) 2016/679, and except for ensuring flight recorder serviceability:

• (1) audio recordings from a flight recorder shall not be disclosed or used unless all the following conditions are fulfilled:
• (i) a procedure related to the handling of such audio recordings and of their transcript is in place;
• (ii) all crew members and maintenance personnel concerned have given their prior consent;
• (iii) such audio recordings are used only for maintaining or improving safety.
• (1a) When flight recorder audio recordings are inspected for ensuring flight recorder serviceability, the operator shall protect the privacy of those audio recordings and make sure that they are not disclosed or used for purposes other than ensuring flight recorder serviceability.
• (2) Flight parameters or data link messages recorded by a flight recorder shall not be used for purposes other than for the investigation of an accident or an incident that is subject to mandatory reporting. That limitation shall not apply, unless such recordings meet any of the following conditions:
• (i) are used by the operator for airworthiness or maintenance purposes only;
• (ii) are de-identified;
• (iii) are disclosed under secure procedures.
• (3) Except for ensuring flight recorder serviceability, images of the flight crew compartment that are recorded by a flight recorder shall not be disclosed or used unless all of the following conditions are fulfilled:
• (i) a procedure related to the handling of such image recordings is in place;
• (ii) all crew members and maintenance personnel concerned have given their prior consent;
• (iii) such image recordings are used only for maintaining or improving safety.
• (3a) When images of the flight crew compartment that are recorded by a flight recorder are inspected for ensuring the serviceability of the flight recorder, then:
• (i) those images shall not be disclosed or used for purposes other than ensuring flight recorder serviceability;
• (ii) if body parts of crew members are likely to be visible on the images, the operator shall ensure the privacy of those images.

SPO.GEN.150   Transport of dangerous goods

• (a)The transport of dangerous goods by air shall be conducted in accordance with Annex 18 to the 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 attachments, 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, to Regulation (EU) No 965/2012 except when:

• (1) they are not subject to the Technical Instructions in accordance with Part 1 of those Instructions;

• (2) they are carried by task specialists or crew members or are in baggage which has been separated from its owner, in accordance with Part 8 of the Technical Instructions;

• (3) required on board the aircraft for specialised purposes in accordance with the Technical Instructions;

• (4) they are used to facilitate flight safety where carriage aboard the aircraft is reasonable to ensure their timely availability for operational purposes, whether or not such articles and substances are required to be carried or intended to be used in connection with a particular flight.

• (c)The 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 good accident or incidents;

• (2) the finding of dangerous goods carried by task specialists or crew, or in their baggage, when not in accordance with Part 8 of the Technical Instructions.

• (f)The operator shall ensure that task specialists are provided with information about dangerous goods.

- (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.

SPO.GEN.155   Release of dangerous goods

The operator shall not operate an aircraft over congested areas of cities, towns or settlements or over an open-air assembly of persons when releasing dangerous goods.

SPO.GEN.160   Carriage and use of weapons

• (a)The operator shall ensure that, when weapons are carried on a flight for the purpose of a specialised task, these are secured when not in use.

- (b)The task specialist using the weapon shall take all necessary measures to prevent the aircraft and persons on board or on the ground from being endangered.

SPO.GEN.165   Admission to the flight crew compartment

The pilot-in-command shall make the final decision regarding the admission to the flight crew compartment and shall ensure that:

• (a) admission to the flight crew compartment does not cause distraction or interference with the operation of the flight; and

- (b) all persons carried in the flight crew compartment are made familiar with the relevant safety procedures.

SUBPART B

OPERATIONAL PROCEDURES

SPO.OP.100   Use of aerodromes and operating sites

The operator shall only use aerodromes and operating sites that are adequate for the type of aircraft and operation concerned.

SPO.OP.101   Altimeter check and settings

• (a) The operator shall establish procedures for altimeter checking before each departure.

- (b) The operator shall establish procedures for altimeter settings for all phases of flight, which shall take into account the procedures established by the State of the aerodrome or the State of the airspace, if applicable.

SPO.OP.105   Specification of isolated aerodromes – aeroplanes

For the selection of alternate aerodromes and the fuel/energy planning and in-flight re-planning policy, the operator shall not consider an aerodrome as an isolated aerodrome unless the flying time to the nearest weather-permissible destination alternate aerodrome is more than:

• (a) for aeroplanes with reciprocating engines, 60 minutes; or

- (b) for turbine-engined aeroplanes, 90 minutes.

SPO.OP.110   Aerodrome operating minima — aeroplanes and helicopters

• (a) The operator shall establish aerodrome operating minima for each departure, destination or alternate aerodrome that is planned to be used in order to ensure separation of the aircraft from terrain and obstacles and to mitigate the risk of loss of visual references during the visual flight segment of instrument approach operations.

• (b) The method used to establish aerodrome operating minima shall take all the following elements into account:
• (1) the type, performance, and handling characteristics of the aircraft;
• (2) the equipment available on the aircraft for the purpose of navigation, acquisition of visual references, and/or control of the flight path during take-off, approach, landing, and missed approach;
• (3) any conditions or limitations stated in the aircraft flight manual (AFM);
• (4) the dimensions and characteristics of the runways/final approach and take-off areas (FATOs) that may be selected for use;
• (5) the adequacy and performance of the available visual and non-visual aids and infrastructure;
• (6) the obstacle clearance altitude/height (OCA/H) for the instrument approach procedures (IAPs);
• (7) the obstacles in the climb-out areas and the necessary clearance margins;
• (8) any non-standard characteristics of the aerodrome, the IAP or the local environment;
• (9) the composition of the flight crew, their competence and experience;
• (10) the IAP;
• (11) the aerodrome characteristics and the available air navigation services (ANS);
• (12) any minima that may be promulgated by the State of the aerodrome;
• (13) the conditions prescribed in any specific approvals for low-visibility operations (LVOs) or operations with operational credits; and
• (14) the relevant operational experience of the operator.

- (c) The operator shall specify a method of determining aerodrome operating minima in the operations manual.

SPO.OP.112   Aerodrome operating minima — circling operations with aeroplanes

• (a) The minimum descent height (MDH) for a circling approach operation with aeroplanes shall not be lower than the highest of:
• (1) the published circling OCH for the aeroplane category;
• (2) the minimum circling height derived from Table 1; or
• (3) the decision height (DH)/MDH of the preceding IAP.

- (b) The minimum visibility for a circling approach operation with aeroplanes shall be the highest of:

• (1) the circling visibility for the aeroplane category, if published; or
• (2) the minimum visibility derived from Table 1. Table 1 MDH and minimum visibility for circling per aeroplane category Aeroplane category A B C D MDH (ft) 400 500 600 700 Minimum VIS (m) 1 500 1 600 2 400 3 600

SPO.OP.113   Aerodrome operating minima — onshore circling operations with helicopters

The MDH for an onshore circling operation with helicopters shall not be lower than 250 ft and the meteorological visibility not less than 800 m.

SPO.OP.115   Departure and approach procedures — aeroplanes and helicopters

• (a)The pilot-in-command shall use the departure and approach procedures established by the State of the aerodrome, if such procedures have been published for the runway or FATO to be used.

• (b)The pilot-in-command may deviate from a published departure route, arrival route or approach procedure:

• (1) provided obstacle clearance criteria can be observed, full account is taken of the operating conditions and any ATC clearance is adhered to; or

• (2) when being radar-vectored by an ATC unit.

- (c)In the case of operations with complex motor-powered aircraft, the final approach segment shall be flown visually or in accordance with the published approach procedures.

SPO.OP.116   Performance-based navigation — aeroplanes and helicopters

The operator shall ensure that, when PBN is required for the route or procedure to be flown:

• (a) the relevant PBN 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 mentioned above.

SPO.OP.120   Noise abatement procedures

The pilot-in-command shall take into account published noise abatement procedures to minimise the effect of aircraft noise while ensuring that safety has priority over noise abatement.

SPO.OP.125   Minimum obstacle clearance altitudes — IFR flights

• (a)The operator shall specify a method to establish minimum flight altitudes that provide the required terrain clearance for all route segments to be flown in IFR.

- (b)The pilot-in-command shall establish minimum flight altitudes for each flight based on this method. The minimum flight altitudes shall not be lower than those published by the State overflown.

SPO.OP.130   Fuel/energy scheme – aeroplanes and helicopters

• (a) The operator shall establish, implement, and maintain a fuel/energy scheme that comprises:
• (1) a fuel/energy planning and in-flight re-planning policy; and
• (2) an in-flight fuel/energy management policy.

- (b) The fuel/energy scheme shall:

• (1) be appropriate for the type(s) of operation performed; and
• (2) correspond to the capability of the operator to support its implementation.

SPO.OP.131   Fuel/energy scheme – fuel/energy planning and in-flight re-planning policy – aeroplanes and helicopters

• (a) As part of the fuel/energy scheme, the operator shall establish a fuel/energy planning and in-flight re-planning policy to ensure that the aircraft carries a sufficient amount of usable fuel/energy to safely complete the planned flight and to allow for deviations from the planned operation.

• (b) The operator shall ensure that the fuel/energy planning of flights is based upon at least the following elements:
• (1) procedures contained in the operations manual as well as:
• (i) current aircraft-specific data derived from a fuel/energy consumption monitoring system or, if not available;
• (ii) data provided by the aircraft manufacturer; and
• (2) the operating conditions under which the flight is to be conducted including:
• (i) aircraft fuel/energy consumption data;
• (ii) anticipated masses;
• (iii) anticipated meteorological conditions;
• (iv) the effects of deferred maintenance items and/or configuration deviations; and
• (v) anticipated delays.

• (c) For aeroplanes, the operator shall ensure that the pre-flight calculation of the usable fuel/energy that is required for a flight includes:
• (1) taxi fuel/energy that shall not be less than the amount expected to be used prior to take-off;
• (2) trip fuel/energy that shall be the amount of fuel/energy that is required to enable the aeroplane to fly from take-off, or from the point of in-flight re-planning, to landing at the destination aerodrome;
• (3) contingency fuel/energy that shall be the amount of fuel/energy required to compensate for unforeseen factors;
• (4) destination alternate fuel/energy
• (i) when a flight is operated with at least one destination alternate aerodrome, it shall be the amount of fuel/energy required to fly from the destination aerodrome to the destination alternate aerodrome; or
• (ii) when a flight is operated with no destination alternate aerodrome, it shall be the amount of fuel/energy required to hold at the destination aerodrome to compensate for the lack of a destination alternate aerodrome;
• (5) final reserve fuel/energy that shall be protected to ensure a safe landing; the operator shall take into account all of the following, and in the following order of priority, to determine the quantity of the final reserve fuel/energy:
• (i) the severity of the hazard to persons or property that may result from an emergency landing after fuel/energy starvation;
• (ii) the likelihood of unexpected circumstances that the final reserve fuel/energy may no longer be protected;
• (6) additional fuel/energy, if required by the type of operation; it shall be the amount of fuel/energy to enable the aeroplane to perform a safe landing at a fuel/energy en route alternate aerodrome (fuel/energy ERA aerodrome critical scenario) in the event of an engine failure or loss of pressurisation, whichever requires the greater amount of fuel/energy, based on the assumption that such a failure occurs at the most critical point along the route; this additional fuel/energy is required only if the minimum amount of fuel/energy that is calculated according to points (c)(2) to (c)(5) is not sufficient for such an event;
• (7) extra fuel/energy to take into account anticipated delays or specific operational constraints; and
• (8) discretionary fuel/energy, if required by the pilot-in-command.

- (d) For helicopters, the operator shall ensure that the pre-flight calculation of the usable fuel/energy that is required for a flight includes all of the following:

• (1) fuel/energy to fly to the aerodrome or operating site of intended landing;
• (2) if a destination alternate is required, destination alternate fuel/energy, which shall be the amount of fuel/energy that is required to execute a missed approach at the aerodrome or operating site of intended landing, and thereafter, to fly to the specified destination alternate, approach and land; and
• (3) final reserve fuel/energy, which shall be protected to ensure a safe landing; the operator shall take into account all of the following, and in the following order of priority, to determine the quantity of the final reserve fuel/energy:
• (i) the severity of the hazard to persons or property that may result from an emergency landing after fuel/energy starvation; and
• (ii) the likelihood of such unexpected circumstances that the final reserve fuel/energy may no longer be protected;
• (4) extra fuel/energy to take into account anticipated delays or specific operational constraints; and
• (5) discretionary fuel/energy, if required by the pilot-in-command.
• (e) The operator shall ensure that, if a flight has to proceed to a destination aerodrome other than the one originally planned, in-flight re-planning procedures for calculating the required usable fuel/energy are available and comply with points (c)(2) to (c)(7) for aeroplanes, and point (d) for helicopters.
• (f) The pilot in command shall only commence a flight or continue in the event of in-flight re-planning, when satisfied that the aircraft carries at least the planned amount of usable fuel/energy and oil to safely completethe flight.

SPO.OP.135   Safety briefing

• (a)The operator shall ensure that, prior to take-off task specialists are given a briefing on:

• (1) emergency equipment and procedures;

• (2) operational procedures associated with the specialised task before each flight or series of flights

- (b)The briefing referred to in (a)(2) may be replaced by an initial and recurrent training programme. In such case the operator shall also define recency requirements.

SPO.OP.140   Flight preparation

• (a)Before commencing a flight, the pilot-in-command shall ascertain by every reasonable means available that the space-based facilities, ground and/or water facilities, including communication facilities and navigation aids available and directly required on such flight, for the safe operation of the aircraft, are adequate for the type of operation under which the flight is to be conducted.

• (b)Before commencing a flight, the pilot-in-command shall be familiar with all available meteorological information appropriate to the intended flight. Preparation for a flight away from the vicinity of the place of departure, and for every flight under IFR, shall include:

• (1) a study of the available current meteorological reports and forecasts; and

- (2) the planning of an alternative course of action to provide for the eventuality that the flight cannot be completed as planned, because of meteorological conditions.

SPO.OP.143   Destination alternate aerodromes planning minima — aeroplanes

An aerodrome shall not be specified as a destination alternate aerodrome unless the available current meteorological information indicates, for the period from 1 hour before until 1 hour after the estimated time of arrival, or from the actual time of departure to 1 hour after the estimated time of arrival, whichever is the shorter period,

• (a) for an alternate aerodrome with an available instrument approach operation with DH less than 250 ft,
• (1) a ceiling of at least 200 ft above the DH or MDH associated with the instrument approach operation; and
• (2) a visibility of at least the higher of 1 500 m and 800 m above the instrument approach operation RVR/VIS minima; or

• (b) for an alternate aerodrome with an instrument approach operation with DH or MDH 250 ft or more,
• (1) a ceiling of at least 400 ft above the DH or MDH associated with the instrument approach operation; and
• (2) a visibility of at least 3 000 m; or

- (c) for an alternate aerodrome without an instrument approach procedure,

• (1) a ceiling of at least the higher of 2 000 ft and the minimum safe IFR height; and
• (2) a visibility of at least 5 000 m.

SPO.OP.144   Destination alternate aerodrome planning minima — helicopters

The operator shall only select an aerodrome as a destination alternate aerodrome if the available current meteorological information indicates, for the period from 1 hour before until 1 hour after the estimated time of arrival, or from the actual time of departure to 1 hour after the estimated time of arrival, whichever is the shorter period,

• (a) for an alternate aerodrome with an IAP:
• (1) a ceiling of at least 200 ft above the DH or MDH associated with the IAP; and
• (2) a visibility of at least 1 500 m by day or 3 000 m by night; or

- (b) for an alternate aerodrome without an IAP:

• (1) a ceiling of at least 2 000 ft or the minimum safe IFR height, whichever is greater; and
• (2) a visibility of at least 1 500 m by day or 3 000 m by night.

SPO.OP.145   Take-off alternate aerodromes — complex motor-powered aeroplanes

• (a)For IFR flights, the pilot-in-command shall specify at least one weather-permissible take-off alternate aerodrome in the flight plan if the meteorological conditions at the aerodrome of departure are at or below the applicable aerodrome operating minima or if it would not be possible to return to the aerodrome of departure for other reasons.

• (b)The take-off alternate aerodrome shall be located within the following distance from the aerodrome of departure:

• (1) for aeroplanes having two engines, not more than a distance equivalent to a flight time of 1 hour at the single-engine cruise speed in still air standard conditions; and

• (2) for aeroplanes having three or more engines, not more than a distance equivalent to a flight time of 2 hours at the one-engine-inoperative (OEI) cruise speed according to the AFM in still air standard conditions.

- (c)For an aerodrome to be selected as a take-off alternate aerodrome the available information shall indicate that, at the estimated time of use, the conditions will be at or above the aerodrome operating minima for that operation.

SPO.OP.150   Destination alternate aerodromes — aeroplanes

For IFR flights, the pilot-in-command shall specify at least one weather-permissible destination alternate aerodrome in the flight plan, unless:

• (a) the available current meteorological information indicates that, for the period from 1 hour before until 1 hour after the estimated time of arrival, or from the actual time of departure to 1 hour after the estimated time of arrival, whichever is the shorter period, the approach and landing may be made under visual meteorological conditions (VMC); or

- (b) the place of intended landing is designated as an isolated aerodrome and:

• (1) an instrument approach procedure is prescribed for the aerodrome of intended landing; and
• (2) available current meteorological information indicates that both following meteorological conditions will exist from 2 hours before to 2 hours after the estimated time of arrival, or from the actual time of departure to 2 hours after the estimated time of arrival whichever is the shorter period:
• (i) a cloud base of at least 300 m (1 000 ft) above the minimum associated with the instrument approach procedure;
• (ii) visibility of at least 5,5 km or of 4 km more than the minimum associated with the procedure.

SPO.OP.151   Destination alternate aerodromes — helicopters

For IFR flights, the pilot-in-command shall specify at least one weather-permissible destination alternate aerodrome in the flight plan, unless:

• (a) an instrument approach procedure is prescribed for the aerodrome of intended landing and the available current meteorological information indicates that the following meteorological conditions will exist from 2 hours before to 2 hours after the estimated time of arrival, or from the actual time of departure to 2 hours after the estimated time of arrival, whichever is the shorter period:
• (1) a cloud base of at least 120 m (400 ft) above the minimum associated with the instrument approach procedure; and
• (2) visibility of at least 1 500 m more than the minimum associated with the procedure; or

- (b) the place of intended landing is isolated and:

• (1) an instrument approach procedure is prescribed for the aerodrome of intended landing;
• (2) available current meteorological information indicates that the following meteorological conditions will exist from 2 hours before to 2 hours after the estimated time of arrival:
• (i) the cloud base is at least 120 m (400 ft) above the minimum associated with the instrument approach procedure;
• (ii) visibility is at least 1 500 m more than the minimum associated with the procedure. —————

SPO.OP.152   Destination aerodromes — instrument approach operations

The pilot-in-command 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.

SPO.OP.155   Refuelling with persons embarking, on board or disembarking

• (a)The aircraft shall not be refuelled with aviation gasoline (AVGAS) or wide-cut type fuel or a mixture of these types of fuel, when persons are embarking, on board or disembarking.

- (b)For all other types of fuel/energy, 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.

SPO.OP.157   Refuelling with engine(s)and/or rotors turning – helicopters

• (a) Refuelling with engine(s) and/or rotors turning shall only be conducted:
• (1) with no task specialists embarking or disembarking;
• (2) if the operator of the aerodrome or operating site allows such operations;
• (3) in accordance with any specific procedures and limitations in the aircraft flight manual (AFM);
• (4) with JET A or JET A-1 fuel types; and
• (5) in the presence of the appropriate rescue and firefighting (RFF) facilities or equipment.

• (b) The operator shall assess the risks associated with refuelling with engine(s) and/or rotors turning.

• (c) The operator shall establish appropriate procedures to be followed by all involved personnel, such as crew members, task specialists, and ground operations personnel.

• (d) The operator shall ensure that its crew members, ground operations personnel, as well as any task specialist involved in the procedures, are appropriately trained.

- (e) The operator shall ensure that the helicopter refuelling procedures with engine(s) and/or rotors turning are specified in the operations manual.

SPO.OP.160   Use of headset

Each flight crew member required to be on duty 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, other crew members and task specialists.

SPO.OP.165   Smoking

The pilot-in-command shall not allow smoking on board or during refuelling or defuelling of the aircraft.

SPO.OP.170   Meteorological conditions

• (a)The pilot-in-command shall only commence or continue a VFR flight if the latest available meteorological information indicates that the meteorological conditions along the route and at the intended destination at the estimated time of use will be at or above the applicable VFR operating minima.

• (b)The pilot-in-command shall only commence or continue an IFR flight towards the planned destination aerodrome if the latest available meteorological information indicates that, at the estimated time of arrival, the meteorological conditions at the destination or at least one destination alternate aerodrome are at or above the applicable aerodrome operating minima.

- (c)If a flight contains VFR and IFR segments, the meteorological information referred to in (a) and (b) shall be applicable as far as relevant.

SPO.OP.175   Ice and other contaminants — ground procedures

• (a)The pilot-in-command 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 in the AFM.

- (b)In the case of operations with complex motor-powered aircraft, the operator shall establish procedures to be followed when ground de-icing and anti-icing and related inspections of the aircraft are necessary to allow the safe operation of the aircraft.

SPO.OP.176   Ice and other contaminants — flight procedures

• (a)The pilot-in-command 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 as referred to in 2.a.5 of Annex IV to Regulation (EC) No 216/2008.

• (b)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 pilot-in-command shall exit the icing conditions without delay, by a change of level and/or route, and if necessary by declaring an emergency to ATC.

- (c)In the case of operations with complex motor-powered aircraft, the operator shall establish procedures for flights in expected or actual icing conditions.

SPO.OP.180   Take-off conditions — aeroplanes and helicopters

Before commencing take-off, the pilot-in-command shall be satisfied that:

• (a) the meteorological conditions at the aerodrome or the operating site and the condition of the runway/FATO intended to be used will not prevent a safe take-off and departure; and

- (b) the selected aerodrome operating minima are consistent with all of the following:

• (1) the operative ground equipment;
• (2) the operative aircraft systems;
• (3) the aircraft performance;
• (4) flight crew qualifications.

SPO.OP.185   Simulated situations in flight

Unless a task specialist is on-board the aircraft for training, the pilot-in-command shall, when carrying task specialists, not simulate:

• (a) situations that require the application of abnormal or emergency procedures; or

- (b) flight in instrument meteorological conditions (IMC).

SPO.OP.190   Fuel/energy scheme – in-flight fuel/energy management policy

• (a) The operator of complex motor-powered aircraft shall establish procedures to ensure that in-flight fuel/energy checks and fuel/energy management are performed.

• (b) The pilot-in-command shall monitor the amount of usable fuel/energy remaining on board to ensure that it is protected and not less than the fuel/energy that is required to proceed to an aerodrome or operating site where a safe landing can be made.

• (c) The pilot-in-command shall advise air traffic control (ATC) of a ‘minimum fuel/energy’ state by declaring ‘MINIMUM FUEL’ when the pilot-in-command has:
• (1) committed to land at a specific aerodrome or operating site; and
• (2) calculated that any change to the existing clearance to that aerodrome or operating site, or other air traffic delays, may result in landing with less than the planned final reserve fuel/energy.

- (d) The pilot-in-command shall declare a situation of ‘fuel/energy emergency’ by broadcasting ‘MAYDAY MAYDAY MAYDAY FUEL’ when the usable fuel/energy estimated to be available upon landing at the nearest aerodrome or operating site where a safe landing can be made is less than the planned final reserve fuel/energy.

SPO.OP.195   Use of supplemental oxygen

• (a)The operator shall ensure that task specialists and crew members 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, unless otherwise approved by the competent authority and in accordance with SOPs.

• (b)Notwithstanding (a) and except for parachute operations, short excursions of a specified duration above 13 000 ft without using supplemental oxygen on other-than-complex aeroplanes and helicopters may be undertaken with a prior approval of the competent authority based on the consideration of the following:

• (1) the duration of the excursion above 13 000 ft is not more than 10 minutes or, if needed for a longer period, the time strictly necessary to the accomplishment of the specialised task;

• (2) the flight is not conducted above 16 000 ft;

• (3) the safety briefing in accordance with SPO.OP.135 includes adequate information to crew members and tasks specialists on the effects of hypoxia;

• (4) SOPs for the concerned operation reflecting (1), (2) and (3);

• (5) the previous experience of the operator in conducting operations above 13 000 ft without using supplemental oxygen;

• (6) the individual experience of crew members and task specialists and their physiological adaptation to high altitudes; and

- (7) the altitude of the base where the operator is established or the operations are conducted from.

SPO.OP.200   Ground proximity detection

• (a)When undue proximity to the ground is detected by a flight crew member or by a ground proximity warning system, the pilot flying shall take corrective action immediately in order to establish safe flight conditions.

- (b)The ground proximity warning system may be disabled during those specialised tasks, which by their nature require the aircraft to be operated within a distance from the ground below that which would trigger the ground proximity warning system.

SPO.OP.205   Airborne collision avoidance system (ACAS)

• (a)The operator shall establish operational procedures and training programmes when ACAS is installed and serviceable so that the flight crew is appropriately trained in the avoidance of collisions and competent in the use of ACAS II equipment.

- (b)The ACAS II may be disabled during those specialised tasks, which by their nature require the aircraft to be operated within a distance from each other below that which would trigger the ACAS.

SPO.OP.210   Approach and landing conditions — aeroplanes and helicopters

Before commencing an approach operation, the pilot-in-command shall be satisfied that:

• (a) the meteorological conditions at the aerodrome or the operating site and the condition of the runway/FATO intended to be used will not prevent a safe approach, landing or go-around, considering the performance information contained in the operations manual; and

- (b) the selected aerodrome operating minima are consistent with all of the following:

• (1) the operative ground equipment;
• (2) the operative aircraft systems;
• (3) the aircraft performance;
• (4) flight crew qualifications.

SPO.OP.211   Approach and landing conditions — helicopters

Before commencing an approach to land, the pilot-in-command shall be satisfied that, according to the information available, the weather at the aerodrome or the operating site and the condition of the final approach and take-off area (FATO) intended to be used would not prevent a safe approach, landing or missed approach.

SPO.OP.215   Commencement and continuation of approach

• (a) For aeroplanes, if the reported visibility (VIS) or controlling RVR for the runway to be used for landing is less than the applicable minimum, then an instrument approach operation shall not be continued:
• (1) past a point at which the aeroplane is 1 000 ft above the aerodrome elevation; or
• (2) into the final approach segment (FAS) if the DH or MDH is higher than 1 000 ft.

• (b) For helicopters, if the reported RVR is less than 550 m and the controlling RVR for the runway to be used for landing is less than the applicable minimum, then an instrument approach operation shall not be continued:
• (1) past a point at which the helicopter is 1 000 ft above the aerodrome elevation; or
• (2) into the FAS if the DH or MDH is higher than 1 000 ft.

• (c) If the required visual reference is not established, a missed approach shall be executed at or before the DA/H or the MDA/H.

• (d) If the required visual reference is not maintained after DA/H or MDA/H, a go-around shall be executed promptly.

• (e) Notwithstanding point (a), in the case where no RVR is reported, and the reported VIS is lower, but the converted meteorological visibility (CMV) is greater than the applicable minimum, then the instrument approach can be continued to the DA/H or MDA/H.

- (f) Notwithstanding points (a) and (b), if there is no intention to land, the instrument approach may be continued to the DA/H or the MDA/H. A missed approach shall be executed at or before the DA/H or the MDA/H.

SPO.OP.230   Standard operating procedures

• (a)Before commencing a specialised operation, the operator shall conduct a risk assessment, assessing the complexity of the activity to determine the hazards and associated risks inherent in the operation and establish mitigating measures.

• (b)Based on the risk assessment, the operator shall establish standard operating procedures (SOP) appropriate to the specialised activity and aircraft used taking account of the requirements of subpart E. The SOP shall be part of the operations manual or a separate document. SOP shall be regularly reviewed and updated, as appropriate.

- (c)The operator shall ensure that specialised operations are performed in accordance with SOP.

SPO.OP.235   EFVS 200 operations

• (a) An operator that intends to conduct EFVS 200 operations with operational credits and without a specific approval shall ensure that:
• (1) the aircraft is certified for the intended operations;
• (2) only runways, FATOs and IAPs suitable for EFVS operations are used;
• (3) the flight crew are competent to conduct the intended operation and a training and checking programme for the flight crew members and relevant personnel involved in the flight preparation is established;
• (4) operating procedures are established;
• (5) any relevant information is documented in the minimum equipment list (MEL);
• (6) any relevant information is documented in the maintenance programme;
• (7) safety assessments are carried out and performance indicators are established to monitor the level of safety of the operation; and
• (8) the aerodrome operating minima take into account the capability of the system used.

• (b) The operator shall not conduct EFVS 200 operations when conducting LVOs.

- (c) Notwithstanding point (a)(1), the operator may use EVSs meeting the minimum criteria to conduct EFVS 200 operations, provided that this is approved by the competent authority.

SUBPART C

AIRCRAFT PERFORMANCE AND OPERATING LIMITATIONS

SPO.POL.100   Operating limitations — all aircraft

• (a)During any phase of operation, the loading, the mass and the centre of gravity (CG) position of the aircraft shall comply with any limitation specified in the appropriate manual.

- (b)Placards, listings, instrument markings, or combinations thereof, containing those operating limitations prescribed by the AFM for visual presentation, shall be displayed in the aircraft.

SPO.POL.105   Mass and balance

• (a) The operator shall ensure that the mass and the CG of the aircraft have been established by actual weighing prior to the initial entry into service of the aircraft. The accumulated effects of modifications and repairs on the mass and balance shall be accounted for and properly documented. Such information shall be made available to the pilot-in-command. The aircraft shall be reweighed if the effect of modifications on the mass and balance is not accurately known.

- (b) The weighing shall be accomplished by the manufacturer of the aircraft or by an approved maintenance organisation.

SPO.POL.110   Mass and balance system – commercial operations with aeroplanes and helicopters and non-commercial operations with complex motor-powered aircraft

• (a) The operator shall establish a mass and balance system to determine for each flight or series of flights the following:
• (1) aircraft dry operating mass;
• (2) mass of the traffic load;
• (3) mass of the fuel/energy load;
• (4) aircraft load and load distribution;
• (5) take-off mass, landing mass, and zero fuel/energy mass; and
• (6) applicable aircraft centre of gravity (CG) positions.

• (b) The flight crew shall be provided with a means of replicating and verifying any mass and balance computation based on electronic calculations.

• (c) The operator shall establish procedures to enable the pilot-in-command to determine the mass of the fuel/energy load by using the actual density or, if not known, the density calculated in accordance with a method specified in the operations manual.

• (d) The pilot-in-command shall ensure the following:
• (1) the loading of the aircraft is performed under the supervision of qualified personnel;
• (2) traffic load is consistent with the data used for the calculation of the aircraft mass and balance.

- (e) The operator shall specify, in the operations manual, the principles and methods involved in the loading and in the mass and balance system, which are in conformity with the requirements set out in points (a) to (d). That system shall cover all types of intended operations.

SPO.POL.115   Mass and balance data and documentation — commercial operations with aeroplanes and helicopters and non-commercial operations with complex motor-powered aircraft

• (a)The operator shall establish mass and balance data and produce mass and balance documentation prior to each flight, or series of flights, specifying the load and its distribution in such a way that the mass and balance limits of the aircraft are not exceeded. The mass and balance documentation shall contain the following information:

• (1) aircraft registration and type;

• (2) flight identification, number and date, as applicable;

• (3) name of the pilot-in-command;

• (4) name of the person who prepared the document;

• (5) dry operating mass and the corresponding CG of the aircraft;

• (6) mass of the fuel/energy at take-off and mass of trip fuel/energy;

• (7) mass of consumables other than fuel/energy, if applicable;

• (8) load components;

• (9) take-off mass, landing mass, and zero fuel/energy mass;

• (10) applicable aircraft CG positions; and

• (11) the limiting mass and CG values.

- (b)Where mass and balance data and documentation is generated by a computerised mass and balance system, the operator shall verify the integrity of the output data.

SPO.POL.116   Mass and balance data and documentation — alleviations

Notwithstanding SPO.POL.115(a)(5), the CG position may not need not be on the mass and balance documentation, if the load distribution is in accordance with a pre-calculated balance table or if it can be shown that for the planned operations a correct balance can be ensured, whatever the real load is.

SPO.POL.120   Performance — general

The pilot-in-command shall only operate the aircraft if the performance is adequate to comply with the applicable rules of the air and any other restrictions applicable to the flight, the airspace or the aerodromes or operating sites used, taking into account the charting accuracy of any charts and maps used.

SPO.POL.125   Take-off mass limitations — complex motor-powered aeroplanes

The operator shall ensure that:

• (a) the mass of the aeroplane at the start of take-off shall not exceed the mass limitations:
• (1) at take-off, as required in SPO.POL.130;
• (2) en-route with one engine inoperative (OEI), as required in SPO.POL.135; and
• (3) at landing, as required in SPO.POL.140, allowing for expected reductions in mass as the flight proceeds, and for fuel jettisoning;

• (b) the mass at the start of take-off shall never exceed the maximum take-off mass specified in the AFM for the pressure altitude appropriate to the elevation of the aerodrome or operating site, and if used as a parameter to determine the maximum take-off mass, any other local atmospheric condition; and

- (c) the estimated mass for the expected time of landing at the aerodrome or operating site of intended landing and at any destination alternate aerodrome shall never exceed the maximum landing mass specified in the AFM for the pressure altitude appropriate to the elevation of those aerodromes or operating sites and if used as a parameter to determine the maximum landing mass, any other local atmospheric condition.

SPO.POL.130   Take-off — complex motor-powered aeroplanes

• (a)When determining the maximum take-off mass, the pilot-in-command shall take the following into account:

• (1) the calculated take-off distance shall not exceed the take-off distance available with a clearway distance not exceeding half of the take-off run available;

• (2) the calculated take-off run shall not exceed the take-off run available;

• (3) a single value of V1 shall be used for the rejected and continued take-off, where a V1 is specified in the AFM; and

• (4) 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.

• (b)Except for an aeroplane equipped with turboprop engines and a maximum take-off mass at or below 5 700 kg, in the event of an engine failure during take-off, the pilot-in-command shall ensure that the aeroplane is able:

• (1) to discontinue the take-off and stop within the accelerate-stop distance available or the runway available; or

- (2) to continue the take-off and clear all obstacles along the flight path by an adequate margin until the aeroplane is in a position to comply with SPO.POL.135.

SPO.POL.135   En-route — one engine inoperative — complex motor-powered aeroplanes

The pilot-in-command shall ensure that in the event of an engine becoming inoperative at any point along the route, a multi-engined aeroplane shall be able to continue the flight to an adequate aerodrome or operating site without flying below the minimum obstacle clearance altitude at any point.

SPO.POL.140   Landing — complex motor-powered aeroplanes

The pilot-in-command shall ensure that at any aerodrome or operating site, after clearing all obstacles in the approach path by a safe margin, the aeroplane shall be able to land and stop, or a seaplane to come to a satisfactory low speed, within the landing distance available. Allowance shall be made for expected variations in the approach and landing techniques, if such allowance has not been made in the scheduling of performance data.

SPO.POL.145   Performance and operating criteria — aeroplanes

When operating an aeroplane at a height of less than 150 m (500 ft) above a non-congested area, for operations of aeroplanes that are not able to sustain level flight in the event of a critical engine failure, the operator shall:

• (a) establish operational procedures to minimise the consequences of an engine failure;

• (b) establish a training programme for crew members; and

- (c) ensure that all crew members and task specialists on board are briefed on the procedures to be carried out in the event of a forced landing.

SPO.POL.146   Performance and operating criteria — helicopters

• (a)The pilot-in-command may operate an aircraft over congested areas provided that:

• (1) the helicopter is certified in category A or B; and

• (2) safety measures are established to prevent undue hazard to persons or property on the ground and the operation and its SOP is authorised.

• (b)The operator shall:

• (1) establish operational procedures to minimise the consequences of an engine failure;

• (2) establish a training programme for crew members; and

• (3) ensure that all crew members and task specialists on board are briefed on the procedures to be carried out in the event of a forced landing.

• (c)The operator shall ensure that the mass at take-off, landing or hover shall not exceed the maximum mass specified for:

• (1) a hover out of ground effect (HOGE) with all engines operating at the appropriate power rating; or

- (2) if conditions prevail that a HOGE is not likely to be established, the helicopter mass shall not exceed the maximum mass specified for a hover in ground effect (HIGE) with all engines operating at the appropriate power rating, provided prevailing conditions allow a hover in ground effect at the maximum specified mass.

SUBPART D

INSTRUMENTS, DATA AND EQUIPMENT

SECTION 1

Aeroplanes

SPO.IDE.A.100   Instruments and equipment — general

• (a)Instruments and equipment required by this Subpart shall be approved in accordance with the applicable airworthiness requirements if they are:

• (1) used by the flight crew to control the flight path;

• (2) used to comply with SPO.IDE.A.215;

• (3) used to comply with SPO.IDE.A.220; or

• (4) installed in the aeroplane.

• (b)The following items, when required under this Subpart, do not need an equipment approval:

• (1) spare fuses;

• (2) independent portable lights;

• (3) an accurate time piece;

• (4) chart holder;

• (5) first aid kits;

• (6) survival and signalling equipment;

• (7) sea anchor and equipment for mooring;

• (8) a simple PCDS used by a task specialist as a restraint device.

• (c)Instruments, equipment or accessories not required under this Annex (Part-SPO) as well as any other equipment which is not required under this Regulation, but carried on a flight, shall comply with the following requirements:

• (1) the information provided by those instruments, equipment or accessories shall not be used by the flight crew members to comply with Annex II to Regulation (EU) 2018/1139 or points SPO.IDE.A.215 and SPO.IDE.A.220 of this Annex;

• (2) the instruments, equipment or accessories shall not affect the airworthiness of the aeroplane, even in the case of failures or malfunction.

• (d)Instruments and equipment shall be readily operable or accessible from the station where the flight crew member that needs to use it is seated.

• (e)Those instruments that are used by a flight crew member shall be so arranged as to permit the flight crew member to see the indications readily from his/her station, with the minimum practicable deviation from the position and line of vision which he/she normally assumes when looking forward along the flight path.

- (f)All required emergency equipment shall be easily accessible for immediate use.

SPO.IDE.A.105   Minimum equipment for flight

A flight shall not be commenced when any of the aeroplane's instruments, items of equipment or functions required for the intended flight are inoperative or missing, unless either of the following conditions is fulfilled:

• (a) the aeroplane is operated in accordance with the minimum equipment list (MEL);

• (b) for complex motor-powered aeroplanes and for any aeroplane used in commercial operations, the operator is approved by the competent authority to operate the aeroplane within the constraints of the master minimum equipment list (MMEL) in accordance with point ORO.MLR.105(j) of Annex III;

- (c) the aeroplane is subject to a permit to fly issued in accordance with the applicable airworthiness requirements.

SPO.IDE.A.110   Spare electrical fuses

Aeroplanes shall be equipped with spare electrical fuses, of the ratings required for complete circuit protection, for replacement of those fuses that are allowed to be replaced in flight.

SPO.IDE.A.115   Operating lights

Aeroplanes operated at night shall be equipped with:

• (a) an anti-collision light system;

• (b) navigation/position lights;

• (c) a landing light;

• (d) lighting supplied from the aeroplane’s electrical system to provide adequate illumination for all instruments and equipment essential to the safe operation of the aeroplane;

• (e) lighting supplied from the aeroplane’s electrical system to provide illumination in all cabin compartments;

• (f) an independent portable light for each crew member station; and

- (g) lights to conform with the International Regulations for Preventing Collisions at Sea if the aeroplane is operated as a seaplane.

SPO.IDE.A.120   Operations under VFR — flight and navigational instruments and associated equipment

• (a)Aeroplanes operated under VFR by day shall be equipped with a means of measuring and displaying the following:

• (1) magnetic heading,

• (2) time in hours, minutes and seconds,

• (3) barometric altitude,

• (4) indicated airspeed,

• (5) Mach number whenever speed limitations are expressed in terms of Mach number, and

• (6) slip for complex motor-powered aeroplanes.

• (b)Aeroplanes operating under VMC at night shall be, in addition to (a), equipped with:

• (1) a means of measuring and displaying the following:
• (i) turn and slip,
• (ii) attitude,
• (iii) vertical speed, and
• (iv) stabilised heading;

• (2) a means of indicating when the supply of power to the gyroscopic instruments is not adequate.

• (c)Complex motor-powered aeroplanes operating under VMC over water and out of sight of the land shall be, in addition to (a) and (b), equipped with a means of preventing malfunction of the airspeed indicating system due to condensation or icing.

• (d)Aeroplanes operated in conditions where they cannot be maintained in a desired flight path without reference to one or more additional instruments, shall be, in addition to (a) and (b), equipped with a means of preventing malfunction of the airspeed indicating system required in (a)(4) due to condensation or icing.

• (e)Whenever two pilots are required for the operation, aeroplanes shall be equipped with an additional separate means of displaying the following:

• (1) barometric altitude,

• (2) indicated airspeed,

• (3) slip, or turn and slip, as applicable,

• (4) attitude, if applicable,

• (5) vertical speed, if applicable

• (6) stabilised heading, if applicable, and

- (7) Mach number whenever speed limitations are expressed in terms of Mach number, if applicable.

SPO.IDE.A.125   Operations under IFR — flight and navigational instruments and associated equipment

Aeroplanes operated under IFR shall be equipped with:

• (a) a means of measuring and displaying the following:
• (1) magnetic heading,
• (2) time in hours, minutes and seconds,
• (3) barometric altitude,
• (4) indicated airspeed,
• (5) vertical speed,
• (6) turn and slip,
• (7) attitude,
• (8) stabilised heading,
• (9) outside air temperature, and
• (10) Mach number, whenever speed limitations are expressed in terms of Mach number;

• (b) a means of indicating when the supply of power to the gyroscopic instruments is not adequate.

• (c) whenever two pilots are required for the operation, an additional separate means of displaying for the second pilot:
• (1) barometric altitude,
• (2) indicated airspeed,
• (3) vertical speed,
• (4) turn and slip,
• (5) attitude,
• (6) stabilised heading, and
• (7) Mach number whenever speed limitations are expressed in terms of Mach number, if applicable;

• (d) a means of preventing malfunction of the airspeed indicating system required in (a)(4) and (c)(2) due to condensation or icing; and

- (e) complex motor-powered aeroplanes when operated under IFR shall, in addition to (a), (b), (c) and (d), be equipped with:

• (1) an alternate source of static pressure;
• (2) a chart holder in an easily readable position that can be illuminated for night operations;
• (3) a second independent means of measuring and displaying altitude unless already installed to comply with (e)(1); and
• (4) an emergency power supply, independent of the main electrical generating system, for the purpose of operating and illuminating an attitude indicating system for a minimum period of 30 minutes. The emergency power supply shall be automatically operative after the total failure of the main electrical generating system and clear indication shall be given on the instrument or on the instrument panel that the attitude indicator is being operated by emergency power.

SPO.IDE.A.126   Additional equipment for single-pilot operation under IFR

Complex motor-powered aeroplanes operated under IFR with a single pilot shall be equipped with an autopilot with at least altitude hold and heading mode.

SPO.IDE.A.130   Terrain awareness warning system (TAWS)

• (a) Turbine-powered aeroplanes with a maximum certified take-off mass (MCTOM) of more than 5 700 kg or an MOPSC of more than nine shall be equipped with a TAWS that meets the requirements for:
• (1) class A equipment, as specified in an acceptable standard, in the case of aeroplanes for which the individual certificate of airworthiness (CofA) was first issued after 1 January 2011; or
• (2) class B equipment, as specified in an acceptable standard, in the case of aeroplanes for which the individual CofA was first issued on or before 1 January 2011.

- (b) When used in commercial operations, turbine-powered aeroplanes for which the individual CofA was first issued after 1 January 2019 and having an MCTOM of 5 700 kg or less and an MOPSC of six to nine shall be equipped with a TAWS that meets the requirements for class B equipment, as specified in an acceptable standard.

SPO.IDE.A.131   Airborne collision avoidance system (ACAS II)

Unless otherwise provided for by Regulation (EU) No 1332/2011, turbine-powered aeroplanes with an MCTOM of more than 5 700 kg shall be equipped with ACAS II.

SPO.IDE.A.132   Airborne weather detecting equipment — complex motor-powered aeroplanes

The following aeroplanes shall be equipped with airborne weather detecting equipment when operated at night or in IMC in areas where thunderstorms or other potentially hazardous weather conditions, regarded as detectable with airborne weather detecting equipment, may be expected to exist along the route:

• (a) pressurised aeroplanes;

- (b) non-pressurised aeroplanes with an MCTOM of more than 5 700 kg.

SPO.IDE.A.133   Additional equipment for operations in icing conditions at night — complex motor-powered aeroplanes

• (a)Aeroplanes operated in expected or actual icing conditions at night shall be equipped with a means to illuminate or detect the formation of ice.

- (b)The means to illuminate the formation of ice shall not cause glare or reflection that would handicap flight crew members in the performance of their duties.

SPO.IDE.A.135   Flight crew interphone system

Aeroplanes operated by more than one flight crew member shall be equipped with a flight crew interphone system, including headsets and microphones for use by all flight crew members.

SPO.IDE.A.140   Cockpit voice recorder

• (a)The following aeroplanes shall be equipped with a CVR:

• (1) aeroplanes with an MCTOM of more than 27 000 kg and first issued with an individual CofA on or after 1 January 2016; and

• (2) aeroplanes with an MCTOM of more than 2 250 kg:
• (i) certified for operation with a minimum crew of at least two pilots;
• (ii) equipped with turbojet engine(s) or more than one turboprop engine; and
• (iii) for which a type certificate is first issued on or after 1 January 2016.

• (b)The CVR shall be capable of retaining data recorded during at least:

• (1) the preceding 25 hours for aeroplanes with an MCTOM of more than 27 000 kg and first issued with an individual CofA on or after 1 January 2022; or

• (2) the preceding 2 hours in all other cases.

• (c)The CVR shall record with reference to a timescale:

• (1) voice communications transmitted from or received in the flight crew compartment by radio;

• (2) flight crew members’ voice communications using the interphone system and the public address system, if installed;

• (3) the aural environment of the flight crew compartment, including, without interruption, the audio signals received from each boom and mask microphone in use; and

• (4) voice or audio signals identifying navigation or approach aids introduced into a headset or speaker.

• (d)The CVR shall start automatically to record prior to the aeroplane moving under its own power and shall continue to record until the termination of the flight when the aeroplane is no longer capable of moving under its own power.

• (e)In addition to (d), depending on the availability of electrical power, the CVR shall start to record as early as possible during the cockpit checks prior to engine start at the beginning of the flight until the cockpit checks immediately following engine shutdown at the end of the flight.

- (f)If the CVR is not deployable, it shall have a device to assist in locating it under water. By 1 January 2020 at the latest, this device shall have a minimum underwater transmission time of 90 days. If the CVR is deployable, it shall have an automatic emergency locator transmitter.

SPO.IDE.A.145   Flight data recorder

• (a)Aeroplanes with an MCTOM of more than 5 700 kg and first issued with an individual CofA on or after 1 January 2016 shall be equipped with an FDR that uses a digital method of recording and storing data and for which a method of readily retrieving that data from the storage medium is available.

• (b)The FDR shall record the parameters required to determine accurately the aeroplane flight path, speed, attitude, engine power, configuration and operation and be capable of retaining data recorded during at least the preceding 25 hours.

• (c)Data shall be obtained from aeroplane sources that enable accurate correlation with information displayed to the flight crew.

• (d)The FDR shall start automatically to record the data prior to the aeroplane being capable of moving under its own power and shall stop automatically after the aeroplane is incapable of moving under its own power.

- (e)If the FDR is not deployable, it shall have a device to assist in locating it under water. By 1 January 2020 at the latest, this device shall have a minimum underwater transmission time of 90 days. If the FDR is deployable, it shall have an automatic emergency locator transmitter.

SPO.IDE.A.146   Lightweight flight recorder

• (a) Turbine-engined aeroplanes with an MCTOM of 2 250 kg or more and aeroplanes with an MOPSC of more than 9 shall be equipped with a flight recorder if all the following conditions are met:
• (1) they are not within the scope of point SPO.IDE.A.145(a);
• (2) they are used for commercial operations;
• (3) they are first issued with an individual CofA on or after 5 September 2022.

• (b) The flight recorder shall record, by means of flight data or images, information that is sufficient to determine the flight path and aircraft speed.

• (c) The flight recorder shall be capable of retaining the flight data and the images recorded during at least the preceding 5 hours.

• (d) The flight recorder shall automatically start to record prior to the aeroplane being capable of moving under its own power and shall stop automatically after the aeroplane is no longer capable of moving under its own power.

- (e) If the flight recorder records images or audio of the flight crew compartment, then a function shall be provided which can be operated by the pilot-in-command and which modifies image and audio recordings made before the operation of that function, so that those recordings cannot be retrieved using normal replay or copying techniques.

SPO.IDE.A.150   Data link recording

• (a)Aeroplanes first issued with an individual CofA on or after 1 January 2016 that have the capability to operate data link communications and are required to be equipped with a CVR shall record on a recorder, where applicable:

• (1) data link communication messages related to ATS communications to and from the aeroplane, including messages applying to the following applications:
• (i) data link initiation;
• (ii) controller-pilot communication;
• (iii) addressed surveillance;
• (iv) flight information;
• (v) as far as is practicable, given the architecture of the system, aircraft broadcast surveillance;
• (vi) as far as is practicable, given the architecture of the system, aircraft operational control data; and
• (vii) as far as is practicable, given the architecture of the system, graphics;

• (2) information that enables correlation to any associated records related to data link communications and stored separately from the aeroplane; and

• (3) information on the time and priority of data link communications messages, taking into account the system’s architecture.

• (b)The recorder shall use a digital method of recording and storing data and information and a method for readily retrieving that data. The recording method shall allow the data to match the data recorded on the ground.

• (c)The recorder shall be capable of retaining data recorded for at least the same duration as set out for CVRs in SPO.IDE.A.140.

• (d)If the recorder is not deployable, it shall have a device to assist in locating it under water. By 1 January 2020 at the latest, this device shall have a minimum underwater transmission time of 90 days. If the recorder is deployable, it shall have an automatic emergency locator transmitter.

- (e)The requirements applicable to the start and stop logic of the recorder are the same as the requirements applicable to the start and stop logic of the CVR contained in SPO.IDE.A.140 (d) and (e).

SPO.IDE.A.155   Flight data and cockpit voice combination recorder

Compliance with CVR requirements and FDR requirements may be achieved by:

• (a) one flight data and cockpit voice combination recorder if the aeroplane has to be equipped with a CVR or an FDR; or

- (b) two flight data and cockpit voice combination recorders if the aeroplane has to be equipped with a CVR and an FDR.

SPO.IDE.A.160   Seats, seat safety belts and restraint systems

Aeroplanes shall be equipped with:

• (a) a seat or station for each crew member or task specialist on board;

• (b) a seat belt on each seat, and restraint devices for each station;

• (c) for other-than-complex motor-powered aeroplanes, a seat belt with upper torso restraint system on each flight crew seat, having a single point release for aeroplanes having a CofA first issued on or after 25 August 2016;

• (d) for complex motor-powered aeroplanes, a seat belt with upper torso restraint system, incorporating a device that will automatically restrain the occupant's torso in the event of rapid deceleration:
• (1) on each flight crew seat and on any seat alongside a pilot's seat; and
• (2) on each observer's seat located in the flight crew compartment;

- (e) The seat belt with upper torso restraint system required under point (d) shall have:

• (1) a single point release;
• (2) on flight crew members seats and on any seat alongside a pilot's seat, either of the following:
• (i) two shoulder straps and a seat belt that may be used independently;
• (ii) a diagonal shoulder strap and a seat belt that may be used independently for the following aeroplanes:
• (A) aeroplanes with an MCTOM of 5 700 kg or less and with an MOPSC of nine or less that are compliant with the emergency landing dynamic conditions defined in the applicable certification specification;
• (B) aeroplanes with an MCTOM of 5 700 kg or less and with an MOPSC of nine or less that are not compliant with the emergency landing dynamic conditions defined in the applicable certification specification and having an individual CofA first issued before 25 August 2016.

SPO.IDE.A.165   First-aid kit

• (a)Aeroplanes shall be equipped with a first-aid kit.

• (b)The first-aid kit shall be:

• (1) readily accessible for use; and

- (2) kept up-to-date.

SPO.IDE.A.170   Supplemental oxygen — pressurised aeroplanes

• (a)Pressurised aeroplanes operated at flight altitudes for which the oxygen supply is required in accordance with (b) shall be equipped with oxygen storage and dispensing apparatus capable of storing and dispensing the required oxygen supplies.

• (b)Pressurised aeroplanes operated above flight altitudes at which the pressure altitude in the cabin compartments is above 10 000 ft shall carry enough breathing oxygen to supply all crew members and task specialists at least:

• (1) for any period when the cabin pressure altitude exceeds 15 000 ft, but in no case less than 10 minutes’ supply;

• (2) for any period when, in the event of loss of pressurisation and taking into account the circumstances of the flight, the pressure altitude in the flight crew and cabin compartment will be between 14 000 ft and 15 000 ft;

• (3) for any period in excess of 30 minutes when the pressure altitude in the flight crew and cabin compartment will be between 10 000 ft and 14 000 ft; and

• (4) for no less than 10 minutes, in the case of aeroplanes operated at pressure altitudes above 25 000 ft, or operated below that altitude, but under conditions that will not allow them to descend safely to a pressure altitude of 13 000 ft within 4 minutes.

• (c)Pressurised aeroplanes operated at flight altitudes above 25 000 ft shall, in addition, be equipped with: