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

• (a) When the appropriate weather reports or forecasts indicate that the runway at the estimated time of arrival may be wet, the LDA shall be one of the following distances:
• (1) a landing distance provided in the AFM for use on wet runways at time of dispatch, but not less than that required by point CAT.POL.A.330;
• (2) if a landing distance is not provided in the AFM for use on wet runways at time of dispatch, at least 115 % of the required landing distance, determined in accordance with point CAT.POL.A.330(a);
• (3) a landing distance shorter than that required by point (a)(2), but not less than that required by point CAT.POL.A.330(a), as applicable, if the runway has specific friction improving characteristics and the AFM includes specific additional information for landing distance on that runway type;
• (4) by way of derogation from points (a)(1), (a)(2) and (a)(3), for aeroplanes that are approved for reduced landing distance operations under point CAT.POL.A.355, the landing distance determined in accordance with point CAT.POL.A.355(b)(7)(iii).

• (b) When the appropriate weather reports or forecasts indicate that the runway at the estimated time of arrival may be contaminated, the landing distance shall not exceed the LDA. The operator shall specify in the operations manual the landing distance data to be applied.

CAT.POL.A.340   Take-off and landing climb requirements

The operator of a two-engined aeroplane shall fulfil the following take-off and landing climb requirements.

(a) Take-off climb

(1) All engines operating

• (i)The steady gradient of climb after take-off shall be at least 4 % with:

• (A) take-off power on each engine;

• (B) the landing gear extended, except that if the landing gear can be retracted in not more than seven seconds, it may be assumed to be retracted;

• (C) the wing flaps in the take-off position(s); and

• (D) a climb speed not less than the greater of 1,1 VMC (minimum control speed on or near ground) and 1,2 VS1 (stall speed or minimum steady flight speed in the landing configuration).

(2) OEI

• (i)The steady gradient of climb at an altitude of 400 ft above the take-off surface shall be measurably positive with:

• (A) the critical engine inoperative and its propeller in the minimum drag position;

• (B) the remaining engine at take-off power;

• (C) the landing gear retracted;

• (D) the wing flaps in the take-off position(s); and

• (E) a climb speed equal to that achieved at 50 ft.

• (ii)The steady gradient of climb shall be not less than 0,75 % at an altitude of 1 500 ft above the take-off surface with:

• (A) the critical engine inoperative and its propeller in the minimum drag position;

• (B) the remaining engine at not more than maximum continuous power;

• (C) the landing gear retracted;

• (D) the wing flaps retracted; and

• (E) a climb speed not less than 1,2 VS1.

(b) Landing climb

(1) All engines operating

• (i)The steady gradient of climb shall be at least 2,5 % with:

• (A) not more than the power or thrust that is available eight seconds after initiation of movement of the power controls from the minimum flight idle position;

• (B) the landing gear extended;

• (C) the wing flaps in the landing position; and

• (D) a climb speed equal to VREF (reference landing speed).

(2) OEI

• (i)The steady gradient of climb shall be not less than 0,75 % at an altitude of 1 500 ft above the landing surface with:

• (A) the critical engine inoperative and its propeller in the minimum drag position;

• (B) the remaining engine at not more than maximum continuous power;

• (C) the landing gear retracted;

• (D) the wing flaps retracted; and

• (E) a climb speed not less than 1,2 VS1.

CAT.POL.A.345   Approval of steep approach operations

• (a)Steep approach operations using glideslope 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; and

• (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, is available;
• (ii) weather minima are specified; and
• (iii) the following items are taken into consideration:
• (A) the obstacle situation;
• (B) the type of glide path reference and runway guidance;
• (C) the minimum visual reference to be required at 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.350   Approval of short landing operations

• (a)Short landing operations 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 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 use of the declared safe area is approved by the State of the aerodrome;

• (3) 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;

• (4) the slope of the declared safe area does not exceed 5 % upward nor 2 % downward slope in the direction of landing;

• (5) the usable length of the declared safe area does not exceed 90 m;

• (6) the width of the declared safe area is not less than twice the runway width, centred on the extended runway centreline;

• (7) the crossing height over the beginning of the usable length of the declared safe area is not less than 50 ft;

• (8) weather minima are specified for each runway to be used and are not less than the greater of VFR or NPA minima;

• (9) pilot experience, training and special aerodrome familiarisation requirements are specified and met;

• (10) additional conditions, if specified by the competent authority, taking into account the aeroplane type characteristics, orographic characteristics in the approach area, available approach aids and missed approach/balked landing considerations.

CAT.POL.A.355   Approval of reduced required landing distance operations

• (a) Operations with a landing mass of the aeroplane that allows a full-stop landing within 80 % of the landing distance available (LDA) require prior approval by the competent authority. Such approval shall be obtained for each runway on which operations with reduced required landing distance are conducted.

- (b) To obtain the approval referred to in point (a), the operator shall conduct a risk assessment to demonstrate that a level of safety equivalent to that intended by point CAT.POL.A.330(a) is achieved and at least the following conditions are met:

• (1) 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 the extension of the runway;
• (2) short landing operations in accordance with point CAT.POL.A.350 and approaches outside stabilised approach criteria approved under point CAT.OP.MPA.115(a) are prohibited;
• (3) landing on contaminated runways is prohibited;
• (4) a specific control procedure of the touchdown area is defined in the operations manual (OM) and implemented; this procedure shall include adequate go-around and balked-landing instructions when touchdown in the defined area cannot be achieved;
• (5) an adequate aerodrome training and checking programme for the flight crew is established;
• (6) the flight crew is qualified and has recency in reduced required landing distance operations at the aerodrome concerned;
• (7) an aerodrome landing analysis programme (ALAP) is established by the operator to ensure that the following conditions are met:
• (i) no tailwind is forecast at the expected time of arrival;
• (ii) if the runway is forecast to be wet at the expected time of arrival, the landing distance at dispatch shall either be determined in accordance with point CAT.OP.MPA.303(c), or shall be 115 % of the landing distance determined for dry runways, whichever is longer;
• (iii) no forecast contaminated runway conditions exist at the expected time of arrival;
• (iv) no forecast adverse weather conditions exist at the expected time of arrival;
• (8) operational procedures are established to ensure that:
• (i) all the equipment that affects landing performance and landing distance is operative before commencing the flight;
• (ii) deceleration devices are correctly used by the flight crew;
• (9) specific maintenance instructions and operational procedures are established for the aeroplane's deceleration devices to enhance the reliability of those systems;
• (10) the final approach and landing are conducted under visual meteorological conditions (VMC) only;
• (11) additional aerodrome conditions, if specified by the competent authority that has certified the aerodrome, taking into account orographic characteristics of the approach area, available approach aids, missed-approach and balked-landing considerations.

CHAPTER 4

Performance class C

CAT.POL.A.400   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)For aeroplanes that have take-off field length data contained in their AFM that do not include engine failure accountability, the distance from the start of the take-off roll required by the aeroplane to reach a height of 50 ft above the surface with all engines operating within the maximum take-off power conditions specified, when multiplied by a factor of either:

• (1) 1,33 for aeroplanes having two engines;

• (2) 1,25 for aeroplanes having three engines; or

• (3) 1,18 for aeroplanes having four engines,

• shall not exceed the take-off run available (TORA) at the aerodrome at which the take-off is to be made.

• (c)For aeroplanes that have take-off field length data contained in their AFM which accounts for engine failure, the following requirements shall be met in accordance with the specifications in the AFM:

• (1) the accelerate-stop distance shall not exceed the ASDA;

• (2) the take-off distance shall not exceed the take-off distance available (TODA), with a clearway distance not exceeding half of the TORA;

• (3) the take-off run shall not exceed the TORA;

• (4) a single value of V1 for the rejected and continued take-off shall be used; 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.

• (d)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 that 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.

CAT.POL.A.405   Take-off obstacle clearance

• (a)The take-off flight path with OEI shall be determined such that the aeroplane clears all obstacles by a vertical distance of at least 50 ft plus 0,01 × D, 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 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.

• (b)The take-off flight path shall begin at a height of 50 ft above the surface at the end of the take-off distance required by CAT.POL.A.400(b) or (c), as applicable, and end at a height of 1 500 ft above the surface.

• (c)When showing compliance with (a), 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

• (4) not more than 50 % of the reported headwind component or not less than 150 % of the reported tailwind component.

• (d)Track changes shall not be allowed up to that point of the take-off flight path where a height of 50 ft above the surface has been achieved. 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. 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.

• (e)For cases that do 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 pilot is able to maintain the required navigational accuracy through the obstacle accountability area; or

• (2) 600 m, for flights under all other conditions.

• (f)For cases that do require 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, if the pilot is able to maintain the required navigational accuracy through the obstacle accountability area; or

• (2) 900 m, for flights under all other conditions.

• (g)The operator shall establish contingency procedures to satisfy (a) to (f) and to provide a safe route, avoiding obstacles, to enable the aeroplane to either comply with the en-route requirements of CAT.POL.A.410, or land at either the aerodrome of departure or at a take-off alternate aerodrome.

CAT.POL.A.410   En-route — all engines operating

• (a)In the meteorological conditions expected for the flight, at any point on its route or on any planned diversion therefrom, the aeroplane shall be capable of a rate of climb of at least 300 ft per minute with all engines operating within the maximum continuous power conditions specified at:

• (1) the minimum altitudes for safe flight on each stage of the route to be flown, or of any planned diversion therefrom, specified in or calculated from the information contained in the operations manual relating to the aeroplane; and

• (2) the minimum altitudes necessary for compliance with the conditions prescribed in CAT.POL.A.415 and 420, as appropriate.

CAT.POL.A.415   En-route — OEI

• (a)In the meteorological conditions expected for the flight, in the event of any one engine becoming inoperative at any point on its route or on any planned diversion therefrom and with the other engine(s) operating within the maximum continuous power conditions specified, the aeroplane shall be capable of continuing the flight from the cruising altitude to an aerodrome where a landing can be made in accordance with CAT.POL.A.430 or CAT.POL.A.435, as appropriate. The aeroplane shall clear obstacles within 9,3 km (5 NM) either side of the intended track by a vertical interval of at least:

• (1) 1 000 ft, when the rate of climb is zero or greater; or

• (2) 2 000 ft, when the rate of climb is less than zero.

• (b)The flight path shall have a positive slope at an altitude of 450 m (1 500 ft) above the aerodrome where the landing is assumed to be made after the failure of one engine.

• (c)The available rate of climb of the aeroplane shall be taken to be 150 ft per minute less than the gross rate of climb specified.

• (d)The width margins provided for in point (a) shall be increased to 18,5 km (10 NM) if the navigational accuracy does not meet at least navigation specification RNAV 5.

• (e)Fuel jettisoning is permitted to an extent consistent with reaching the aerodrome where the aeroplane is assumed to land after engine failure with the required fuel reserves in accordance with point CAT.OP.MPA.181, appropriate for an alternate aerodrome, if a safe procedure is used.

CAT.POL.A.420   En route — aeroplanes with three or more engines, two engines inoperative

• (a) An aeroplane that has three or more engines shall not be away from an aerodrome at which the requirements of point CAT.POL.A.430 for the expected landing mass are met, at any point along the intended track for more than 90 minutes with all engines operating at cruising power or thrust, as appropriate, at standard temperature in still air, unless points (b) to (e) of this point are complied with.

• (b) The two-engines-inoperative flight path shall permit the aeroplane to continue the flight, in the expected meteorological conditions, clearing all obstacles within 9,3 km (5 NM) on either side of the intended track by a vertical interval of at least 2 000 ft, to an aerodrome at which the performance requirements applicable for the expected landing mass are met.

• (c) The two engines shall be assumed to fail at the most critical point of that portion of the route where the aeroplane is operated for more than 90 minutes, with all engines operating at cruising power or thrust, as appropriate, at standard temperature in still air, away from the aerodrome referred to in point (a).

• (d) 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/energy to proceed to an aerodrome where the landing is assumed to be made, and to arrive there at an altitude of at least 1 500 ft (450 m) directly over the landing area, and thereafter, to fly for 15 minutes at cruising power or thrust, as appropriate.

• (e) The available rate of climb of the aeroplane shall be 150 ft per minute less than that specified.

• (f) The width margins provided for in point (b) shall be increased to 18,5 km (10 NM) if the navigational accuracy does not meet at least navigation specification RNAV 5.

• (g) Fuel jettisoning is permitted to an extent consistent with reaching the aerodrome with the required fuel reserves in accordance with point (d), if a safe procedure is used.

CAT.POL.A.425   Landing — destination and alternate aerodromes

The landing mass of the aeroplane determined in accordance with CAT.POL.A.105(a) shall not exceed the maximum landing mass specified in the AFM for the altitude and, if accounted for in the AFM, the ambient temperature expected for the estimated time of landing at the destination aerodrome and alternate aerodrome.

CAT.POL.A.430   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 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 type of runway surface; and

• (4) the runway slope in the direction of landing.

• (b)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.

• (c)If the operator is unable to comply with (b)(2) for the destination aerodrome, the aeroplane shall only be dispatched if an alternate aerodrome is designated that permits full compliance with (a) and (b).

CAT.POL.A.435   Landing — wet and contaminated runways

• (a)When the appropriate weather reports or forecasts indicate that the runway at the estimated time of arrival may be wet, the LDA shall be one of the following distances:

• (1) a landing distance provided in the AFM for use on wet runways at time of dispatch, but not less than that required by point CAT.POL.A.430;

• (2) if a landing distance is not provided in the AFM for use on wet runways at time of dispatch, at least 115 % of the required landing distance, determined in accordance with point CAT.POL.A.430.

- (b)When the appropriate weather reports and/or forecasts indicate that the runway at the estimated time of arrival may be contaminated, the landing distance shall not exceed the LDA. The operator shall specify in the operations manual the landing distance data to be applied.

SECTION 2

Helicopters

CHAPTER 1

General requirements

CAT.POL.H.100   Applicability

• (a)Helicopters shall be operated in accordance with the applicable performance class requirements.

• (b)Helicopters shall be operated in performance class 1:

• (1) when operated to/from aerodromes or operating sites located in a congested hostile environment, except when operated to/from a public interest site (PIS) in accordance with CAT.POL.H.225; or

• (2) when having an MOPSC of more than 19, except when operated to/from a helideck in performance class 2 under an approval in accordance with CAT.POL.H.305.

• (c)Unless otherwise prescribed by (b), helicopters that have an MOPSC of 19 or less but more than nine shall be operated in performance class 1 or 2.

• (d)Unless otherwise prescribed by (b), helicopters that have an MOPSC of nine or less shall be operated in performance class 1, 2 or 3.

CAT.POL.H.105   General

• (a)The mass of the helicopter:

• (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 applicable requirements of this Section can be complied with for the flight to be undertaken, taking into account expected reductions in mass as the flight proceeds and such fuel jettisoning as is provided for in the relevant requirement.

• (b)The approved performance data contained in the AFM shall be used to determine compliance with the requirements of this Section, supplemented as necessary with other data as prescribed in the relevant requirement. The operator shall specify such other data in the operations manual. When applying the factors prescribed in this Section, account may be taken of any operational factors already incorporated in the AFM performance data to avoid double application of factors.

• (c)When showing compliance with the requirements of this Section, account shall be taken of the following parameters:

• (1) mass of the helicopter;

• (2) the helicopter configuration;

• (3) the environmental conditions, in particular:
• (i) pressure altitude and temperature;
• (ii) wind:
• (A) except as provided in (C), for take-off, take-off flight path and landing requirements, accountability for wind shall be no more than 50 % of any reported steady headwind component of 5 kt or more;
• (B) where take-off and landing with a tailwind component is permitted in the AFM, and in all cases for the take-off flight path, not less than 150 % of any reported tailwind component shall be taken into account; and
• (C) where precise wind measuring equipment enables accurate measurement of wind velocity over the point of take-off and landing, wind components in excess of 50 % may be established by the operator, provided that the operator demonstrates to the competent authority that the proximity to the FATO and accuracy enhancements of the wind measuring equipment provide an equivalent level of safety;

• (4) the operating techniques; and

• (5) the operation of any systems that have an adverse effect on performance.

CAT.POL.H.110   Obstacle accountability

• (a)For the purpose of obstacle clearance requirements, an obstacle located beyond the FATO, in the take-off flight path, or the missed approach flight path shall be considered if its lateral distance from the nearest point on the surface below the intended flight path is not further than the following:

• (1) For operations under VFR:
• (i) half of the minimum width defined in the AFM — or, when no width is defined, ‘0,75 × D’, where D is the largest dimension of the helicopter when the rotors are turning;
• (ii) plus, the greater of ‘0,25 × D’ or ‘3 m’;
• (iii) plus:
• (A) 0,10 × distance DR for operations under VFR by day; or
• (B) 0,15 × distance DR for operations under VFR at night.

• (2) For operations under IFR:
• (i) ‘1,5 D’ or 30 m, whichever is greater, plus:
• (A) 0,10 × distance DR, for operations under IFR with accurate course guidance;
• (B) 0,15 × distance DR, for operations under IFR with standard course guidance; or
• (C) 0,30 × distance DR for operations under IFR without course guidance.
• (ii) When considering the missed approach flight path, the divergence of the obstacle accountability area only applies after the end of the take-off distance available.

• (3) For operations with initial take-off conducted visually and converted to IFR/IMC at a transition point, the criteria required in (1) apply up to the transition point, and the criteria required in (2) apply after the transition point. The transition point cannot be located before the end of the take-off distance required for helicopters (TODRH) operating in performance class 1 or before the defined point after take-off (DPATO) for helicopters operating in performance class 2.

• (b)For take-off using a back-up or a lateral transition procedure, for the purpose of obstacle clearance requirements, an obstacle located in the back-up or lateral transition area shall be considered if its lateral distance from the nearest point on the surface below the intended flight path is not further than:

• (1) half of the minimum width defined in the AFM or, when no width is defined, ‘0,75 × D’;

• (2) plus the greater of ‘0,25 × D’ or ‘3 m’;

• (3) plus:
• (i) for operations under VFR by day 0,10 × the distance travelled from the back of the FATO, or
• (ii) for operations under VFR at night 0,15 × the distance travelled from the back of the FATO.

• (c)Obstacles may be disregarded if they are situated beyond:

• (1) 7 × rotor radius (R) for day operations, if it is assured that navigational accuracy can be achieved by reference to suitable visual cues during the climb;

• (2) 10 × R for night operations, if it is assured that navigational accuracy can be achieved by reference to suitable visual cues during the climb;

• (3) 300 m if navigational accuracy can be achieved by appropriate navigation aids; or

- (4) 900 m in all other cases.

CHAPTER 2

Performance class 1

CAT.POL.H.200   General

Helicopters operated in performance class 1 shall be certified in category A or equivalent as determined by the Agency.

CAT.POL.H.205   Take-off

• (a)The take-off mass shall not exceed the maximum take-off mass specified in the AFM for the procedure to be used.

• (b)The take-off mass shall be such that:

• (1) it is possible to reject the take-off and land on the FATO in case of the critical engine failure being recognised at or before the take-off decision point (TDP);

• (2) the rejected take-off distance required (RTODRH) does not exceed the rejected take-off distance available (RTODAH); and

• (3) the TODRH does not exceed the take-off distance available (TODAH).

• (4) Notwithstanding (b)(3), the TODRH may exceed the TODAH if the helicopter, with the critical engine failure recognised at TDP can, when continuing the take-off, clear all obstacles to the end of the TODRH by a vertical margin of not less than 10,7 m (35 ft).

• (c)When showing compliance with (a) and (b), account shall be taken of the appropriate parameters of CAT.POL.H.105(c) at the aerodrome or operating site of departure.

• (d)That part of the take-off up to and including TDP shall be conducted in sight of the surface such that a rejected take-off can be carried out.

• (e)For take-off using a backup or lateral transition procedure, with the critical engine failure recognition at or before the TDP, all obstacles in the back-up or lateral transition area shall be cleared by an adequate margin.

CAT.POL.H.210   Take-off flight path

• (a)From the end of the TODRH with the critical engine failure recognised at the TDP:

• (1) The take-off mass shall be such that the take-off flight path provides a vertical clearance, above all obstacles located in the climb path, of not less than 10,7 m (35 ft) for operations under VFR and 10,7 m (35 ft) + 0,01 × distance DR for operations under IFR. Only obstacles as specified in CAT.POL.H.110 have to be considered.

• (2) Where a change of direction of more than 15° is made, adequate allowance shall be made for the effect of bank angle on the ability to comply with the obstacle clearance requirements. This turn is not to be initiated before reaching a height of 61 m (200 ft) above the take-off surface unless it is part of an approved procedure in the AFM.

• (b)When showing compliance with (a), account shall be taken of the appropriate parameters of CAT.POL.H.105(c) at the aerodrome or operating site of departure.

CAT.POL.H.215   En-route — critical engine inoperative

• (a) The mass of the helicopter and the flight path at all points along the route, with the critical engine inoperative and the meteorological conditions expected for the flight, shall permit compliance with any of the following points:
• (1) when it is intended that the flight will be conducted at any time out of sight of the surface, the mass of the helicopter permits a rate of climb of at least 50 ft/minute with the critical engine inoperative at an altitude of at least 300 m (1 000 ft), or 600 m (2 000 ft) in areas of mountainous terrain, above all relevant terrain and obstacles along the route;
• (2) when it is intended that the flight will be conducted without the surface in sight, the flight path permits the helicopter to continue flight from the cruising altitude to a height of 300 m (1 000 ft) above a landing site where a landing can be made in accordance with point CAT.POL.H.220; the flight path clears vertically, by at least 300 m (1 000 ft) or 600 m (2 000 ft) in areas of mountainous terrain, all relevant terrain and obstacles along the route; Drift-down techniques may be used;
• (3) when it is intended that the flight will be conducted in VMC with the surface in sight, the flight path permits the helicopter to continue flight from the cruising altitude to a height of 300 m (1 000 ft) above a landing site where a landing can be made in accordance with point CAT.POL.H.220, without flying at any time below the appropriate minimum flight altitude; Obstacles shall be considered within a distance on either side of the route as specified for the purpose of determination of the minimum flight altitude in VFR.

• (b)When showing compliance with (a)(2) or (a)(3):

• (1) the critical 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 planned to take place only to an extent consistent with reaching the aerodrome or operating site with the required fuel reserves and using a safe procedure; and

• (4) fuel jettisoning is not planned below 1 000 ft above terrain.

CAT.POL.H.220   Landing

• (a)The landing mass of the helicopter at the estimated time of landing shall not exceed the maximum mass specified in the AFM for the procedure to be used.

• (b)In the event of the critical engine failure being recognised at any point at or before the landing decision point (LDP), it is possible either to land and stop within the FATO, or to perform a balked landing and clear all obstacles in the flight path by a vertical margin of 10,7 m (35 ft). Only obstacles as specified in CAT.POL.H.110 have to be considered.

• (c)In the event of the critical engine failure being recognised at any point at or after the LDP, it is possible to:

• (1) clear all obstacles in the approach path; and

• (2) land and stop within the FATO.

• (d)When showing compliance with (a) to (c), account shall be taken of the appropriate parameters of CAT.POL.H.105(c) for the estimated time of landing at the destination aerodrome or operating site, or any alternate if required.

• (e)That part of the landing from the LDP to touchdown shall be conducted in sight of the surface.

CAT.POL.H.225   Helicopter operations to/from a public interest site

• (a)Operations to/from a public interest site (PIS) may be conducted in performance class 2, without complying with CAT.POL.H.310(b) or CAT.POL.H.325(b), provided that all of the following are complied with:

• (1) the site was established as a public interest site before 1 July 2002, or the site was established as a public interest site before 28 October 2014 and a derogation from this point granted under Article 6(6) has been notified to the Commission and the Agency before 14 June 2023;

• (2) the size of the PIS or obstacle environment does not permit compliance with the requirements for operation in performance class 1;

• (3) the operation is conducted with a helicopter with an MOPSC of six or less;

• (4) the operator complies with CAT.POL.H.305(b)(2) and (b)(3);

• (5) the helicopter mass does not exceed the maximum mass specified in the AFM for a climb gradient of 8 % in still air at the appropriate take-off safety speed (VTOSS) with the critical engine inoperative and the remaining engines operating at an appropriate power rating; and

• (6) the operator has obtained prior approval for the operation from the competent authority. Before such operations take place in another Member State, the operator shall obtain an endorsement from the competent authority of that State.

• (b)Site-specific procedures shall be established in the operations manual to minimise the period during which there would be danger to helicopter occupants and persons on the surface in the event of an engine failure during take-off and landing.

• (c)The operations manual shall contain all the following for each PIS: a diagram or annotated photograph that shows the main aspects, the dimensions, the non-conformance with the performance class 1 requirements, the main hazards and the contingency plan should an incident occur.

- (d) The operator shall keep the information provided in point (c) up to date and shall notify any changes to it to the competent authority. When operations take place in another Member State, the operator shall also notify the authority of that State.

CHAPTER 3

Performance class 2

CAT.POL.H.300   General

Helicopters operated in performance class 2 shall be certified in category A or equivalent as determined by the Agency.

CAT.POL.H.305   Operations without an assured safe forced landing capability

• (a)Operations without an assured safe forced landing capability during the take-off and landing phases shall only be conducted if the operator has been granted an approval by the competent authority.

• (b)To obtain and maintain such approval the operator shall:

• (1) conduct a risk assessment, specifying:
• (i) the type of helicopter; and
• (ii) the type of operations;

• (2) implement the following set of conditions:
• (i) attain and maintain the helicopter/engine modification standard defined by the manufacturer;
• (ii) conduct the preventive maintenance actions recommended by the helicopter or engine manufacturer;
• (iii) include take-off and landing procedures in the operations manual, where they do not already exist in the AFM;
• (iv) specify training for flight crew; and
• (v) provide a system for reporting to the manufacturer loss of power, engine shutdown or engine failure events; and

• (3) implement a usage monitoring system (UMS).

CAT.POL.H.310   Take-off

• (a)The take-off mass shall not exceed the maximum mass specified for a rate of climb of 150 ft/min at 300 m (1 000 ft) above the level of the aerodrome or operating site with the critical engine inoperative and the remaining engine(s) operating at an appropriate power rating.

• (b)For operations other than those specified in CAT.POL.H.305, the take-off shall be conducted such that a safe forced landing can be executed until the point where safe continuation of the flight is possible.

• (c)For operations in accordance with CAT.POL.H.305, in addition to the requirements of (a):

• (1) the take-off mass shall not exceed the maximum mass specified in the AFM for an all engines operative out of ground effect (AEO OGE) hover in still air with all engines operating at an appropriate power rating; or

• (2) for operations from a helideck:
• (i) with a helicopter that has an MOPSC of more than 19; or
• (ii) any helicopter operated from a helideck located in a hostile environment,

• the take-off mass shall take into account: the procedure; deck-edge miss and drop down appropriate to the height of the helideck with the critical engine(s) inoperative and the remaining engines operating at an appropriate power rating.

• (d)When showing compliance with (a) to (c), account shall be taken of the appropriate parameters of CAT.POL.H.105(c) at the point of departure.

• (e)That part of the take-off before the requirement of CAT.POL.H.315 is met shall be conducted in sight of the surface.

CAT.POL.H.315   Take-off flight path

From the defined point after take-off (DPATO) or, as an alternative, no later than 200 ft above the take-off surface, with the critical engine inoperative, the requirements of CAT.POL.H.210(a)(1), (a)(2) and (b) shall be complied with.

CAT.POL.H.320   En-route — critical engine inoperative

The requirement of CAT.POL.H.215 shall be complied with.

CAT.POL.H.325   Landing

• (a)The landing mass at the estimated time of landing shall not exceed the maximum mass specified for a rate of climb of 150 ft/min at 300 m (1 000 ft) above the level of the aerodrome or operating site with the critical engine inoperative and the remaining engine(s) operating at an appropriate power rating.

• (b)If the critical engine fails at any point in the approach path:

• (1) a balked landing can be carried out meeting the requirement of CAT.POL.H.315; or

• (2) for operations other than those specified in CAT.POL.H.305, the helicopter can perform a safe forced landing.

• (c)For operations in accordance with CAT.POL.H.305, in addition to the requirements of (a):

• (1) the landing mass shall not exceed the maximum mass specified in the AFM for an AEO OGE hover in still air with all engines operating at an appropriate power rating; or

• (2) for operations to a helideck:
• (i) with a helicopter that has an MOPSC of more than 19; or
• (ii) any helicopter operated to a helideck located in a hostile environment,

• the landing mass shall take into account the procedure and drop down appropriate to the height of the helideck with the critical engine inoperative and the remaining engine(s) operating at an appropriate power rating.

• (d)When showing compliance with (a) to (c), account shall be taken of the appropriate parameters of CAT.POL.H.105(c) at the destination aerodrome or any alternate, if required.

- (e)That part of the landing after which the requirement of (b)(1) cannot be met shall be conducted in sight of the surface.

CHAPTER 4

Performance class 3

CAT.POL.H.400   General

• (a)Helicopters operated in performance class 3 shall be certified in category A or equivalent as determined by the Agency, or category B.

• (b)Operations shall only be conducted in a non-hostile environment, except:

• (1) when operating in accordance with CAT.POL.H.420; or

• (2) for the take-off and landing phase, when operating in accordance with (c).

• (c)Provided the operator is approved in accordance with CAT.POL.H.305, operations may be conducted to/from an aerodrome or operating site located outside a congested hostile environment without an assured safe forced landing capability:

• (1) during take-off, before reaching Vy (speed for best rate of climb) or 200 ft above the take-off surface; or

• (2) during landing, below 200 ft above the landing surface.

• (d)Operations shall not be conducted:

• (1) out of sight of the surface;

• (2) at night;

• (3) when the ceiling is less than 600 ft; or

• (4) when the visibility is less than 800 m.

CAT.POL.H.405   Take-off

• (a)The take-off mass shall be the lower of:

• (1) the MCTOM; or

• (2) the maximum take-off mass specified for a hover in ground effect with all engines operating at take-off power, or if conditions are such that a hover in ground effect is not likely to be established, the take-off mass specified for a hover out of ground effect with all engines operating at take-off power.

• (b)Except as provided in CAT.POL.H.400(b), in the event of an engine failure the helicopter shall be able to perform a safe forced landing.

CAT.POL.H.410   En-route

• (a)The helicopter shall be able, with all engines operating within the maximum continuous power conditions, to continue along its intended route or to a planned diversion without flying at any point below the appropriate minimum flight altitude.

• (b)Except as provided in CAT.POL.H.420, in the event of an engine failure the helicopter shall be able to perform a safe forced landing.

CAT.POL.H.415   Landing

• (a)The landing mass of the helicopter at the estimated time of landing shall be the lower of:

• (1) the maximum certified landing mass; or

• (2) the maximum landing mass specified for a hover in ground effect, with all engines operating at take-off power, or if conditions are such that a hover in ground effect is not likely to be established, the landing mass for a hover out of ground effect with all engines operating at take-off power.

• (b)Except as provided in CAT.POL.H.400(b), in the event of an engine failure, the helicopter shall be able to perform a safe forced landing.

CAT.POL.H.420   Helicopter operations over a hostile environment located outside a congested area

• (a)Operations over a non-congested hostile environment without a safe forced landing capability with turbine-powered helicopters with an MOPSC of six or less shall only be conducted if the operator has been granted an approval by the competent authority, following a safety risk assessment performed by the operator. Before such operations take place in another Member State, the operator shall obtain an endorsement from the competent authority of that State.

• (b)To obtain and maintain such approval, the operator shall:

• (1) only conduct the operations referred to in point (a) in the areas and under the conditions specified in the approval;

• (2) INTENTIONALLY LEFT BLANK

• (3) substantiate that helicopter limitations, or other justifiable considerations, preclude the use of the appropriate performance criteria;

• (4) be approved in accordance with point CAT.POL.H.305(b).

- (c)Notwithstanding CAT.IDE.H.240, such operations may be conducted without supplemental oxygen equipment, provided the cabin altitude does not exceed 10 000 ft for a period in excess of 30 minutes and never exceeds 13 000 ft pressure altitude.

SECTION 3

Mass and balance

CHAPTER 1

Motor-powered aircraft

CAT.POL.MAB.100   Mass and balance, loading

• (a)During any phase of operation, the loading, mass and centre of gravity (CG) of the aircraft shall comply with the limitations specified in the AFM, or the operations manual if more restrictive.

• (b)The operator shall establish the mass and the CG of any aircraft by actual weighing prior to initial entry into service and thereafter at intervals of four years if individual aircraft masses are used, or nine years if fleet masses are used. The accumulated effects of modifications and repairs on the mass and balance shall be accounted for and properly documented. Aircraft shall be reweighed if the effect of modifications on the mass and balance is not accurately known.

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

• (d)The operator shall determine the mass of all operating items and crew members included in the aircraft dry operating mass by weighing or by using standard masses. The influence of their position on the aircraft’s CG shall be determined.

• (e)The operator shall establish the mass of the traffic load, including any ballast, by actual weighing or by determining the mass of the traffic load in accordance with standard passenger and baggage masses.

• (f)In addition to standard masses for passengers and checked baggage, the operator can use standard masses for other load items, if it demonstrates to the competent authority that these items have the same mass or that their masses are within specified tolerances.

• (g)The operator shall determine the mass of the fuel load by using the actual density or, if not known, the density calculated in accordance with a method specified in the operations manual.

• (h)The operator shall ensure that the loading of:

• (1) its aircraft is performed under the supervision of qualified personnel; and

• (2) traffic load is consistent with the data used for the calculation of the aircraft mass and balance.

• (i)The operator shall comply with additional structural limits such as the floor strength limitations, the maximum load per running metre, the maximum mass per cargo compartment and the maximum seating limit. For helicopters, in addition, the operator shall take account of in-flight changes in loading.

• (j)The operator shall specify, in the operations manual, the principles and methods involved in the loading and in the mass and balance system that meet the requirements contained in (a) to (i). This system shall cover all types of intended operations.

CAT.POL.MAB.105   Mass and balance data and documentation

• (a)The operator shall establish mass and balance data and produce mass and balance documentation prior to each flight specifying the load and its distribution. The mass and balance documentation shall enable the commander to determine that the load and its distribution is such 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;

• (3) Name of the commander;

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

• (5) Dry operating mass and the corresponding CG of the aircraft:
• (i) for performance class B aeroplanes and for helicopters the CG position may not need to be on the mass and balance documentation if, for example, 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;

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

• (7) Mass of consumables other than fuel, if applicable;

• (8) Load components including passengers, baggage, freight and ballast;

• (9) Take-off mass, landing mass and zero fuel mass;

• (10) Applicable aircraft CG positions; and

• (11) The limiting mass and CG values.

• The information above shall be available in flight planning documents or mass and balance systems. Some of this information may be contained in other documents readily available for use.

• (b)Where mass and balance data and documentation is generated by a computerised mass and balance system, the operator shall:

• (1) verify the integrity of the output data to ensure that the data are within AFM limitations; and

• (2) specify the instructions and procedures for its use in its operations manual.

• (c)The person supervising the loading of the aircraft shall confirm by hand signature or equivalent that the load and its distribution are in accordance with the mass and balance documentation given to the commander. The commander shall indicate his/her acceptance by hand signature or equivalent.

• (d)The operator shall specify procedures for last minute changes to the load to ensure that:

• (1) any last minute change after the completion of the mass and balance documentation is brought to the attention of the commander and entered in the flight planning documents containing the mass and balance documentation;

• (2) the maximum last minute change allowed in passenger numbers or hold load is specified; and

- (3) new mass and balance documentation is prepared if this maximum number is exceeded.

SUBPART D

INSTRUMENTS, DATA, EQUIPMENT

SECTION 1

Aeroplanes

CAT.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 except for the following items:

• (1) Spare fuses;

• (2) Independent portable lights;

• (3) An accurate time piece;

• (4) Chart holder;

• (5) First-aid kits;

• (6) Emergency medical kit;

• (7) Megaphones;

• (8) Survival and signalling equipment;

• (9) Sea anchors and equipment for mooring; and

• (10) Child restraint devices.

• (b)Instruments and equipment not required under this Annex (Part-CAT) 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 CAT.IDE.A.330, CAT.IDE.A.335, CAT.IDE.A.340 and CAT.IDE.A.345 of this Annex;

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

• (c)If equipment is to be used by one flight crew member at his/her station during flight, it shall be readily operable from that station. When a single item of equipment is required to be operated by more than one flight crew member it shall be installed so that the equipment is readily operable from any station at which the equipment is required to be operated.

• (d)Those instruments that are used by any 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 that he/she normally assumes when looking forward along the flight path.

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

CAT.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:

• (a) the aeroplane is operated in accordance with the operator’s MEL; or

- (b) 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.

CAT.IDE.A.110   Spare electrical fuses

• (a)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.

• (b)The number of spare fuses that are required to be carried shall be the higher of:

• (1) 10 % of the number of fuses of each rating; or

- (2) three fuses for each rating.

CAT.IDE.A.115   Operating lights

• (a)Aeroplanes operated by day shall be equipped with:

• (1) an anti-collision light system;

• (2) 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;

• (3) lighting supplied from the aeroplane’s electrical system to provide illumination in all passenger compartments; and

• (4) an independent portable light for each required crew member readily accessible to crew members when seated at their designated stations.

• (b)Aeroplanes operated at night shall in addition be equipped with:

• (1) navigation/position lights;

• (2) two landing lights or a single light having two separately energised filaments; and

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

CAT.IDE.A.120   Equipment to clear windshield

Aeroplanes with an MCTOM of more than 5 700 kg shall be equipped at each pilot station with a means to maintain a clear portion of the windshield during precipitation.

CAT.IDE.A.125   Operations under VFR by day — flight and navigational instruments and associated equipment

• (a)Aeroplanes operated under VFR by day shall be equipped with the following equipment, available at the pilot’s station:

• (1) A means of measuring and displaying:
• (i) Magnetic heading;
• (ii) Time in hours, minutes, and seconds;
• (iii) Barometric altitude;
• (iv) Indicated airspeed;
• (v) Vertical speed;
• (vi) Turn and slip;
• (vii) Attitude;
• (viii) Heading;
• (ix) Outside air temperature; and
• (x) Mach number whenever speed limitations are expressed in terms of Mach number.

• (2) A means of indicating when the supply of power to the required flight instruments is not adequate.

• (b)Whenever two pilots are required for the operation, an additional separate means of displaying the following shall be available for the second pilot:

• (1) Barometric altitude;

• (2) Indicated airspeed;

• (3) Vertical speed;

• (4) Turn and slip;

• (5) Attitude; and

• (6) Heading.

• (c)A means for preventing malfunction of the airspeed indicating systems due to condensation or icing shall be available for:

• (1) aeroplanes with an MCTOM of more than 5 700 kg or an MOPSC of more than nine; and

• (2) aeroplanes first issued with an individual CofA on or after 1 April 1999.

- (d)Single engine aeroplanes first issued with an individual CofA before 22 May 1995 are exempted from the requirements of (a)(1)(vi), (a)(1)(vii), (a)(1)(viii) and (a)(1)(ix) if the compliance would require retrofitting.

CAT.IDE.A.130   Operations under IFR or at night — flight and navigational instruments and associated equipment

Aeroplanes operated under VFR at night or under IFR shall be equipped with the following equipment, available at the pilot’s station:

• (a) A means of measuring and displaying:
• (1) Magnetic heading;
• (2) Time in hours, minutes and seconds;
• (3) Indicated airspeed;
• (4) Vertical speed;
• (5) Turn and slip, or in the case of aeroplanes equipped with a standby means of measuring and displaying attitude, slip;
• (6) Attitude;
• (7) Stabilised heading;
• (8) Outside air temperature; and
• (9) Mach number whenever speed limitations are expressed in terms of Mach number.

• (b) Two means of measuring and displaying barometric altitude.

• (c) A means of indicating when the supply of power to the required flight instruments is not adequate.

• (d) A means for preventing malfunction of the airspeed indicating systems required in (a)(3) and (h)(2) due to condensation or icing.

• (e) A means of annunciating to the flight crew the failure of the means required in (d) for aeroplanes:
• (1) issued with an individual CofA on or after 1 April 1998; or
• (2) issued with an individual CofA before 1 April 1998 with an MCTOM of more than 5 700 kg, and with an MOPSC of more than nine.

• (f) Except for propeller-driven aeroplanes with an MCTOM of 5 700 kg or less, two independent static pressure systems.

• (g) One static pressure system and one alternate source of static pressure for propeller-driven aeroplanes with an MCTOM of 5 700 kg or less.

• (h) Whenever two pilots are required for the operation, a separate means of displaying for the second pilot:
• (1) Barometric altitude;
• (2) Indicated airspeed;
• (3) Vertical speed;
• (4) Turn and slip;
• (5) Attitude; and
• (6) Stabilised heading.

• (i) A standby means of measuring and displaying attitude capable of being used from either pilot’s station for aeroplanes with an MCTOM of more than 5 700 kg or an MOPSC of more than nine that:
• (1) is powered continuously during normal operation and, after a total failure of the normal electrical generating system, is powered from a source independent from the normal electrical generating system;
• (2) provides reliable operation for a minimum of 30 minutes after total failure of the normal electrical generating system, taking into account other loads on the emergency power supply and operational procedures;
• (3) operates independently of any other means of measuring and displaying attitude;
• (4) is operative automatically after total failure of the normal electrical generating system;
• (5) is appropriately illuminated during all phases of operation, except for aeroplanes with an MCTOM of 5 700 kg or less, already registered in a Member State on 1 April 1995 and equipped with a standby attitude indicator in the left-hand instrument panel;
• (6) is clearly evident to the flight crew when the standby attitude indicator is being operated by emergency power; and
• (7) where the standby attitude indicator has its own dedicated power supply, has an associated indication, either on the instrument or on the instrument panel, when this supply is in use.

- (j) A chart holder in an easily readable position that can be illuminated for night operations.

CAT.IDE.A.135   Additional equipment for single-pilot operation under IFR

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

CAT.IDE.A.140   Altitude alerting system

• (a)The following aeroplanes shall be equipped with an altitude alerting system:

• (1) turbine propeller powered aeroplanes with an MCTOM of more than 5 700 kg or having an MOPSC of more than nine; and

• (2) aeroplanes powered by turbo-jet engines.

• (b)The altitude alerting system shall be capable of:

• (1) alerting the flight crew when approaching a preselected altitude; and

• (2) alerting the flight crew by at least an aural signal, when deviating from a preselected altitude.

- (c)Notwithstanding (a), aeroplanes with an MCTOM of 5 700 kg or less, having an MOPSC of more than nine, first issued with an individual CofA before 1 April 1972 and already registered in a Member State on 1 April 1995 are exempted from being equipped with an altitude alerting system.

CAT.IDE.A.150   Terrain awareness warning system (TAWS)

• (a)Turbine-powered aeroplanes having an 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 Class A equipment as specified in an acceptable standard.

• (b)Reciprocating-engine-powered aeroplanes with an MCTOM of more than 5 700 kg or an MOPSC of more than nine shall be equipped with a TAWS that meets the requirement for Class B equipment as specified in an acceptable standard.

- (c)Turbine-powered aeroplanes for which the individual certificate of airworthiness (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.

CAT.IDE.A.155   Airborne collision avoidance system (ACAS)

Unless otherwise provided for by Regulation (EU) No 1332/2011, turbine-powered aeroplanes with an MCTOM of more than 5 700 kg or an MOPSC of more than 19 shall be equipped with ACAS II.

CAT.IDE.A.160   Airborne weather detecting equipment

The following 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; and

- (c) non-pressurised aeroplanes with an MOPSC of more than nine.

CAT.IDE.A.165   Additional equipment for operations in icing conditions at night

• (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 crew members in the performance of their duties.

CAT.IDE.A.170   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.

CAT.IDE.A.175   Crew member interphone system

Aeroplanes with an MCTOM of more than 15 000 kg, or with an MOPSC of more than 19 shall be equipped with a crew member interphone system, except for aeroplanes first issued with an individual CofA before 1 April 1965 and already registered in a Member State on 1 April 1995.

CAT.IDE.A.180   Public address system

Aeroplanes with an MOPSC of more than 19 shall be equipped with a public address system.

CAT.IDE.A.185   Cockpit voice recorder

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

• (1) aeroplanes with an MCTOM of more than 5 700 kg; and

• (2) multi-engined turbine-powered aeroplanes with an MCTOM of 5 700 kg or less, with an MOPSC of more than nine and first issued with an individual CofA on or after 1 January 1990.

• (b)Until 31 December 2018, the CVR shall be capable of retaining the data recorded during at least:

• (1) the preceding 2 hours in the case of aeroplanes referred to in (a)(1) when the individual CofA has been issued on or after 1 April 1998;

• (2) the preceding 30 minutes for aeroplanes referred to in (a)(1) when the individual CofA has been issued before 1 April 1998; or

• (3) the preceding 30 minutes, in the case of aeroplanes referred to in (a)(2).

• (c)By 1 January 2019 at the latest, the CVR shall be capable of retaining the 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.

• (d)By 1 January 2019 at the latest, the CVR shall record on means other than magnetic tape or magnetic wire.

• (e)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:
• (i) for aeroplanes first issued with an individual CofA on or after 1 April 1998, the audio signals received from each boom and mask microphone in use;
• (ii) for aeroplanes referred to in (a)(2) and first issued with an individual CofA before 1 April 1998, the audio signals received from each boom and mask microphone, where practicable;

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

• (f)The CVR shall start 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. In addition, in the case of aeroplanes issued with an individual CofA on or after 1 April 1998, the CVR shall start automatically to record prior to the aeroplane moving under its own power and continue to record until the termination of the flight when the aeroplane is no longer capable of moving under its own power.

• (g)In addition to (f), 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, in the case of:

• (1) aeroplanes referred to in (a)(1) and issued with an individual CofA on or after 1 April 1998; or

• (2) aeroplanes referred to in (a)(2).

• (h)If the CVR is not deployable, it shall have a device to assist in locating it under water. By 16 June 2018 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.

- (i)Aeroplanes with an MCTOM of over 27 000 kg and first issued with an individual CofA on or after 5 September 2022 shall be equipped with an alternate power source to which the CVR and the cockpit-mounted area microphone are switched automatically in the event that all other power to the CVR is interrupted.

CAT.IDE.A.190   Flight data recorder

• (a)The following aeroplanes shall be equipped with a flight data recorder (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:

• (1) aeroplanes with an MCTOM of more than 5 700 kg and first issued with an individual CofA on or after 1 June 1990;

• (2) turbine-engined aeroplanes with an MCTOM of more than 5 700 kg and first issued with an individual CofA before 1 June 1990; and

• (3) multi-engined turbine-powered aeroplanes with an MCTOM of 5 700 kg or less, with an MOPSC of more than nine and first issued with an individual CofA on or after 1 April 1998.

• (b)The FDR shall record:

• (1) time, altitude, airspeed, normal acceleration and heading and be capable of retaining the data recorded during at least the preceding 25 hours for aeroplanes referred to in (a)(2) with an MCTOM of less than 27 000 kg;

• (2) the parameters required to determine accurately the aeroplane flight path, speed, attitude, engine power and configuration of lift and drag devices and be capable of retaining the data recorded during at least the preceding 25 hours, for aeroplanes referred to in (a)(1) with an MCTOM of less than 27 000 kg and first issued with an individual CofA before 1 January 2016;

• (3) the parameters required to determine accurately the aeroplane flight path, speed, attitude, engine power, configuration and operation and be capable of retaining the data recorded during at least the preceding 25 hours, for aeroplanes referred to in (a)(1) and (a)(2) with an MCTOM of over 27 000 kg and first issued with an individual CofA before 1 January 2016;

• (4) the parameters required to determine accurately the aeroplane flight path, speed, attitude, engine power and configuration of lift and drag devices and be capable of retaining the data recorded during at least the preceding 10 hours, in the case of aeroplanes referred to in (a)(3) and first issued with an individual CofA before 1 January 2016; or

• (5) the parameters required to determine accurately the aeroplane flight path, speed, attitude, engine power, configuration and operation and be capable of retaining the data recorded during at least the preceding 25 hours, for aeroplanes referred to in (a)(1) and (a)(3) and first issued with an individual CofA on or after 1 January 2016.

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

• (d)The FDR shall start to record the data prior to the aeroplane being capable of moving under its own power and shall stop after the aeroplane is incapable of moving under its own power. In addition, in the case of aeroplanes issued with an individual CofA on or after 1 April 1998, 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 16 June 2018 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.

CAT.IDE.A.191   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 of the following conditions are met:
• (1) they are not within the scope of point CAT.IDE.A.190(a);
• (2) 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 commander 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.

CAT.IDE.A.195   Data link recording

• (a)Aeroplanes first issued with an individual CofA on or after 8 April 2014 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: