CAT.OP.MPA.100 Use of air traffic services

Regulation (EU) 2021/1296

(a) The operator shall ensure that:

(1) air traffic services (ATS) appropriate to the airspace and the applicable rules of the air are used for all flights whenever available;

(2) in-flight operational instructions involving a change to the ATS flight plan, when practicable, are coordinated with the appropriate ATS unit before transmission to an aircraft.

(b) Notwithstanding (a), the use of ATS is not required unless mandated by air space requirements for:

(1) operations under VFR by day of other-than complex motor-powered aeroplanes;

(2) helicopters with an MCTOM of 3 175 kg or less operated by day and over routes navigated by reference to visual landmarks; or

(3) local helicopter operations (LHOs),

provided that search and rescue service arrangements can be maintained.

GM1 CAT.OP.MPA.100(a)(2) Use of air traffic services

ED Decision 2014/015/R

IN-FLIGHT OPERATIONAL INSTRUCTIONS

When coordination with an appropriate air traffic service (ATS) unit has not been possible, in-flight operational instructions do not relieve a commander of the responsibility for obtaining an appropriate clearance from an ATS unit, if applicable, before making a change in flight plan.

CAT.OP.MPA.101 Altimeter check and settings

Regulation (EU) 2021/2237

(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.

GM1 CAT.OP.MPA.101(b) Altimeter check and settings

ED Decision 2022/014/R

ALTIMETER SETTING PROCEDURES

The following paragraphs of ICAO Doc 8168 (PANS-OPS), Volume III provide recommended guidance on how to develop the altimeter setting procedure:

(a) 3.2 ‘Pre-flight operational test’;

(b) 3.3 ‘Take-off and climb’;

(c) 3.5 ‘Approach and landing’.

CAT.OP.MPA.105 Use of aerodromes and operating sites

Regulation (EU) 2015/140

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

(b) The use of operating sites shall only apply to:

(1) other-than complex motor-powered aeroplanes; and

(2) helicopters.

AMC1 CAT.OP.MPA.105 Use of aerodromes and operating sites

ED Decision 2023/007/R

DEFINING OPERATING SITES — HELICOPTERS

When defining operating sites (including infrequent or temporary sites) for the type(s) of helicopter(s) and operation(s) concerned, the operator should take account of the following:

(a) An adequate site is a site that the operator considers to be satisfactory, taking account of the applicable performance requirements and site characteristics (guidance on standards and criteria are contained in ICAO Annex 14 Volume 2 and in the ICAO Heliport Manual (Doc 9261-AN/903)).

(b) The operator should have in place a procedure for the survey of sites by a competent person. Such a procedure should take account of possible changes to the site characteristics which may have taken place since last surveyed.

(c) Sites that are pre-surveyed should be specifically specified in the operations manual. The operations manual should contain diagrams or/and ground and aerial photographs, and depiction (pictorial) and description of:

(1) the overall dimensions of the site;

(2) location and height of relevant obstacles to approach and take-off profiles, and in the manoeuvring area; 

(3) approach and take-off flight paths;

(4) surface condition (blowing dust/snow/sand);

(5) helicopter types authorised with reference to performance requirements;

(6) provision of control of third parties on the ground (if applicable);

(7) procedure for activating site with land owner or controlling authority;

(8) other useful information, for example, appropriate ATS agency and frequency; and

(9) lighting (if applicable).

(d) For sites that are not pre-surveyed, the operator should have in place a procedure that enables the pilot to make, from the air, a judgment on the suitability of a site. (c)(1) to (c)(6) should be considered.

(e) Operations to non-pre-surveyed sites by night (except in accordance with SPA.HEMS.125(b)(4)) should not be permitted.

[applicable until 24 May 2024 — ED Decision 2014/015/R]

(e) Operations to non-pre-surveyed sites by night (except in accordance with SPA.HEMS.125(c)(4)) should not be permitted.

[applicable from 25 May 2024 — ED Decision 2023/007/R]

CAT.OP.MPA.107 Adequate aerodrome

Regulation (EU) 2021/2237

The operator shall consider an aerodrome as adequate if, at the expected time of use, the aerodrome is available and equipped with necessary ancillary services such as air traffic services (ATS), sufficient lighting, communications, meteorological reports, navigation aids and emergency services.

AMC1 CAT.OP.MPA.107 Adequate aerodrome

ED Decision 2019/019/R

RESCUE AND FIREFIGHTING SERVICES (RFFS)

When considering the adequacy of an aerodrome’s rescue and firefighting services (RFFS), the operator should:

(a)  as part of its management system, assess the level of RFFS protection available at the aerodrome intended to be specified in the operational flight plan in order to ensure that an acceptable level of protection is available for the intended operation; and

(b) include relevant information related to the RFFS protection that is deemed acceptable by the operator in the operations manual.

GM1 CAT.OP.MPA.107 Adequate aerodrome

ED Decision 2022/005/R

VERIFICATION OF WEATHER CONDITIONS

This GM clarifies the difference between ‘adequate aerodrome’ and ‘weather-permissible aerodrome’. The two concepts are complementary:

—             ‘adequate aerodrome’: see definition in Annex I (Definitions for terms used in Annexes II to VIII) and point CAT.OP.MPA.107 of Annex IV (Part-CAT) to Regulation (EU) No 965/2012; and

—             ‘weather-permissible aerodrome’ means an adequate aerodrome with additional requirements: see definition in Annex I (Definitions for terms used in Annexes II to VIII).

Weather conditions are not required to be considered at an adequate aerodrome.

CAT.OP.MPA.110 Aerodrome operating minima

Regulation (EU) 2021/2237

(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 the missed approach;

(3) any conditions or limitations stated in the aircraft flight manual (AFM);

(4) the relevant operational experience of the operator;

(5) the dimensions and characteristics of the runways/final approach and take-off areas (FATOs) that may be selected for use;

(6) the adequacy and performance of the available visual and non-visual aids and infrastructure;

(7) the obstacle clearance altitude/height (OCA/H) for the instrument approach procedures (IAPs);

(8) the obstacles in the climb-out areas and necessary clearance margins;

(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 the operations specifications including any specific approvals for low-visibility operations (LVOs) or operations with operational credits.

(14) any non-standard characteristics of the aerodrome, the IAP or the environment

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

(d) The method used by the operator to establish aerodrome operating minima and any change to that method shall be approved by the competent authority.

AMC1 CAT.OP.MPA.110 Aerodrome operating minima

ED Decision 2022/012/R

TAKE-OFF OPERATIONS — AEROPLANES

(a) Take-off minima

Take-off minima should be expressed as visibility (VIS) or runway visual range (RVR) limits, taking into account all relevant factors for each runway planned to be used and aircraft characteristics and equipment. Where there is a specific need to see and avoid obstacles on departure and/or for a forced landing, additional conditions, e.g. ceiling, should be specified.

(b) Visual reference

(1) The take-off minima should be selected to ensure sufficient guidance to control the aircraft in the event of both a rejected take-off in adverse circumstances and a continued take-off after failure of the critical engine.

(2) For night operations, the prescribed runway lights should be in operation.

(c) Required RVR or VIS

(1) For multi-engined aeroplanes, with performance such that, in the event of a critical engine failure at any point during take-off, the aeroplane can either stop or continue the take-off to a height of 1 500 ft above the aerodrome while clearing obstacles by the required margins, the take-off minima specified by the operator should be expressed as RVR or VIS values not lower than those specified in Table 1.

(2) For multi-engined aeroplanes without the performance to comply with the conditions in (c)(1), in the event of a critical engine failure, there may be a need to re-land immediately and to see and avoid obstacles in the take-off area. Such aeroplanes may be operated to the following take-off minima provided that they are able to comply with the applicable obstacle clearance criteria, assuming engine failure at the height specified. The take-off minima specified by the operator should be based upon the height from which the one-engine-inoperative (OEI) net take-off flight path can be constructed. The RVR minima used should not be lower than either of the values specified in Table 1 or Table 2.

(3) For single-engined turbine aeroplane operations approved in accordance with Subpart L (SET-IMC) of Annex V (Part-SPA), the take-off minima specified by the operator should be expressed as RVR values not lower than those specified in Table 1.

Unless the operator is making use of a risk period, whenever the surface in front of the runway does not allow for a safe forced landing, the RVR values should not be lower than 800 m. In this case, the proportion of the flight to be considered starts at the lift-off position and ends when the aeroplane is able to turn back and land on the runway in the opposite direction or glide to the next landing site in case of power loss.

Table 1

Take-off — aeroplanes (without LVTO approval)

RVR or VIS

* The reported RVR or VIS value representative of the initial part of the take-off run can be replaced by pilot assessment.

** The pilot is able to continuously identify the take-off surface and maintain directional control.

*** Runway end lights may be substituted by colour-coded runway edge lights or colour-coded runway centre line lights.

Table 2

Take-off — aeroplanes (without LVTO approval)

Assumed engine failure height above the runway versus RVR or VIS

** The reported RVR or VIS value representative of the initial part of the take-off run can be replaced by pilot assessment.

AMC2 CAT.OP.MPA.110 Aerodrome operating minima

ED Decision 2022/012/R

TAKE-OFF OPERATIONS — HELICOPTERS

(a) General

(1) Take-off minima should be expressed as VIS or RVR limits, taking into account all relevant factors for each aerodrome or operating site planned to be used and aircraft characteristics and equipment. Where there is a specific need to see and avoid obstacles on departure, or for a forced landing, additional conditions, e.g. ceiling, should be specified.

(2) The commander should not commence take-off unless the meteorological conditions at the aerodrome or operating site of departure are equal to or better than the applicable minima for landing at that aerodrome or operating site unless a weather-permissible take-off alternate aerodrome is available.

(3) When the reported VIS is below that required for take-off and the RVR is not reported, a take-off should only be commenced if the commander can determine that the visibility or RVR along the take-off runway/area is equal to or better than the required minimum.

(4) When no reported VIS or RVR is available, a take-off should only be commenced if the commander can determine that the visibility along the take-off runway/area is equal to or better than the required minimum.

(b) Visual reference

(1) The take-off minima should be selected to ensure sufficient guidance to control the aircraft in the event of both a rejected take-off in adverse circumstances and a continued take-off after failure of the critical engine.

(2) For night operations, ground lights should be available to illuminate the take-off runway/final approach and take-off area (FATO) and any obstacles.

(3) For point-in-space (PinS) departures to an initial departure fix (IDF), the take-off minima should be selected to ensure sufficient guidance to see and avoid obstacles and return to the heliport if the flight cannot be continued visually to the IDF. This should require a VIS of 800 m. The ceiling should be 250 ft.

(c) Required RVR or VIS

(1) For performance class 1 operations, the operator should specify an RVR or a VIS as take‑off minima in accordance with Table 3.

(2) For performance class 2 operations onshore, the commander should operate to take-off minima of 800 m RVR or VIS and remain clear of cloud during the take-off manoeuvre until reaching performance class 1 capabilities.

(3) For performance class 2 operations offshore, the commander should operate to minima not less than those for performance class 1 and remain clear of cloud during the take-off manoeuvre until reaching performance class 1 capabilities.

Table 3

Take-off — helicopters (without LVTO approval)

RVR or VIS

* The take-off flight path to be free of obstacles.

** On PinS departures to IDF, VIS should not be less than 800 m and the ceiling should not be less than 250 ft.

AMC3 CAT.OP.MPA.110 Aerodrome operating minima

ED Decision 2022/012/R

DETERMINATION OF DH/MDH FOR INSTRUMENT APPROACH OPERATIONS — AEROPLANES

(a) The decision height (DH) to be used for a 3D approach operation or a 2D approach operation flown using the continuous descent final approach (CDFA) technique should not be lower than the highest of:

(1) the obstacle clearance height (OCH) for the category of aircraft;

(2) the published approach procedure DH or minimum descent height (MDH) where applicable;

(3) the system minima specified in Table 4;

(4) the minimum DH permitted for the runway specified in Table 5; or

(5) the minimum DH specified in the aircraft flight manual (AFM) or equivalent document, if stated.

(b) The MDH for a 2D approach operation flown not using the CDFA technique should not be lower than the highest of:

(1) the OCH for the category of aircraft;

(2) the published approach procedure MDH where applicable;

(3) the system minima specified in Table 4;

(4) the lowest MDH permitted for the runway specified in Table 5; or

(5) the lowest MDH specified in the AFM, if stated.

Table 4

System minima — aeroplanes

* For localiser performance with vertical guidance (LPV), a DH of 200 ft may be used only if the published FAS datablock sets a vertical alert limit not exceeding 35 m. Otherwise, the DH should not be lower than 250 ft.

Table 5

Runway type minima — aeroplanes

(c) Where a barometric DA/H or MDA/H is used, this should be adjusted where the ambient temperature is significantly below international standard atmosphere (ISA). GM8 CAT.OP.MPA.110 ‘Low temperature correction’ provides a cold temperature correction table for adjustment of minimum promulgated heights/altitudes.

AMC4 CAT.OP.MPA.110 Aerodrome operating minima

ED Decision 2022/012/R

DETERMINATION OF DH/MDH FOR INSTRUMENT APPROACH OPERATIONS — HELICOPTERS

(a) The DH or MDH to be used for a 3D or a 2D approach operation should not be lower than the highest of:

(1) the OCH for the category of aircraft;

(2) the published approach procedure DH or MDH where applicable;

(3) the system minima specified in Table 6;

(4) the minimum DH permitted for the runway/FATO specified in Table 7, if applicable; or

(5) the minimum DH specified in the AFM or equivalent document, if stated.

Table 6

System minima — helicopters

* For LPV, a DH of 200 ft may be used only if the published FAS datablock sets a vertical alert limit not exceeding 35 m. Otherwise, the DH should not be lower than 250 ft.

** For PinS approaches with instructions to ‘proceed VFR’ to an undefined or virtual destination, the DH or MDH should be with reference to the ground below the missed approach point (MAPt).

Table 7

Type of runway/FATO versus lowest DH/MDH — helicopters

Table 7 does not apply to helicopter PinS approaches with instructions to ‘proceed VFR’.

AMC5 CAT.OP.MPA.110 Aerodrome operating minima

ED Decision 2023/007/R

DETERMINATION OF RVR OR VIS FOR INSTRUMENT APPROACH OPERATIONS — AEROPLANES

(a) The RVR or VIS for straight-in instrument approach operations should be not less than the greatest of:

(1) the minimum RVR or VIS for the type of runway used according to Table 8;

(2) the minimum RVR determined according to the MDH or DH and class of lighting facility according to Table 9; or

(3) the minimum RVR according to the visual and non-visual aids and on-board equipment used according to Table 10.

If the value determined in (1) is a VIS, then the result is a minimum VIS. In all other cases, the result is a minimum RVR.

(b) For Category A and B aeroplanes, if the RVR or VIS determined in accordance with (a) is greater than 1 500 m, then 1 500 m should be used.

(c) If the approach is flown with a level flight segment at or above the MDA/H, then 200 m should be added to the RVR calculated in accordance with (a) and (b) for Category A and B aeroplanes and 400 m for Category C and D aeroplanes.

(d) The visual aids should comprise standard runway day markings, runway edge lights, threshold lights, runway end lights and approach lights as defined in Table 11.

Table 8

Type of runway versus minimum RVR or VIS — aeroplanes

Table 9

RVR versus DH/MDH — aeroplanes

Table 10

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

Table 11

Approach lighting systems — aeroplanes

(e) For night operations or for any operation where credit for visual aids is required, the lights should be on and serviceable except as provided for in Table 17.

(f) Where any visual or non-visual aid specified for the approach and assumed to be available in the determination of operating minima is unavailable, revised operating minima will need to be determined.

AMC6 CAT.OP.MPA.110 Aerodrome operating minima

ED Decision 2022/012/R

DETERMINATION OF RVR OR VIS FOR INSTRUMENT APPROACH OPERATIONS — HELICOPTERS

The RVR/VIS minima for Type A instrument approach and Type B CAT I instrument approach operations should be determined as follows:

(a) For IFR operations, the RVR or VIS should not be less than the greatest of:

(1) the minimum RVR or VIS for the type of runway/FATO used according to Table 12;

(2) the minimum RVR determined according to the MDH or DH and class of lighting facility according to Table 13; or

(3) for PinS operations with instructions to ‘proceed visually’, the distance between the MAPt of the PinS and the FATO or its approach light system.

If the value determined in (1) is a VIS, then the result is a minimum VIS. In all other cases, the result is a minimum RVR.

(b) For PinS operations with instructions to ‘proceed VFR’, the VIS should be compatible with visual flight rules.

(c) For Type A instrument approaches where the MAPt is within ½ NM of the landing threshold, the approach minima specified for FALS may be used regardless of the length of the approach lights available. However, FATO/runway edge lights, threshold lights, end lights and FATO/runway markings are still required.

(d) An RVR of less than 800 m should not be used except when using a suitable autopilot coupled to an ILS, an MLS, a GLS or LPV, in which case normal minima apply.

(e) For night operations, ground lights should be available to illuminate the FATO/runway and any obstacles.

(f) The visual aids should comprise standard runway day markings, runway edge lights, threshold lights and runway end lights and approach lights as specified in Table 14.

(g) For night operations or for any operation where credit for runway and approach lights as defined in Table 14 is required, the lights should be on and serviceable except as defined in Table 17.

Table 12

Type of runway/FATO versus minimum RVR — helicopters

Table 13

Onshore helicopter instrument approach minima

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

Table 14

Approach lighting systems — helicopters

AMC7 CAT.OP.MPA.110 Aerodrome operating minima

ED Decision 2022/012/R

CIRCLING OPERATIONS — AEROPLANES

(a) Circling minima

The following standards should apply for establishing circling minima for operations with aeroplanes:

(1) the MDH for circling operation should not be lower than the highest of:

(i) the published circling OCH for the aeroplane category;

(ii) the minimum circling height derived from Table 15; or

(iii) the DH/MDH of the preceding instrument approach procedure (IAP);

(2) the MDA for circling should be calculated by adding the published aerodrome elevation to the MDH, as determined by (a)(1); and

(3) the minimum VIS for circling should be the higher of:

(i) the circling VIS for the aeroplane category, if published; or

(ii) the minimum VIS derived from Table 15.

Table 15

Circling — aeroplanes

MDH and minimum VIS versus aeroplane category

(b) Conduct of flight — general

(1) the MDH and OCH included in the procedure are referenced to aerodrome elevation;

(2) the MDA is referenced to mean sea level;

(3) for these procedures, the applicable visibility is the VIS; and

(4) operators should provide tabular guidance of the relationship between height above threshold and the in-flight visibility required to obtain and sustain visual contact during the circling manoeuvre.

(c) Instrument approach followed by visual manoeuvring (circling) without prescribed tracks

(1) When the aeroplane is on the initial instrument approach, before visual reference is established, but not below MDA/H, the aeroplane should follow the corresponding IAP until the appropriate instrument MAPt is reached.

(2) At the beginning of the level flight phase at or above the MDA/H, the instrument approach track should be maintained until the pilot:

(i) estimates that, in all probability, visual contact with the runway of intended landing or the runway environment will be maintained during the entire circling procedure;

(ii) estimates that the aeroplane is within the circling area before commencing circling; and

(iii) is able to determine the aeroplane’s position in relation to the runway of intended landing with the aid of the appropriate visual references.

(3) If the pilot cannot comply with the conditions in (c)(2) at the MAPt, then a missed approach should be executed in accordance with the IAP.

(4) After the aeroplane has left the track of the initial instrument approach, the flight phase outbound from the runway should be limited to an appropriate distance, which is required to align the aeroplane onto the final approach. Such manoeuvres should be conducted to enable the aeroplane to:

(i) attain a controlled and stable descent path to the intended landing runway; and

(ii) remain within the circling area and in such way that visual contact with the runway of intended landing or runway environment is maintained at all times.

(5) Flight manoeuvres should be carried out at an altitude/height that is not less than the circling MDA/H.

(6) Descent below MDA/H should not be initiated until the threshold of the runway to be used has been appropriately identified. The aeroplane should be in a position to continue with a normal rate of descent and land within the touchdown zone (TDZ).

(d) Instrument approach followed by a visual manoeuvring (circling) with prescribed track

(1) The aeroplane should remain on the initial IAP until one of the following is reached:

(i) the prescribed divergence point to commence circling on the prescribed track; or

(ii) the MAPt.

(2) The aeroplane should be established on the instrument approach track in level flight at or above the MDA/H at or by the circling manoeuvre divergence point.

(3) If the divergence point is reached before the required visual reference is acquired, a missed approach should be initiated not later than the MAPt and completed in accordance with the instrument approach procedure.

(4) When commencing the prescribed circling manoeuvre at the published divergence point, the subsequent manoeuvres should be conducted to comply with the published routing and published heights/altitudes.

(5) Unless otherwise specified, once the aeroplane is established on the prescribed track(s), the published visual reference does not need to be maintained unless:

(i) required by the State of the aerodrome; or

(ii) the circling MAPt (if published) is reached.

(6) If the prescribed circling manoeuvre has a published MAPt and the required visual reference has not been obtained by that point, a missed approach should be executed in accordance with (e)(2) and (e)(3).

(7) Subsequent further descent below MDA/H should only commence when the required visual reference has been obtained.

(8) Unless otherwise specified in the procedure, final descent should not be commenced from MDA/H until the threshold of the intended landing runway has been identified and the aeroplane is in a position to continue with a normal rate of descent to land within the TDZ.

(e) Missed approach

(1) Missed approach during the instrument procedure prior to circling

(i) If the missed approach procedure is required to be flown when the aeroplane is positioned on the instrument approach track defined by radio-navigation aids RNAV, RNP, or ILS, MLS, and before commencing the circling manoeuvre, the published missed approach for the instrument approach should be followed; or

(ii) If the IAP is carried out with the aid of an ILS, an MLS or a stabilised approach (SAp), the MAPt associated with an ILS or an MLS procedure without glide path (GP-out procedure) or the SAp, where applicable, should be used.

(2) If a prescribed missed approach is published for the circling manoeuvre, this overrides the manoeuvres prescribed below.

(3) If visual reference is lost while circling to land after the aeroplane has departed from the initial instrument approach track, the missed approach specified for that particular instrument approach should be followed. It is expected that the pilot will make an initial climbing turn toward the intended landing runway to a position overhead the aerodrome where the pilot will establish the aeroplane in a climb on the instrument missed approach segment.

(4) The aeroplane should not leave the visual manoeuvring (circling) area, which is obstacle-protected, unless:

(i) established on the appropriate missed approach procedure; or

(ii) at minimum sector altitude (MSA).

(5) All turns should be made in the same direction and the aeroplane should remain within the circling protected area while climbing either:

(i) to the altitude assigned to any published circling missed approach manoeuvre if applicable;

(ii) to the altitude assigned to the missed approach of the initial instrument approach;

(iii) to the MSA; or

(iv) to the minimum holding altitude (MHA) applicable to transition to a holding facility or fix, or continue to climb to an MSA;

or as directed by ATS.

When the missed approach procedure is commenced on the ‘downwind’ leg of the circling manoeuvre, an ‘S’ turn may be undertaken to align the aeroplane on the initial instrument approach missed approach path, provided the aeroplane remains within the protected circling area.

The commander should be responsible for ensuring adequate terrain clearance during the above-stipulated manoeuvres, particularly during the execution of a missed approach initiated by ATS.

(6) Because the circling manoeuvre may be accomplished in more than one direction, different patterns will be required to establish the aeroplane on the prescribed missed approach course depending on its position at the time visual reference is lost. In particular, all turns are to be in the prescribed direction if this is restricted, e.g. to the west/east (left or right hand) to remain within the protected circling area.

(7) If a missed approach procedure is published for a particular runway onto which the aeroplane is conducting a circling approach and the aeroplane has commenced a manoeuvre to align with the runway, the missed approach for this direction may be accomplished. The ATS unit should be informed of the intention to fly the published missed approach procedure for that particular runway.

(8) The commander should advise ATS when any missed approach procedure has been commenced, the height/altitude the aeroplane is climbing to and the position the aeroplane is proceeding towards and/or heading the aeroplane is established on.

AMC8 CAT.OP.MPA.110 Aerodrome operating minima

ED Decision 2022/012/R

ONSHORE CIRCLING OPERATIONS — HELICOPTERS

For circling, the specified MDH should not be less than 250 ft, and the VIS not less than 800 m.

AMC9 CAT.OP.MPA.110 Aerodrome operating minima

ED Decision 2014/015/R

VISUAL APPROACH OPERATIONS

The operator should not use an RVR of less than 800 m for a visual approach operation.

AMC10 CAT.OP.MPA.110 Aerodrome operating minima

ED Decision 2022/012/R

CONVERSION OF VISIBILITY TO CMV — AEROPLANES

The following conditions apply to the use of converted meteorological visibility (CMV) instead of RVR:

(a) If the reported RVR is not available, a CMV may be substituted for the RVR, except:

(1) to satisfy the take-off minima; or

(2) for the purpose of continuation of an approach in LVOs.

(b) If the minimum RVR for an approach is more than the maximum value assessed by the aerodrome operator, then CMV should be used.

(c) In order to determine CMV from visibility:

(1) for flight planning purposes, a factor of 1.0 should be used;

(2) for purposes other than flight planning, the conversion factors specified in Table 16 should be used.

Table 16

Conversion of reported VIS to RVR/CMV

AMC11 CAT.OP.MPA.110 Aerodrome operating minima

ED Decision 2023/007/R

EFFECT ON LANDING MINIMA OF TEMPORARILY FAILED OR DOWNGRADED GROUND EQUIPMENT

(a) General

These instructions are intended for use both before and during flight. Only those facilities mentioned in Table 17 should be acceptable to be used to determine the effect of temporarily failed of downgraded equipment. It is, however, not expected that the commander would consult such instructions after passing 1 000 ft above the aerodrome. If failures of ground aids are announced at such a late stage, the approach could be continued at the commander’s discretion. If failures are announced before such a late stage in the approach, their effect on the approach should be considered as described in Table 17, and the approach may have to be abandoned.

(b) Conditions applicable to Table 17:

(1) multiple failures of runway/FATO lights other than those indicated in Table 17 should not be acceptable;

(2) failures of approach and runway/FATO lights are acceptable at the same time, and the most demanding consequence should be applied; and

(3) failures other than ILS, GLS, MLS affect the RVR only and not DH.

Table 17

Failed or downgraded equipment — effect on landing minima

Operations without LVO approval

AMC12 CAT.OP.MPA.110 Aerodrome operating minima

ED Decision 2014/015/R

VFR OPERATIONS WITH OTHER-THAN-COMPLEX MOTOR-POWERED AIRCRAFT

For the establishment of VFR operation minima, the operator may apply the VFR operating minima specified in Part-SERA. Where necessary, the operator may specify in the OM additional conditions for the applicability of such minima taking into account such factors as radio coverage, terrain, nature of sites for take-off and landing, flight conditions and ATS capacity.

GM1 CAT.OP.MPA.110 Aerodrome operating minima

ED Decision 2014/015/R

ONSHORE AERODROME DEPARTURE PROCEDURES — HELICOPTERS

The cloud base and visibility should be such as to allow the helicopter to be clear of cloud at take-off decision point (TDP), and for the pilot flying to remain in sight of the surface until reaching the minimum speed for flight in instrument meteorological conditions (IMC) given in the AFM.

GM2 CAT.OP.MPA.110 Aerodrome operating minima

ED Decision 2022/012/R

APPROACH LIGHTING SYSTEMS — ICAO, FAA

The following table provides a comparison of ICAO and FAA specifications.

Table 19

Approach lighting systems — ICAO and FAA specifications

GM3 CAT.OP.MPA.110 Aerodrome operating minima

ED Decision 2022/012/R

SBAS OPERATIONS

(a) SBAS LPV operations with a DH of 200 ft depend on an SBAS system approved for operations down to a DH of 200 ft.

(b) The following systems are in operational use or in a planning phase:

(1) European geostationary navigation overlay service (EGNOS) operational in Europe;

(2) wide area augmentation system (WAAS) operational in the USA;

(3) multi-functional satellite augmentation system (MSAS) operational in Japan;

(4) system of differential correction and monitoring (SDCM) planned by Russia;

(5) GPS aided geo augmented navigation (GAGAN) system, planned by India; and

(6) satellite navigation augmentation system (SNAS), planned by China.

GM4 CAT.OP.MPA.110 Aerodrome operating minima

ED Decision 2022/012/R

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

The values in Table 9 are derived from the formula below:

Minimum RVR (m) = [(DH/MDH (ft) x 0.3048)/tanα] — length of approach lights (m)

where α is the calculation angle, being a default value of 3.00° increasing in steps of 0.10° for each line in Table 9 up to 3.77° and then remaining constant. An upper RVR limit of 2 400 m has been applied to the table.

GM5 CAT.OP.MPA.110 Aerodrome operating minima

ED Decision 2022/012/R

USE OF DH FOR NPAs FLOWN USING THE CDFA TECHNIQUE

AMC3 CAT.OP.MPA.110 provides that, in certain circumstances, a published MDH may be used as a DH for a 2D operation flown using the CDFA technique.

The safety of the use of MDH as DH in CDFA operations has been verified by at least two independent analyses concluding that the CDFA using MDH as DH without any add-on is safer than the traditional step-down and level-flight NPA operation. A comparison has been made between the safety level of using MDH as DH without an add-on with the well-established safety level resulting from the ILS collision risk model. The NPA used was the most demanding, i.e. most tightly designed NPA, which offers the least additional margins. It should be noted that the design limits of the ILS approach design, e.g. the maximum GP angle of 3,5 degrees, must be observed for the CDFA in order to keep the validity of the comparison.

There is a wealth of operational experience in Europe confirming the above-mentioned analytical assessments. It cannot be expected that each operator is able to conduct similar safety assessments, and this is not necessary. The safety assessments already performed take into account the most demanding circumstances at hand, like the most tightly designed NPA procedures and other ‘worst‑case scenarios’. The assessments naturally focus on cases where the controlling obstacle is located in the missed approach area.

However, it is necessary for operators to assess whether their cockpit procedures and training are adequate to ensure minimal height loss in case of a go-around manoeuvre. Suitable topics for the safety assessment required by each operator may include:

—             understanding of the CDFA concept including the use of the MDA/H as DA/H;

—             cockpit procedures that ensure flight on speed, on path and with proper configuration and energy management;

—             cockpit procedures that ensure gradual decision-making; and

—             identification of cases where an increase of the DA/H may be necessary because of non-standard circumstances, etc.

GM6 CAT.OP.MPA.110 Aerodrome operating minima

ED Decision 2022/012/R

INCREMENTS SPECIFIED BY THE COMPETENT AUTHORITY

Additional increments to the published minima may be specified by the competent authority to take into account certain operations, such as downwind approaches, single-pilot operations or approaches flown not using the CDFA technique.

GM7 CAT.OP.MPA.110 Aerodrome operating minima

ED Decision 2022/012/R

USE OF COMMERCIALLY AVAILABLE INFORMATION

When an operator uses commercially available information to establish aerodrome operating minima, the operator remains responsible for ensuring that the material used is accurate and suitable for its operation, and that aerodrome operating minima are calculated in accordance with the method specified in Part C of its operations manual and approved by the competent authority.

The procedures in ORO.GEN.205 ‘Contracted activities’ apply in this case.

GM8 CAT.OP.MPA.110 Aerodrome operating minima

ED Decision 2023/007/R

LOW TEMPERATURE CORRECTION

(a) An operator may determine the aerodrome temperature below which a correction should be applied to the DA/H.

(b) Table 20 may be used to determine the correction that should be applied.

(c) The calculations in the table are for a sea-level aerodrome; they are therefore conservative when applied at higher-level aerodromes.

(d) Guidance on accurate corrections for specific conditions (if required) is available in PANS-OPS, Volume III (ICAO Doc 8168) Section 2 Chapter 4 First Edition, 2018.

Table 20

Temperature corrections to be applied to barometric DH/MDH

GM9 CAT.OP.MPA.110 Aerodrome operating minima

ED Decision 2022/012/R

AERODROME OPERATING MINIMA — HELICOPTERS

High vertical speeds should be avoided due to unstable aerodynamics and potential transient autorotation state of the main rotor.

Vertical speeds at or below 800 ft/min should be considered to be normal, and vertical speeds above 1 000 ft/min should be considered to be high.

The vertical speed on final approach increases with the descent angle and the ground speed (GS), including tailwinds. Whereas the helicopter should be manoeuvred into the wind during the visual segment of an instrument approach, tailwinds may be encountered during the instrument segments of the approach.

If the vertical speed is above 1 000 ft/min, a go-around should be considered. Greater vertical speeds may be used based on the available data in the rotorcraft flight manual.

Table 21 below gives an indication of the vertical speed based on the descent angles and ground speed.

Table 21

Examples of vertical speeds

Note: A GS of 80 kt may be the result of an indicated airspeed (IAS) of 60 kt and a tailwind component of 20 kt.

GM1 CAT.OP.MPA.110(b)(6) Aerodrome operating minima

ED Decision 2022/012/R

VISUAL AND NON-VISUAL AIDS AND INFRASTRUCTURE

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

CAT.OP.MPA.115 Approach flight technique — aeroplanes

Regulation (EU) 2021/2237

(a) All approach operations shall be flown as stabilised approach operations unless otherwise approved by the competent authority for a particular approach to a particular runway.

(b) The continuous descent final approach (CDFA) technique shall be used for approach operations using non-precision approach (NPA) procedures except for such particular runways for which the competent authority has approved another flight technique.

AMC1 CAT.OP.MPA.115 Approach flight technique — aeroplanes

ED Decision 2022/012/R

CONTINUOUS DESCENT FINAL APPROACH (CDFA)

The following criteria apply to CDFA:

(a) For each NPA procedure to be used, the operator should provide information allowing the flight crew to determine the appropriate descent path. This information is either:

(1) a descent path depicted on the approach chart including check altitude/heights against range;

(2) a descent path coded into the aircraft flight management system; or

(3) a recommended descent rate based on estimated ground speed.

(b) The information provided to the crew should observe human factors principles.

(c) The descent path should be calculated to pass at or above the minimum altitude specified at any step-down fix.

(d) The optimum angle for the descent path is 3 and should not exceed 4,5 except for steep approach operations approved in accordance with this Part.

(e) For multi-pilot operations, the operator should establish procedures that require:

(1) the pilot monitoring to verbalise deviations from the required descent path;

(2) the pilot flying to make prompt corrections to deviation from the required descent path; and

(3) a call-out to be made when the aircraft is approaching the DA/H.

(f) A missed approach should be executed promptly at the DA/H or the MAPt, whichever is first, if the required visual references have not been established.

(g) For approaches other than circling approaches, the lateral part of the missed approach should be flown via the MAPt unless otherwise stated on the approach chart.

AMC2 CAT.OP.MPA.115 Approach flight technique — aeroplanes

ED Decision 2022/012/R

APPROACH OPERATIONS USING NPA PROCEDURES FLOWN WITH A FLIGHT TECHNIQUE OTHER THAN THE CDFA

(a) In case the CDFA technique is not used, the approach should be flown to an altitude/height at or above the MDA/H where a level flight segment at or above MDA/H may be flown to the MAPt.

(b) Even when the approach procedure is flown without the CDFA technique, the relevant procedures for ensuring a controlled and stable path to MDA/H should be followed.

(c) In case the CDFA technique is not used when flying an approach, the operator should implement procedures to ensure that early descent to the MDA/H will not result in a subsequent flight below MDA/H without adequate visual reference. These procedures could include:

(1) awareness of radio altimeter information with reference to the approach profile;

(2) terrain awareness warning system (TAWS);

(3) limitation of rate of descent;

(4) limitation of the number of repeated approaches;

(5) safeguards against too early descents with prolonged flight at MDA/H; and

(6) specification of visual requirements for the descent from the MDA/H.

(d) In case the CDFA technique is not used and when the MDA/H is high, it may be appropriate to make an early descent to MDA/H with appropriate safeguards such as the application of a significantly higher RVR or VIS.

(e) The procedures that are flown with level flight at or above the MDA/H should be listed in the OM.

(f) Operators should categorise aerodromes where there are approaches that require level flight at or above MDA/H as B or C. Such aerodrome categorisation will depend upon the operator’s experience, operational exposure, training programme(s) and flight crew qualification(s).

AMC3 CAT.OP.MPA.115 Approach flight technique — aeroplanes

ED Decision 2022/012/R

OPERATIONAL PROCEDURES AND INSTRUCTIONS AND TRAINING

(a) The operator should establish procedures and instructions for flying approaches using the CDFA technique and not using it. These procedures should be included in the operations manual and should include the duties of the flight crew during the conduct of such operations. The operator should ensure that the initial and recurrent flight crew training required by ORO.FC includes the use of the CDFA technique.

(b) Operators holding an approval to use another technique for NPAs on certain runways should establish procedures for the application of such techniques.

AMC1 CAT.OP.MPA.115(a) Approach flight technique — aeroplanes

ED Decision 2022/014/R

STABILISED APPROACH OPERATIONS — AEROPLANES

The following criteria should be satisfied for all stabilised approach operations with aeroplanes:

(a) The flight management systems and approach aids should be correctly set, and any required radio aids identified before reaching a predetermined point or altitude/height on the approach.

(b) The aeroplane should be flown according to the following criteria from a predetermined point or altitude/height on the approach:

(1) the angle of bank should be less than 30 degrees; and

(2) the target rate of descent should be that required to maintain the correct vertical path at the planned approach speed.

(c) Variations in the rate of descent should normally not exceed 50 % of the target rate of descent.

(d) An aeroplane should be considered stabilised for landing when the following conditions are met:

(1) the aeroplane is tracking within an acceptable tolerance of the required lateral path;

(2) the aeroplane is tracking within an acceptable tolerance of the required vertical path;

(3) the vertical speed of the aeroplane is within an acceptable tolerance of the required rate of descent;

(4) the airspeed of the aeroplane is within an acceptable tolerance of the intended landing speed;

(5) the aeroplane is in the correct configuration for landing, unless operating procedures require a final configuration change for performance reasons after visual reference is acquired; and

(6) the thrust/power and trim settings are appropriate.

(e) The aeroplane should be stabilised for landing before reaching 500 ft above the landing runway threshold elevation.

(f) For approach operations where the pilot does not have visual reference with the ground, the aeroplane should additionally be stabilised for landing before reaching 1 000 ft above the landing runway threshold elevation except that a later stabilisation in airspeed may be acceptable if higher than normal approach speeds are required for operational reasons specified in the operations manual.

(g) The operator should specify the following in the operations manual:

(1) the acceptable tolerances referred to in (d);

(2) the means to identify the predetermined points referred to in (a) and (b). This should normally be the FAF.

(h) When the operator requests approval for an alternative to the stabilised approach criteria for a particular approach to a particular runway, the operator should demonstrate that the proposed alternative will ensure that an acceptable level of safety is achieved.

GM1 CAT.OP.MPA.115(a) Approach flight techniques — aeroplanes

ED Decision 2022/012/R

ACCEPTABLE TOLERANCES FOR STABILISED APPROACH OPERATIONS

(a) The requirement for the aircraft to be tracking within an acceptable tolerance of the required lateral path does not imply that the aircraft has to be aligned with the runway centre line by any particular height.

(b) The target rate of descent for the final approach segment (FAS) of a stabilised approach normally does not exceed 1 000 fpm. Where a rate of descent of more than 1 000 fpm will be required (e.g. due to high ground speed or a steeper-than-normal approach path), this should be briefed in advance.

(c) Operational reasons for specifying a higher-than-normal approach speed below 1 000 ft may include compliance with air traffic control (ATC) speed restrictions.

(d) For operations where a level flight segment is required during the approach (e.g. circling approaches or approaches flown as non-CDFA), the criteria in point (b) of AMC1 CAT.OP.MPA.115(a) should apply from the predetermined point until the start of the level flight segment and again from the point at which the aircraft begins descent from the level flight segment down to a point of 50 ft above the threshold or the point where the flare manoeuvre is initiated, if higher.

GM1 CAT.OP.MPA.115(b) Approach flight technique — aeroplanes

ED Decision 2022/012/R

CONTINUOUS DESCENT FINAL APPROACH (CDFA)

(a) Introduction

(1) Controlled flight into terrain (CFIT) is a major hazard in aviation. Most CFIT accidents occur in the FAS of approach operations flown using the NPA procedures. The use of stabilised-approach criteria on a continuous descent with a constant, predetermined vertical path is seen as a major improvement in safety during the conduct of such approaches.

(2) The elimination of level flight segments at MDA close to the ground during approaches, and the avoidance of major changes in attitude and power/thrust close to the runway that can destabilise approaches, are seen as ways to reduce operational risks significantly.

(3) The term CDFA has been selected to cover a flight technique for instrument approach operations using NPA procedures.

(4) The advantages of CDFA are as follows:

(i) the technique enhances safe approach operations by the utilisation of standard operating practices;

(ii) the technique is similar to that used when flying an ILS approach, including when executing the missed approach and the associated missed approach procedure manoeuvre;

(iii) the aeroplane attitude may enable better acquisition of visual cues;

(iv) the technique may reduce pilot workload;

(v) the approach profile is fuel-efficient;

(vi) the approach profile affords reduced noise levels;

(vii) the technique affords procedural integration with 3D approach operations; and

(viii) when used and the approach is flown in a stabilised manner, CDFA is the safest approach technique for all instrument approach operations using NPA procedures.

(b) Stabilised approach (SAp)

(1) The control of the descent path is not the only consideration when using the CDFA technique. Control of the aeroplane’s configuration and energy is also vital to the safe conduct of an approach.

(2) The control of the flight path, described above as one of the specifications for conducting an SAp, should not be confused with the path specifications for using the CDFA technique. The predetermined path specification for conducting an SAp are established by the operator and published in the operations manual.

(3) The appropriate descent path for applying the CDFA technique is established by the following:

(A) the published ‘nominal’ slope information when the approach has a nominal vertical profile; and

(B) the designated final-approach segment minimum of 3 NM, and maximum, when using timing techniques, of 8 NM.

(4) Straight-in approach operations using CDFA do not have a level segment of flight at MDA/H. This enhances safety by mandating a prompt missed approach procedure manoeuvre at DA/H.

(5) An approach using the CDFA technique is always flown as an SAp, since this is a specification for applying CDFA. However, an SAp does not have to be flown using the CDFA technique, for example, a visual approach.

(c) Circling approach operations using the CDFA technique

Circling approach operations using the CDFA technique require a continuous descent from an altitude/height at or above the FAF altitude/height until MDA/H or visual flight manoeuvre altitude/height. This does not preclude level flight at or above the MDA/H. This level flight may be at MDA/H while following the IAP or after visual reference has been established as the aircraft is aligned with the final approach track. The conditions for descent from level flight are described in AMC7 CAT.OP.MPA.110.

CAT.OP.MPA.125 Instrument departure and approach procedures

Regulation (EU) No 965/2012

(a) The operator shall ensure that instrument departure and approach procedures established by the State of the aerodrome are used.

(b) Notwithstanding (a), the commander may accept an ATC clearance to deviate from a published departure or arrival route, provided obstacle clearance criteria are observed and full account is taken of the operating conditions. In any case, the final approach shall be flown visually or in accordance with the established instrument approach procedures.

(c) Notwithstanding (a), the operator may use procedures other than those referred to in (a) provided they have been approved by the State in which the aerodrome is located and are specified in the operations manual.

CAT.OP.MPA.126 Performance-based navigation

Regulation (EU) 2016/1199

The operator shall ensure that, when performance-based navigation (PBN) is required for the route or procedure to be flown:

(a) the relevant PBN navigation specification is stated in the AFM or other document that has been approved by the certifying authority as part of an airworthiness assessment or is based on such approval; and

(b) the aircraft is operated in conformance with the relevant navigation specification and limitations in the AFM or other document referred above.

AMC1 CAT.OP.MPA.126 Performance-based navigation

ED Decision 2016/015/R

PBN OPERATIONS

For operations where a navigation specification for performance-based navigation (PBN) has been prescribed and no specific approval is required in accordance with SPA.PBN.100, the operator should:

(a) establish operating procedures specifying:

(1) normal, abnormal and contingency procedures;

(2) electronic navigation database management; and

(3) relevant entries in the minimum equipment list (MEL);

(b) specify the flight crew qualification and proficiency constraints and ensure that the training programme for relevant personnel is consistent with the intended operation; and

(c) ensure continued airworthiness of the area navigation system.

AMC2 CAT.OP.MPA.126 Performance-based navigation

ED Decision 2022/012/R

MONITORING AND VERIFICATION

(a) Preflight and general considerations

(1) At navigation system initialisation, the flight crew should confirm that the navigation database is current and verify that the aircraft position has been entered correctly, if required.

(2) The active flight plan, if applicable, should be checked by comparing the charts or other applicable documents with navigation equipment and displays. This includes confirmation of the departing runway and the waypoint sequence, reasonableness of track angles and distances, any altitude or speed constraints, and, where possible, which waypoints are fly-by and which are fly-over. Where relevant, the RF leg arc radii should be confirmed.

(3) The flight crew should check that the navigation aids critical to the operation of the intended PBN procedure are available.

(4) The flight crew should confirm the navigation aids that should be excluded from the operation, if any.

(5) An arrival, approach or departure procedure should not be used if the validity of the procedure in the navigation database has expired.

(6) The flight crew should verify that the navigation systems required for the intended operation are operational.

(b) Departure

(1) Prior to commencing a take-off on a PBN procedure, the flight crew should check that the indicated aircraft position is consistent with the actual aircraft position at the start of the take-off roll (aeroplanes) or lift-off (helicopters).

(2) Where GNSS is used, the signal should be acquired before the take-off roll (aeroplanes) or lift-off (helicopters) commences.

(3) Unless automatic updating of the actual departure point is provided, the flight crew should ensure initialisation on the runway or FATO by means of a manual runway threshold or intersection update, as applicable. This is to preclude any inappropriate or inadvertent position shift after take-off.

(c) Arrival and approach

(1) The flight crew should verify that the navigation system is operating correctly and the correct arrival procedure and runway (including any applicable transition) are entered and properly depicted.

(2) Any published altitude and speed constraints should be observed.

(3) The flight crew should check approach procedures (including alternate aerodromes if needed) as extracted by the system (e.g. CDU flight plan page) or presented graphically on the moving map, in order to confirm the correct loading and the reasonableness of the procedure content.

(4) Prior to commencing the approach operation (before the IAF), the flight crew should verify the correctness of the loaded procedure by comparison with the appropriate approach charts. This check should include:

(i) the waypoint sequence;

(ii) reasonableness of the tracks and distances of the approach legs and the accuracy of the inbound course; and

(iii) the vertical path angle, if applicable.

(d) Altimetry settings for RNP APCH operations using Baro VNAV

(1) Barometric settings

(i) The flight crew should set and confirm the correct altimeter setting and check that the two altimeters provide altitude values that do not differ more than 100 ft at the most at or before the final approach fix (FAF).

(ii) The flight crew should fly the procedure with:

(A) a current local altimeter setting source available — a remote or regional altimeter setting source should not be used; and

(B) the QNH/QFE, as appropriate, set on the aircraft’s altimeters.

(2) Temperature compensation

(i) For RNP APCH operations to LNAV/VNAV minima using Baro VNAV:

(A) the flight crew should not commence the approach when the aerodrome temperature is outside the promulgated aerodrome temperature limits for the procedure unless the area navigation system is equipped with approved temperature compensation for the final approach;

(B) when the temperature is within promulgated limits, the flight crew should not make compensation to the altitude at the FAF;

(C) since only the final approach segment is protected by the promulgated aerodrome temperature limits, the flight crew should consider the effect of temperature on terrain and obstacle clearance in other phases of flight.

(ii) For RNP APCH operations to LNAV minima, the flight crew should consider the effect of temperature on terrain and obstacle clearance in all phases of flight, in particular on any step-down fix.

(e) Sensor and lateral navigation accuracy selection

(1) For multi-sensor systems, the flight crew should verify, prior to approach, that the GNSS sensor is used for position computation.

(2) Flight crew of aircraft with RNP input selection capability should confirm that the indicated RNP value is appropriate for the PBN operation.

AMC3 CAT.OP.MPA.126 Performance-based navigation

ED Decision 2016/015/R

MANAGEMENT OF THE NAVIGATION DATABASE

(a) For RNAV 1, RNAV 2, RNP 1, RNP 2, and RNP APCH, the flight crew should neither insert nor modify waypoints by manual entry into a procedure (departure, arrival or approach) that has been retrieved from the database. User-defined data may be entered and used for waypoint altitude/speed constraints on a procedure where said constraints are not included in the navigation database coding.

(b) For RNP 4 operations, the flight crew should not modify waypoints that have been retrieved from the database. User-defined data (e.g. for flex-track routes) may be entered and used.

(c) The lateral and vertical definition of the flight path between the FAF and the missed approach point (MAPt) retrieved from the database should not be revised by the flight crew.

AMC4 CAT.OP.MPA.126 Performance-based navigation

ED Decision 2016/015/R

DISPLAYS AND AUTOMATION

(a) For RNAV 1, RNP 1, and RNP APCH operations, the flight crew should use a lateral deviation indicator, and where available, flight director and/or autopilot in lateral navigation mode.

(b) The appropriate displays should be selected so that the following information can be monitored:

(1) the computed desired path;

(2) aircraft position relative to the lateral path (cross-track deviation) for FTE monitoring;

(3) aircraft position relative to the vertical path (for a 3D operation).

(c) The flight crew of an aircraft with a lateral deviation indicator (e.g. CDI) should ensure that lateral deviation indicator scaling (full-scale deflection) is suitable for the navigation accuracy associated with the various segments of the procedure.

(d) The flight crew should maintain procedure centrelines unless authorised to deviate by air traffic control (ATC) or demanded by emergency conditions.

(e) Cross-track error/deviation (the difference between the area-navigation-system-computed path and the aircraft-computed position) should normally be limited to ± ½ time the RNAV/RNP value associated with the procedure. Brief deviations from this standard (e.g. overshoots or undershoots during and immediately after turns) up to a maximum of 1 time the RNAV/RNP value should be allowable.

(f) For a 3D approach operation, the flight crew should use a vertical deviation indicator and, where required by AFM limitations, a flight director or autopilot in vertical navigation mode.

(g) Deviations below the vertical path should not exceed 75 ft at any time, or half-scale deflection where angular deviation is indicated, and not more than 75 ft above the vertical profile, or half-scale deflection where angular deviation is indicated, at or below 1 000 ft above aerodrome level. The flight crew should execute a missed approach if the vertical deviation exceeds this criterion, unless the flight crew has in sight the visual references required to continue the approach.

AMC5 CAT.OP.MPA.126 Performance-based navigation

ED Decision 2016/015/R

VECTORING AND POSITIONING

(a) ATC tactical interventions in the terminal area may include radar headings, ‘direct to’ clearances which bypass the initial legs of an approach procedure, interceptions of an initial or intermediate segments of an approach procedure or the insertion of additional waypoints loaded from the database.

(b) In complying with ATC instructions, the flight crew should be aware of the implications for the navigation system.

(c) ‘Direct to’ clearances may be accepted to the IF provided that it is clear to the flight crew that the aircraft will be established on the final approach track at least 2 NM before the FAF.

(d) ‘Direct to’ clearance to the FAF should not be acceptable. Modifying the procedure to intercept the final approach track prior to the FAF should be acceptable for radar-vectored arrivals or otherwise only with ATC approval.

(e) The final approach trajectory should be intercepted no later than the FAF in order for the aircraft to be correctly established on the final approach track before starting the descent (to ensure terrain and obstacle clearance).

(f) ‘Direct to’ clearances to a fix that immediately precede an RF leg should not be permitted.

(g) For parallel offset operations en route in RNP 4 and A-RNP, transitions to and from the offset track should maintain an intercept angle of no more than 45° unless specified otherwise by ATC.

AMC6 CAT.OP.MPA.126 Performance-based navigation

ED Decision 2016/015/R

ALERTING AND ABORT

(a) Unless the flight crew has sufficient visual reference to continue the approach operation to a safe landing, an RNP APCH operation should be discontinued if:

(1) navigation system failure is annunciated (e.g. warning flag);

(2) lateral or vertical deviations exceed the tolerances;

(3) loss of the on-board monitoring and alerting system.

(b) Discontinuing the approach operation may not be necessary for a multi-sensor navigation system that includes demonstrated RNP capability without GNSS in accordance with the AFM.

(c) Where vertical guidance is lost while the aircraft is still above 1 000 ft AGL, the flight crew may decide to continue the approach to LNAV minima, when supported by the navigation system.

AMC7 CAT.OP.MPA.126 Performance-based navigation

ED Decision 2016/015/R

CONTINGENCY PROCEDURES

(a) The flight crew should make the necessary preparation to revert to a conventional arrival procedure where appropriate. The following conditions should be considered:

(1) failure of the navigation system components including navigation sensors, and a failure effecting flight technical error (e.g. failures of the flight director or autopilot);

(2) multiple system failures affecting aircraft performance;

(3) coasting on inertial sensors beyond a specified time limit; and

(4) RAIM (or equivalent) alert or loss of integrity function.

(b) In the event of loss of PBN capability, the flight crew should invoke contingency procedures and navigate using an alternative means of navigation.

(c) The flight crew should notify ATC of any problem with PBN capability.

(d) In the event of communication failure, the flight crew should continue with the operation in accordance with published lost communication procedures.

GM1 CAT.OP.MPA.126 Performance-based navigation

ED Decision 2016/015/R

DESCRIPTION

(a) For both, RNP X and RNAV X designations, the ‘X’ (where stated) refers to the lateral navigation accuracy (total system error) in NM, which is expected to be achieved at least 95 % of the flight time by the population of aircraft operating within the airspace, route or procedure. For RNP APCH and A-RNP, the lateral navigation accuracy depends on the segment.

(b) PBN may be required on notified routes, for notified procedures and in notified airspace.

RNAV 10

(c) For purposes of consistency with the PBN concept, this Regulation is using the designation ‘RNAV 10’ because this specification does not include on-board performance monitoring and alerting.

(d) However, it should be noted that many routes still use the designation ‘RNP 10’ instead of ‘RNAV 10’. ‘RNP 10’ was used as designation before the publication of the fourth edition of ICAO Doc 9613 in 2013. The terms ‘RNP 10’ and ‘RNAV 10’ should be considered equivalent.

CAT.OP.MPA.130 Noise abatement procedures — aeroplanes

Regulation (EU) 2015/140

(a) Except for VFR operations of other-than complex motor-powered aeroplanes, the operator shall establish appropriate operating departure and arrival/approach procedures for each aeroplane type taking into account the need to minimise the effect of aircraft noise.

(b) The procedures shall:

(1) ensure that safety has priority over noise abatement; and

(2) be simple and safe to operate with no significant increase in crew workload during critical phases of flight.

AMC1 CAT.OP.MPA.130 Noise abatement procedures — aeroplanes

ED Decision 2014/015/R

NADP DESIGN

(a) For each aeroplane type, two departure procedures should be defined, in accordance with ICAO Doc 8168 (Procedures for Air Navigation Services, ‘PANS-OPS’), Volume I:

(1) noise abatement departure procedure one (NADP 1), designed to meet the close-in noise abatement objective; and

(2) noise abatement departure procedure two (NADP 2), designed to meet the distant noise abatement objective.

(b) For each type of NADP (1 and 2), a single climb profile should be specified for use at all aerodromes, which is associated with a single sequence of actions. The NADP 1 and NADP 2 profiles may be identical.

GM1 CAT.OP.MPA.130 Noise abatement procedures — aeroplanes

ED Decision 2014/015/R

TERMINOLOGY

(a) ‘Climb profile’ means in this context the vertical path of the NADP as it results from the pilot’s actions (engine power reduction, acceleration, slats/flaps retraction).

(b) ‘Sequence of actions’ means the order in which these pilot’s actions are done and their timing.

GENERAL

(c) The rule addresses only the vertical profile of the departure procedure. Lateral track has to comply with the standard instrument departure (SID).

EXAMPLE

(d) For a given aeroplane type, when establishing the distant NADP, the operator should choose either to reduce power first and then accelerate, or to accelerate first and then wait until slats/flaps are retracted before reducing power. The two methods constitute two different sequences of actions.

(e) For an aeroplane type, each of the two departure climb profiles may be defined by one sequence of actions (one for close-in, one for distant) and two above aerodrome level (AAL) altitudes/heights. These are:

(1) the altitude of the first pilot’s action (generally power reduction with or without acceleration). This altitude should not be less than 800 ft AAL; or

(2) the altitude of the end of the noise abatement procedure. This altitude should usually not be more than 3 000 ft AAL.

These two altitudes may be runway specific when the aeroplane flight management system (FMS) has the relevant function which permits the crew to change thrust reduction and/or acceleration altitude/height. If the aeroplane is not FMS-equipped or the FMS is not fitted with the relevant function, two fixed heights should be defined and used for each of the two NADPs.

CAT.OP.MPA.131 Noise abatement procedures — helicopters

Regulation (EU) No 965/2012

(a) The operator shall ensure that take-off and landing procedures take into account the need to minimise the effect of helicopter noise.

(b) The procedures shall:

(1) ensure that safety has priority over noise abatement; and

(2) be simple and safe to operate with no significant increase in crew workload during critical phases of flight.

CAT.OP.MPA.135 Routes and areas of operation — general

Regulation (EU) 2016/1119

(a) The operator shall ensure that operations are only conducted along routes, or within areas, for which:

(1) space-based facilities, ground facilities and services, including meteorological services, adequate for the planned operation are provided;

(2) the performance of the aircraft is adequate to comply with minimum flight altitude requirements;

(3) the equipment of the aircraft meets the minimum requirements for the planned operation; and

(4) appropriate maps and charts are available.

(b) The operator shall ensure that operations are conducted in accordance with any restriction on the routes or the areas of operation specified by the competent authority.

(c) point (a)(1) shall not apply to operations under VFR by day of other-than complex motor-powered aircraft on flights that depart from and arrive at the same aerodrome or operating site.

AMC1 CAT.OP.MPA.135 Routes and areas of operation — general

ED Decision 2016/015/R

RNAV 10

(a) Operating procedures and routes should take account of the RNAV 10 time limit declared for the inertial system, if applicable, considering also the effect of weather conditions that could affect flight duration in RNAV 10 airspace.

(b) The operator may extend RNAV 10 inertial navigation time by position updating. The operator should calculate, using statistically-based typical wind scenarios for each planned route, points at which updates can be made, and the points at which further updates will not be possible.

CAT.OP.MPA.136 Routes and areas of operation — single-engined aeroplanes

Regulation (EU) 2017/363

Unless approved by the competent authority in accordance with Annex V (Part-SPA), Subpart L — SINGLE-ENGINED TURBINE AEROPLANE OPERATIONS AT NIGHT OR IN IMC (SET-IMC), the operator shall ensure that operations of single-engined aeroplanes are only conducted along routes, or within areas, where surfaces are available that permit a safe forced landing to be executed.

CAT.OP.MPA.137 Routes and areas of operation — helicopters

Regulation (EU) No 965/2012

The operator shall ensure that:

(a) for helicopters operated in performance class 3, surfaces are available that permit a safe forced landing to be executed, except when the helicopter has an approval to operate in accordance with CAT.POL.H.420;

(b) for helicopters operated in performance class 3 and conducting ‘coastal transit’ operations, the operations manual contains procedures to ensure that the width of the coastal corridor, and the equipment carried, is consistent with the conditions prevailing at the time.

GM1 CAT.OP.MPA.137(b) Routes and areas of operation — helicopters

ED Decision 2014/015/R

COASTAL TRANSIT

(a) General

(1) Helicopters operating overwater in performance class 3 have to have certain equipment fitted. This equipment varies with the distance from land that the helicopter is expected to operate. The aim of this GM is to discuss that distance, bring into focus what fit is required and to clarify the operator's responsibility, when a decision is made to conduct coastal transit operations.

(2) In the case of operations north of 45N or south of 45S, the coastal corridor facility may or may not be available in a particular state, as it is related to the State definition of open sea area as described in the definition of hostile environment.

(3) Where the term ‘coastal transit’ is used, it means the conduct of operations overwater within the coastal corridor in conditions where there is reasonable expectation that:

(i) the flight can be conducted safely in the conditions prevailing;

(ii) following an engine failure, a safe forced landing and successful evacuation can be achieved; and

(iii) survival of the crew and passengers can be assured until rescue is effected.

(4) Coastal corridor is a variable distance from the coastline to a maximum distance corresponding to three minutes’ flying at normal cruising speed.

(b) Establishing the width of the coastal corridor

(1) The maximum distance from land of coastal transit, is defined as the boundary of a corridor that extends from the land, to a maximum distance of up to 3 minutes at normal cruising speed (approximately 5 - 6 NM). Land in this context includes sustainable ice (see (i) to (iii) below) and, where the coastal region includes islands, the surrounding waters may be included in the corridor and aggregated with the coast and each other. Coastal transit need not be applied to inland waterways, estuary crossing or river transit.

(i) In some areas, the formation of ice is such that it can be possible to land, or force land, without hazard to the helicopter or occupants. Unless the competent authority considers that operating to, or over, such ice fields is unacceptable, the operator may regard that the definition of the ‘land’ extends to these areas.

(ii) The interpretation of the following rules may be conditional on (i) above:

—             CAT.OP.MPA.137(a)(2);

—             CAT.IDE.H.290;

—             CAT.IDE.H.295;

—             CAT.IDE.H.300; and

—             CAT.IDE.H.320.

(iii) In view of the fact that such featureless and flat white surfaces could present a hazard and could lead to white-out conditions, the definition of land does not extend to flights over ice fields in the following rules:

—             CAT.IDE.H.125(d); and

—             CAT.IDE.H.145.

(2) The width of the corridor is variable from not safe to conduct operations in the conditions prevailing, to the maximum of 3 minutes wide. A number of factors will, on the day, indicate if it can be used — and how wide it can be. These factors will include, but not be restricted to, the following:

(i) meteorological conditions prevailing in the corridor;

(ii) instrument fit of the aircraft;

(iii) certification of the aircraft — particularly with regard to floats;

(iv) sea state;

(v) temperature of the water;

(vi) time to rescue; and

(vii) survival equipment carried.

(3) These can be broadly divided into three functional groups:

(i) those that meet the provisions for safe flying;

(ii) those that meet the provisions for a safe forced landing and evacuation; and

(iii) those that meet the provisions for survival following a forced landing and successful evacuation.

(c) Provision for safe flying

(1) It is generally recognised that when flying out of sight of land in certain meteorological conditions, such as those occurring in high pressure weather patterns (goldfish bowl — no horizon, light winds and low visibility), the absence of a basic panel (and training) can lead to disorientation. In addition, lack of depth perception in these conditions demands the use of a radio altimeter with an audio voice warning as an added safety benefit — particularly when autorotation to the surface of the water may be required.

(2) In these conditions, the helicopter, without the required instruments and radio altimeter, should be confined to a corridor in which the pilot can maintain reference using the visual cues on the land.

(d) Provision for a safe forced landing and evacuation

(1) Weather and sea state both affect the outcome of an autorotation following an engine failure. It is recognised that the measurement of sea state is problematical and when assessing such conditions, good judgement has to be exercised by the operator and the commander.

(2) Where floats have been certificated only for emergency use (and not for ditching), operations should be limited to those sea states that meet the provisions for such use — where a safe evacuation is possible.

Ditching certification requires compliance with a comprehensive number of requirements relating to rotorcraft water entry, flotation and trim, occupant egress and occupant survival. Emergency flotation systems, generally fitted to smaller CS-27 rotorcraft, are approved against a broad specification that the equipment should perform its intended function and not hazard the rotorcraft or its occupants. In practice, the most significant difference between ditching and emergency flotation systems is substantiation of the water entry phase. Ditching rules call for water entry procedures and techniques to be established and promulgated in the AFM. The fuselage/flotation equipment should thereafter be shown to be able to withstand loads under defined water entry conditions which relate to these procedures. For emergency flotation equipment, there is no specification to define the water entry technique and no specific conditions defined for the structural substantiation.

(e) Provisions for survival

(1) Survival of crew members and passengers, following a successful autorotation and evacuation, is dependent on the clothing worn, the equipment carried and worn, the temperature of the sea and the sea state. Search and rescue (SAR) response/capability consistent with the anticipated exposure should be available before the conditions in the corridor can be considered non-hostile.

(2) Coastal transit can be conducted (including north of 45N and south of 45S — when the definition of open sea areas allows) providing the provisions of (c) and (d) are met, and the conditions for a non-hostile coastal corridor are satisfied.

CAT.OP.MPA.140 Maximum distance from an adequate aerodrome for two-engined aeroplanes without an ETOPS approval

Regulation (EU) 2019/1387

(a) Unless approved by the competent authority in accordance with Subpart F of Annex V (Part-SPA), the operator shall not operate a two-engined aeroplane over a route that contains a point further from an adequate aerodrome, under standard conditions in still air, than the appropriate distance for the given type of aeroplane among the following:

(1) for performance class A aeroplanes with a maximum operational passenger seating configuration (MOPSC) of 20 or more, the distance flown in 60 minutes at the one-engine-inoperative (OEI) cruising speed determined in accordance with point (b);

(2) for performance class A aeroplanes with an MOPSC of 19 or less, the distance flown in 120 minutes or, subject to approval by the competent authority, up to 180 minutes for turbojet aeroplanes, at the OEI cruising speed determined in accordance with point (b);

(3) for performance class B or C aeroplanes, whichever is less:

(i) the distance flown in 120 minutes at the OEI cruising speed determined in accordance with point (b);

(ii) 300 NM.

(b) The operator shall determine a speed for the calculation of the maximum distance to an adequate aerodrome for each two-engined aeroplane type or variant operated, not exceeding VMO (maximum operating speed) based upon the true airspeed that the aeroplane can maintain with one engine inoperative.

(c) The operator shall include the following data, specific to each type or variant, in the operations manual:

(1) the determined OEI cruising speed; and

(2) the determined maximum distance from an adequate aerodrome.

(d) To obtain the approval referred to in point (a)(2), the operator shall provide evidence that:

(1) procedures have been established for flight planning and dispatch;

(2) specific maintenance instructions and procedures to ensure the intended levels of continued airworthiness and reliability of the aeroplane including its engines have been established and included in the operator's aircraft maintenance programme in accordance with Annex I (Part-M) to Regulation (EU) No 1321/2014, including:

(i) an engine oil consumption programme;

(ii) an engine condition monitoring programme.

AMC1 CAT.OP.MPA.140(d) Maximum distance from an adequate aerodrome for two-engined aeroplanes without an ETOPS approval

ED Decision 2022/014/R

OPERATION OF NON-ETOPS-COMPLIANT TWIN TURBO-JET AEROPLANES WITH MOPSC OF 19 OR LESS BETWEEN 120 AND 180 MINUTES FROM AN ADEQUATE AERODROME

1.            For operations between 120 and 180 minutes, the operator should include the relevant information in its operations manual (OM) and its maintenance procedures.
2.            The aeroplane should be certified to CS-25 or equivalent (e.g. FAR-25)

(c) Engine events and corrective action

(1) All engine events and operating hours should be reported by the operator to the airframe and engine type certificate (TC) holders, as well as to the competent authority.

(2) These events should be evaluated by the operator in consultation with the competent authority and with the engine and airframe TC holders. The competent authority may consult EASA to ensure that worldwide data is evaluated.

(3) Where statistical assessment alone is not applicable, e.g. where the fleet size or accumulated flight hours are small, individual engine events should be reviewed on a case-by-case basis.

(4) The evaluation or statistical assessment, when available, may result in corrective action or the application of operational restrictions.

(5) Engine events could include engine shutdowns, both on-ground and in-flight, excluding normal training events, including flameout, occurrences where the intended thrust level was not achieved or where crew action was taken to reduce thrust below the normal level for whatever reason, and unscheduled removals.

(6) The operator should ensure that all corrective actions required by the competent authority are implemented.

(d) Maintenance

 (1) The operator’s oil-consumption-monitoring programme should be based on engine manufacturer’s recommendations, if available, and track oil consumption trends. The monitoring should be continuous and take account of the oil added.

(2) The engine monitoring programme should also provide for engine condition monitoring describing the parameters to be monitored, the method of data collection and a corrective action process, and should be based on the engine manufacturer’s instructions. This monitoring will be used to detect propulsion system deterioration at an early stage allowing corrective action to be taken before safe operation is affected.

(e) Flight crew training

The operator should establish a flight crew training programme for this type of operation that includes, in addition to the requirements of Subpart FC (Flight Crew) of Annex III
(Part-ORO), particular emphasis on the following:

(1) Fuel management: verifying required fuel on board prior to departure and monitoring fuel on board en-route, including calculation of fuel remaining. Procedures should provide for an independent cross-check of fuel quantity indicators, e.g. fuel flow may be used to calculate the fuel burned, which may be compared with the indicated fuel remaining. It should be confirmed that the fuel remaining is sufficient to satisfy the critical fuel reserves.

(2) Procedures for single and multiple failures in flight that may give rise to go/no-go and diversion decisions — policy and guidelines to aid the flight crew in the diversion decision-making process and emphasising the need for constant awareness of the closest weather-permissible alternate aerodrome in terms of time.

(3) OEI performance data: drift-down procedures and OEI service ceiling data.

(4) Meteorological reports and flight requirements: meteorological aerodrome reports (METARs) and terminal aerodrome forecast (TAF) reports and obtaining in-flight weather updates on the en-route alternate (ERA), destination and destination alternate aerodromes. Consideration should also be given to forecast winds, including the accuracy of the forecast compared to actual wind experienced during flight and meteorological conditions along the expected flight path at the OEI cruising altitude and throughout the approach and landing.

(f) Pre-departure check

A pre-departure check, additional to the pre-flight inspection required by Part-M and designed to verify the status of the aeroplane’s significant systems, should be conducted. Adequate status monitoring information on all significant systems should be available to the flight crew to conduct the pre-departure check. The content of the pre-departure check should be described in the OM. The operator should ensure that flight crew members are fully trained and competent to conduct a pre-departure check of the aeroplane. The operator’s required training programme should cover all relevant tasks, with particular emphasis on checking required fluid levels.

(g) MEL

The operator should establish in its MEL the minimum equipment that has to be serviceable for non-ETOPS operations between 120 and 180 minutes. The operator should ensure that the MEL takes into account all items specified by the manufacturer relevant to this type of operations.

(h) Dispatch/flight planning rules

The operator should establish dispatch procedures that address the following:

(1) Fuel and oil supply: for releasing an aeroplane on an extended range flight, the operator should ensure that it carries sufficient fuel and oil to meet the applicable operational requirements and any additional fuel that may be determined in accordance with the following:

(i) Critical fuel scenario: in establishing the critical fuel reserves, the applicant is to determine the fuel necessary to fly to the most critical point of the route and execute a diversion to an alternate aerodrome assuming a simultaneous failure of an engine and the cabin air pressurisation system. The operator should carry additional fuel for the worst-case fuel burn condition (one engine versus two engines operating) if this is greater than the additional fuel calculated in accordance with the fuel requirements in CAT.OP.MPA, in order to:

(A) fly from the critical point to an alternate aerodrome:

(a) at 10 000 ft; or

(b) at 25 000 ft or the single-engine ceiling, whichever is lower, provided that all occupants can be supplied with and use oxygen for the time required to fly from the critical point to an alternate aerodrome;

(B) descend and hold at 1 500 ft for 15 minutes in standard conditions;

(C) descend to the applicable MDA/DH followed by a missed approach (taking into account the complete missed approach procedure); followed by

(D) a normal approach and landing.

(ii) Ice protection: additional fuel used when operating in icing conditions (e.g. operation of ice protection systems (engine/airframe as applicable)) and, when manufacturer’s data is available, take account of ice accumulation on unprotected surfaces if icing conditions are likely to be encountered during a diversion.

(iii) APU operation: if an APU has to be used to provide additional electrical power, consideration should be given to the additional fuel required.

(2) Communication facilities: the operator should ensure the availability of communications facilities in order to allow reliable two-way voice communications between the aeroplane and the appropriate ATC unit at OEI cruise altitudes.

(3) Aircraft technical log review to ensure that proper MEL procedures, deferred items, and required maintenance checks have been completed.

(4) ERA aerodrome(s): the operator should ensure that ERA aerodromes are available for the intended route, within the distance flown in 180 minutes based upon the OEI cruising speed, which is a speed within the certified limits of the aeroplane, selected by the operator and approved by the competent authority, confirming that, based on the available meteorological information, the weather conditions at ERA aerodromes are at or above the applicable minima for the applicable period of time , in accordance with CAT.OP.MPA.182.

GM1 CAT.OP.MPA.140(c) Maximum distance from an adequate aerodrome for two-engined aeroplanes without an ETOPS approval

ED Decision 2014/015/R

ONE-ENGINE-INOPERATIVE (OEI) CRUISING SPEED

The OEI cruising speed is intended to be used solely for establishing the maximum distance from an adequate aerodrome.

GM1 CAT.OP.MPA.140(d) Maximum distance from an adequate aerodrome for two-engined aeroplanes without an ETOPS approval

ED Decision 2021/005/R

SIGNIFICANT SYSTEMS

(a) Definition:

 Significant systems to be checked are the aeroplane propulsion system and any other aeroplane systems whose failure could adversely affect the safety of a non-ETOPS diversion flight, or whose functioning is important to continued safe flight and landing during an aeroplane diversion.

(b) When defining the pre-departure check, the operator should give consideration, at least, to the following systems:

(1) electrical;

(2) hydraulic;

(3) pneumatic;

(4) flight instrumentation, including warning and caution systems;

(5) fuel, including potential leakage, fuel drains, fuel boost and fuel transfer;

(6) flight control;

(7) ice protection;

(8) engine start and ignition;

(9) propulsion system instruments;

(10) engine thrust reversers;

(11) navigation and communications, including any route specific long-range navigation and communication equipment;

(12) back-up power systems (i.e. emergency generator and auxiliary power unit);

(13) air conditioning and pressurisation;

(14) cargo fire detection and suppression;

(15) propulsion system fire detection and suppression;

(16) emergency equipment (e.g. ELT, hand fire extinguisher, etc.).

CAT.OP.MPA.145 Establishment of minimum flight altitudes

Regulation (EU) No 965/2012

(a) The operator shall establish for all route segments to be flown:

(1) minimum flight altitudes that provide the required terrain clearance, taking into account the requirements of Subpart C; and

(2) a method for the flight crew to determine those altitudes.

(b) The method for establishing minimum flight altitudes shall be approved by the competent authority.

(c) Where the minimum flight altitudes established by the operator and a State overflown differ, the higher values shall apply.

AMC1 CAT.OP.MPA.145(a) Establishment of minimum flight altitudes

ED Decision 2014/015/R

CONSIDERATIONS FOR ESTABLISHING MINIMUM FLIGHT ALTITUDES

(a) The operator should take into account the following factors when establishing minimum flight altitudes:

(1) the accuracy with which the position of the aircraft can be determined;

(2) the probable inaccuracies in the indications of the altimeters used;

(3) the characteristics of the terrain, such as sudden changes in the elevation, along the routes or in the areas where operations are to be conducted;

(4) the probability of encountering unfavourable meteorological conditions, such as severe turbulence and descending air currents; and

(5) possible inaccuracies in aeronautical charts.

(b) The operator should also consider:

(1) corrections for temperature and pressure variations from standard values;

(2) ATC requirements; and

(3) any foreseeable contingencies along the planned route.

AMC1.1 CAT.OP.MPA.145(a) Establishment of minimum flight altitudes

ED Decision 2014/015/R

CONSIDERATIONS FOR ESTABLISHING MINIMUM FLIGHT ALTITUDES

This AMC provides another means of complying with the rule for VFR operations of other-than-complex motor-powered aircraft by day, compared to that presented in AMC1 CAT.OP.MPA.145(a). The safety objective should be satisfied if the operator ensures that operations are only conducted along such routes or within such areas for which a safe terrain clearance can be maintained and take account of such factors as temperature, terrain and unfavourable meteorological conditions.

GM1 CAT.OP.MPA.145(a) Establishment of minimum flight altitudes

ED Decision 2014/015/R

MINIMUM FLIGHT ALTITUDES

(a) The following are examples of some of the methods available for calculating minimum flight altitudes.

(b) KSS formula:

(1) Minimum obstacle clearance altitude (MOCA)

(i) MOCA is the sum of:

(A) the maximum terrain or obstacle elevation, whichever is higher; plus

(B) 1 000 ft for elevation up to and including 6 000 ft; or

(C) 2 000 ft for elevation exceeding 6 000 ft rounded up to the next 100 ft.

(ii) The lowest MOCA to be indicated is 2 000 ft.

(iii) From a VOR station, the corridor width is defined as a borderline starting 5 NM either side of the VOR, diverging 4 from centreline until a width of 20 NM is reached at 70 NM out, thence paralleling the centreline until 140 NM out, thence again diverging 4 until a maximum width of 40 NM is reached at 280 NM out. Thereafter, the width remains constant (see Figure 1).

Figure 1

Corridor width from a VOR station

(iv) From a non-directional beacon (NDB), similarly, the corridor width is defined as a borderline starting 5 NM either side of the NDB diverging 7 until a width of 20 NM is reached 40 NM out, thence paralleling the centreline until 80 NM out, thence again diverging 7 until a maximum width of 60 NM is reached 245 NM out. Thereafter, the width remains constant (see Figure 2).

Figure 2

Corridor width from an NDB

(v) MOCA does not cover any overlapping of the corridor.

(2) Minimum off-route altitude (MORA). MORA is calculated for an area bounded by each or every second LAT/LONG square on the route facility chart (RFC)/terminal approach chart (TAC) and is based on a terrain clearance as follows:

(i) terrain with elevation up to 6 000 ft (2 000 m) – 1 000 ft above the highest terrain and obstructions;

(ii) terrain with elevation above 6 000 ft (2 000 m) – 2 000 ft above the highest terrain and obstructions.

(c) Jeppesen formula (see Figure 3)

(1) MORA is a minimum flight altitude computed by Jeppesen from current operational navigation charts (ONCs) or world aeronautical charts (WACs). Two types of MORAs are charted which are:

(i) route MORAs e.g. 9800a; and

(ii) grid MORAs e.g. 98.

(2) Route MORA values are computed on the basis of an area extending 10 NM to either side of route centreline and including a 10 NM radius beyond the radio fix/reporting point or mileage break defining the route segment.

(3) MORA values clear all terrain and man-made obstacles by 1 000 ft in areas where the highest terrain elevation or obstacles are up to 5 000 ft. A clearance of 2 000 ft is provided above all terrain or obstacles that are 5 001 ft and above.

(4) A grid MORA is an altitude computed by Jeppesen and the values are shown within each grid formed by charted lines of latitude and longitude. Figures are shown in thousands and hundreds of feet (omitting the last two digits so as to avoid chart congestion). Values followed by ± are believed not to exceed the altitudes shown. The same clearance criteria as explained in (c)(3) apply.

Figure 3

Jeppesen formula

(d) ATLAS formula

(1) Minimum en-route altitude (MEA). Calculation of the MEA is based on the elevation of the highest point along the route segment concerned (extending from navigational aid to navigational aid) within a distance on either side of track as specified in Table 1 below:

Table 1

Minimum safe en-route altitude

*:  This distance may be reduced to 5 NM within terminal control areas (TMAs) where, due to the number and type of available navigational aids, a high degree of navigational accuracy is warranted.

**:  In exceptional cases, where this calculation results in an operationally impracticable value, an additional special MEA may be calculated based on a distance of not less than 10 NM either side of track. Such special MEA will be shown together with an indication of the actual width of protected airspace.

(2) The MEA is calculated by adding an increment to the elevation specified above as appropriate, following Table 2 below. The resulting value is adjusted to the nearest 100 ft.

Table 2:

Increment added to the elevation *

*:  For the last route segment ending over the initial approach fix, a reduction to 1 000 ft is permissible within TMAs where, due to the number and type of available navigation aids, a high degree of navigational accuracy is warranted.

(3) Minimum safe grid altitude (MGA). Calculation of the MGA is based on the elevation of the highest point within the respective grid area.

The MGA is calculated by adding an increment to the elevation specified above as appropriate, following Table 3 below. The resulting value is adjusted to the nearest 100 ft.

Table 3

Minimum safe grid altitude

(e) Lido formula

(1) Minimum terrain clearance altitude (MTCA)

The MTCA represents an altitude providing terrain and obstacle clearance for all airways/ATS routes, all standard terminal arrival route (STAR) segments up to IAF or equivalent end point and for selected standard instrument departures (SIDs).

The MTCA is calculated by Lido and covers terrain and obstacle clearance relevant for air navigation with the following buffers:

(i) Horizontal:

(A) for SID and STAR procedures 5 NM either side of centre line; and

(B) for airways/ATS routes 10 NM either side of centre line.

(ii) Vertical:

(A) 1 000 ft up to 6 000 ft; and

(B) 2 000 ft above 6 000 ft.

MTCAs are always shown in feet. The lowest indicated MTCA is 3 100 ft.

(2) Minimum grid altitude (MGA)

MGA represents the lowest safe altitude which can be flown off-track. The MGA is calculated by rounding up the elevation of the highest obstruction within the respective grid area to the next 100 ft and adding an increment of

(i) 1 000 ft for terrain or obstructions up to 6 000 ft; and

(ii) 2 000 ft for terrain or obstructions above 6 000 ft.

MGA is shown in hundreds of feet. The lowest indicated MGA is 2 000 ft. This value is also provided for terrain and obstacles that would result in an MGA below 2 000 ft. An exception is over water areas where the MGA can be omitted.

CAT.OP.MPA.150

Regulation (EU) 2021/1296

INTENTIONALLY LEFT BLANK

CAT.OP.MPA.155 Carriage of special categories of passengers (SCPs)

Regulation (EU) No 965/2012

(a) Persons requiring special conditions, assistance and/or devices when carried on a flight shall be considered as SCPs including at least:

(1) persons with reduced mobility (PRMs) who, without prejudice to Regulation (EC) No 1107/2006, are understood to be any person whose mobility is reduced due to any physical disability, sensory or locomotory, permanent or temporary, intellectual disability or impairment, any other cause of disability, or age;

(2) infants and unaccompanied children; and

(3) deportees, inadmissible passengers or prisoners in custody.

(b) SCPs shall be carried under conditions that ensure the safety of the aircraft and its occupants according to procedures established by the operator.

(c) SCPs shall not be allocated, nor occupy, seats that permit direct access to emergency exits or where their presence could:

(1) impede crew members in their duties;

(2) obstruct access to emergency equipment; or

(3) impede the emergency evacuation of the aircraft.

(d) The commander shall be notified in advance when SCPs are to be carried on board.

AMC1 CAT.OP.MPA.155(b) Carriage of special categories of passengers (SCPs)

ED Decision 2016/004/R

PROCEDURES

When establishing the procedures for the carriage of SCPs, the operator should take into account the following factors:

(a) the aircraft type and cabin configuration;

(b) the total number of passengers carried on board;

(c) the number and categories of SCPs, which should not exceed the number of passengers capable of assisting them in case of an emergency; and

(d) any other factor(s) or circumstances possibly impacting on the application of emergency procedures by the operating crew members.

AMC2 CAT.OP.MPA.155(b) Carriage of Special Categories of Passengers (SCPs)

ED Decision 2016/004/R

PROCEDURES TO PROVIDE INFORMATION TO SCP

The operator procedures on information provided to the SCP should specify the timing and methods on how and when the information can be provided.

AMC3 CAT.OP.MPA.155(b) Carriage of Special Categories of Passengers (SCPs)

ED Decision 2016/004/R

CONDITIONS OF SAFE CARRIAGE FOR UNACCOMPANIED CHILDREN

(a) When carrying an unaccompanied child that is not self-reliant, the operator should assess the safety risks to ensure that the child is assisted in case of an emergency situation.

(b) A child under the age of 12 years, separated from the accompanying adult, who is travelling in another cabin class, should be considered as an unaccompanied child in order to ensure that the child is assisted in case of an emergency situation.

GM1 CAT.OP.MPA.155(b) Carriage of Special Categories of Passengers (SCPs)

ED Decision 2016/004/R

PROCEDURES TO PROVIDE INFORMATION TO SCP

Providing information only at the time of booking might not be sufficient to ensure that the SCP is aware of the information at the time of the flight.

GM2 CAT.OP.MPA.155(b) Carriage of special categories of passengers (SCPs)

ED Decision 2019/019/R

INFORMATION PROVIDED TO SCPs

When establishing procedures on the information to be provided to an SCP, the operator should consider informing the SCP that cabin crew can only assist the SCP once the cabin has been evacuated. The following table contains additional information by SCP category:

GM3 CAT.OP.MPA.155(b) Carriage of Special Categories of Passengers (SCPs)

ED Decision 2016/004/R

PROCEDURES

A passenger capable of assisting in case of an emergency means a passenger who is not an SCP and has no other role or private responsibility that would prevent him/her from assisting the SCP. For example, an adult travelling alone has no other role or private responsibility, unlike a family travelling together with younger children.

GM4 CAT.OP.MPA.155(b) Carriage of Special Categories of Passengers (SCPs)

ED Decision 2016/004/R

BRIEFING PROCEDURE IN A PLANNED EMERGENCY

In a planned emergency, if time permits, passengers identified by the cabin crew as capable of assisting an SCP should be briefed on the assistance they can provide.

AMC1 CAT.OP.MPA.155(c) Carriage of Special Categories of Passengers (SCPs)

ED Decision 2016/004/R

SEATING PROCEDURES

When establishing SCP seating procedures, the operator should take into account the following factors:

(a) If the SCP travels with an accompanying passenger, the accompanying passenger should be seated next to the SCP.

(b) If the SCP is unable to negotiate stairs within the cabin unaided, he/she should not be seated on the upper deck of a multi-deck aircraft if the exits are not certified for emergency evacuation on both land and water.

AMC2 CAT.OP.MPA.155(c) Carriage of Special Categories of Passengers (SCPs)

ED Decision 2016/004/R

SEATING ALLOCATION OF SCP WITH A DISABILITY AND/OR RESTRAINT AID

(a) A disability and/or restraint aid that requires to be secured around the back of the seat should not be used if there is a person seated behind unless the seating configuration is approved for the use of such devices. This is to avoid the changed dynamic seat reactions with the disability and/or restraint aid, which may lead to head injury of the passenger seated behind.

(b) If the seat design or installation would prevent head contact of the person seated behind, then no further consideration is necessary.

GM1 CAT.OP.MPA.155(c) Carriage of Special categories of Passengers (SCPs)

ED Decision 2016/004/R

GROUP SEATING

(a) Taking into account access to exits, groups of non-ambulatory SCPs should be seated throughout the cabin to ensure that each SCP is surrounded by the maximum number of passengers capable of assisting in case of an emergency.

(b) If non-ambulatory SCPs cannot be evenly distributed throughout the cabin, the operator should establish procedures to mitigate the increased safety risk such as seating of passengers capable of assisting in case of an emergency in the vicinity, additional information or training of cabin crew.

(c) A group of passengers whose physical size would possibly prevent them from moving quickly or reaching and passing through an emergency exit, should not occupy the same seat row segment to avoid overloading the structure of the seat.

GM2 CAT.OP.MPA.155(c) Carriage of Special Categories of Passengers (SCPs)

ED Decision 2016/004/R

SEATING ALLOCATION

When establishing the procedure on seating of an SCP, seats should be allocated taking into account the following:

CAT.OP.MPA.160 Stowage of baggage and cargo

Regulation (EU) No 965/2012

The operator shall establish procedures to ensure that:

(a) only hand baggage that can be adequately and securely stowed is taken into the passenger compartment; and

(b) all baggage and cargo on board that might cause injury or damage, or obstruct aisles and exits if displaced, is stowed so as to prevent movement.

AMC1 CAT.OP.MPA.160 Stowage of baggage and cargo

ED Decision 2014/015/R

STOWAGE PROCEDURES

Procedures established by the operator to ensure that hand baggage and cargo are adequately and securely stowed should take account of the following:

(a) each item carried in a cabin should be stowed only in a location that is capable of restraining it;

(b) weight limitations placarded on or adjacent to stowages should not be exceeded;

(c) under seat stowages should not be used unless the seat is equipped with a restraint bar and the baggage is of such size that it may adequately be restrained by this equipment;

(d) items should not be stowed in lavatories or against bulkheads that are incapable of restraining articles against movement forwards, sideways or upwards and unless the bulkheads carry a placard specifying the greatest mass that may be placed there;

(e) baggage and cargo placed in lockers should not be of such size that they prevent latched doors from being closed securely;

(f) baggage and cargo should not be placed where it can impede access to emergency equipment; and

(g) checks should be made before take-off, before landing and whenever the ‘fasten seat belts’ signs are illuminated or it is otherwise so ordered to ensure that baggage is stowed where it cannot impede evacuation from the aircraft or cause injury by falling (or other movement), as may be appropriate to the phase of flight.

AMC2 CAT.OP.MPA.160 Stowage of baggage and cargo

ED Decision 2014/015/R

CARRIAGE OF CARGO IN THE PASSENGER COMPARTMENT

The following should be observed before carrying cargo in the passenger compartment:

(a) for aeroplanes:

(1) dangerous goods should not be allowed; and

(2) a mix of passengers and live animals should only be allowed for pets weighing not more than 8 kg and guide dogs;

(b) for aeroplanes and helicopters:

(1) the mass of cargo should not exceed the structural loading limits of the floor or seats;

(2) the number/type of restraint devices and their attachment points should be capable of restraining the cargo in accordance with applicable Certification Specifications; and

(3) the location of the cargo should be such that, in the event of an emergency evacuation, it will not hinder egress nor impair the crew’s view.

CAT.OP.MPA.165 Passenger seating

Regulation (EU) No 965/2012

The operator shall establish procedures to ensure that passengers are seated where, in the event that an emergency evacuation is required, they are able to assist and not hinder evacuation of the aircraft.

AMC1 CAT.OP.MPA.165 Passenger seating

ED Decision 2017/008/R

EMERGENCY EXIT SEATING

The operator should make provisions so that:

(a) a passenger occupies a seat at least on each side in a seat row with direct access to an emergency exit (not staffed by a cabin crew member) during taxiing, take-off and landing unless this would be impracticable due to a low number of passengers or might negatively impact the mass and balance limitations.

(b) those passengers who are allocated seats that permit direct access to emergency exits appear to be reasonably fit, strong, and be able and willing to assist the rapid evacuation of the aircraft in an emergency after an appropriate briefing by the crew;

(c) in all cases, passengers who, because of their condition, might hinder other passengers during an evacuation or who might impede the crew in carrying out their duties, should not be allocated seats that permit direct access to emergency exits. If procedures cannot be reasonably implemented at the time of passenger ‘check-in’, the operator should establish an alternative procedure which ensures that the correct seat allocations will, in due course, be made.

AMC2 CAT.OP.MPA.165 Passenger seating

ED Decision 2014/015/R

ACCESS TO EMERGENCY EXITS

The following categories of passengers are among those who should not be allocated to, or directed to, seats that permit direct access to emergency exits:

(a) passengers suffering from obvious physical or mental disability to the extent that they would have difficulty in moving quickly if asked to do so;

(b) passengers who are either substantially blind or substantially deaf to the extent that they might not readily assimilate printed or verbal instructions given;

(c) passengers who because of age or sickness are so frail that they have difficulty in moving quickly;

(d) passengers who are so obese that they would have difficulty in moving quickly or reaching and passing through the adjacent emergency exit;

(e) children (whether accompanied or not) and infants;

(f) deportees, inadmissible passengers or persons in custody; and

(g) passengers with animals.

GM1 CAT.OP.MPA.165 Passenger seating

ED Decision 2014/015/R

DIRECT ACCESS

‘Direct access’ means a seat from which a passenger can proceed directly to the exit without entering an aisle or passing around an obstruction.

GM2 CAT.OP.MPA.165 Passenger seating

ED Decision 2017/008/R

EMERGENCY EXIT SEATING

When allocating a seat in a seat row with direct access to an emergency exit, the operator should consider at least the following:

(a) providing the passenger with the applicable emergency exit seating restrictions prior to boarding, or upon assigning a passenger to a seat, e.g. at the stage of booking, or check-in, or at the airport;

(b) utilising, as far as practicable, cabin crew members that are additional to the minimum required cabin crew complement, or positioning crew members, if available on board.

CAT.OP.MPA.170 Passenger briefing

Regulation (EU) 2019/1384

The operator shall ensure that passengers are:

(a) given briefings and demonstrations relating to safety in a form that facilitates the application of the procedures applicable in the event of an emergency; and

(b) provided with a safety briefing card on which picture-type instructions indicate the operation of safety and emergency equipment and emergency exits likely to be used by passengers.

AMC1 CAT.OP.MPA.170 Passenger briefing

ED Decision 2019/019/R

PASSENGER BRIEFING

Passenger briefings should contain the following:

(a) Before take-off

(1) Passengers should be briefed on the following items, if applicable:

(i) any cabin secured aspects, e.g. required position of seatbacks, tray tables, footrests, window blinds, etc. as applicable;

(ii) emergency lighting (floor proximity escape path markings, exit signs);

(iii) correct stowage of hand baggage and the importance of leaving hand baggage behind in case of evacuation;

(iv) the use and stowage of portable electronic devices, including in-flight entertainment (IFE) systems;

(v) the location and presentation of the safety briefing card, the importance of its contents and the need for passengers to review it prior to take-off; and

(vi) compliance with ordinance signs, pictograms or placards, and crew member instructions; and

(2) Passengers should receive a demonstration of the following:

(i) the use of safety belts or restraint systems, including how to fasten and unfasten the safety belts or restraint systems;

(ii) the location of emergency exits;

(iii) the location and use of oxygen equipment, if required. Passengers should also be briefed to extinguish all smoking materials when oxygen is being used; and

(iv) the location and use of life-jackets if required.

(3) Passengers occupying seats with direct access to emergency exits not staffed by cabin crew members should receive an additional briefing on the operation and use of the exit.

(b) After take-off

(1) Passengers should be reminded of the following, if applicable:

(i) use of safety belts or restraint systems including the safety benefits of having safety belts fastened when seated irrespective of seat belt sign illumination; and

(ii) caution when opening overhead compartments.

(c) Before landing

(1) Passengers should be reminded of the following, if applicable:

(i) use of safety belts or restraint systems;

(ii) any cabin secured aspects, e.g. required position of seatbacks, tray tables, footrests, window blinds, etc. as applicable;

(iii) correct stowage of hand baggage and the importance of leaving hand baggage behind in case of evacuation;

(iv) the use and stowage of portable electronic devices; and

(v) the location of the safety briefing card, the importance of its contents and its review.

(d) After landing

(1) Passengers should be reminded of the following:

(i) use of safety belts or restraint systems;

(ii) the use and stowage of portable electronic devices; and

(iii) caution when opening overhead compartments.

(e) Emergency during flight:

(1) Passengers should be instructed as appropriate to the circumstances.

(f) Smoking regulations

(1) The operator should determine the frequency of briefings or reminding passengers about the smoking regulations.

AMC1.1 CAT.OP.MPA.170 Passenger briefing

ED Decision 2014/015/R

PASSENGER BRIEFING

(a) The operator may replace the briefing/demonstration as set out in AMC1 CAT.OP.MPA.170 with a passenger training programme covering all safety and emergency procedures for a given type of aircraft.

(b) Only passengers who have been trained according to this programme and have flown on the aircraft type within the last 90 days may be carried on board without receiving a briefing/demonstration.

AMC2 CAT.OP.MPA.170 Passenger briefing

ED Decision 2014/015/R

SINGLE-PILOT OPERATIONS WITHOUT CABIN CREW

For single-pilot operations without cabin crew, the commander should provide safety briefings to passengers except during critical phases of flight and taxiing.

AMC3 CAT.OP.MPA.170 Passenger briefing

ED Decision 2019/019/R

IN-FLIGHT ENTERTAINMENT (IFE) SYSTEMS

When IFE systems are available by means of equipment that can be handled by passengers, including portable electronic devices (PEDs), provided by the operator for the purpose of IFE, appropriate information containing at least the following should be made available to passengers:

(a) instructions on how to safely operate the IFE system for personal use in normal conditions;

(b) restrictions, including stowage of retractable or loose items of equipment (e.g. screens or remote controls) during taxiing, take-off and landing, and in abnormal or emergency conditions; and

(c) the instruction to alert cabin crew members in case of IFE system malfunction in accordance with point (f)(9) of GM2 CAT.OP.MPA.170.

GM1 CAT.OP.MPA.170(a) Passenger briefing

ED Decision 2017/008/R

BRIEFING OF PASSENGERS OCCUPYING SEATS WITH DIRECT ACCESS TO EMERGENCY EXITS NOT STAFFED BY CABIN CREW MEMBERS

(a) The emergency exit briefing should contain instructions on the operation of the exit, assessment of surrounding conditions for the safe use of the exit, and recognition of emergency commands given by the crew.

(b) Cabin crew should verify that the passenger(s) is (are) able and willing to assist the crew in case of an emergency and that the passenger(s) has (have) understood the instructions.

GM2 CAT.OP.MPA.170 Passenger briefing

ED Decision 2017/008/R

SAFETY BRIEFING MATERIAL

(a) Safety briefing material may include but is not limited to an audio-visual presentation, such as a safety video or a safety briefing card. Information in the safety briefing material should be relevant to the aircraft type and the installed equipment and should be consistent with the operator’s procedures. Information in the safety briefing material should be presented in a clear and unambiguous manner and in a form easily understandable to passengers.

(b) For those passengers occupying seats with direct access to emergency exits, the operator should consider providing a separate briefing card, which contains a summary of the exit briefing information.

(c) The safety briefing card should be designed, and the information should be provided, in a size easily visible to the passenger. The safety briefing card should be stowed in a location from where it is easily visible and reachable to the seated passenger and from where it cannot easily fall out. Information should be presented in a pictographic form and should be consistent with the placards used in the aircraft. Written information should be kept to the necessary minimum. The safety briefing card should only contain information relevant to safety.

(d) The operator conducting an operation with no cabin crew should consider including expanded information, such as location and use of fire extinguisher, oxygen system if different from the drop-down system, etc.

(e) The safety video should be structured in a pace that allows a continuous ability to follow the information presented. The operator may consider including sign language or subtitles to simultaneously complement the soundtrack.

(f) The operator should consider including the following information in its safety briefing material:

(1) hand baggage:

(i) correct versus forbidden stowage locations (e.g. exits, aisles, etc.);

(2) safety belts and other restraint systems:

(i) when and how to use safety belts and other restraint systems;

(ii) restraint of infants and children;

(iii) additional installed systems, e.g. airbag;

(3) drop-down oxygen system:

(i) location;

(ii) activation;

(iii) indication of active oxygen supply;

(iv) correct and timely donning of oxygen mask;

(v) assisting others;

(4) flotation devices:

(i) stowage locations (including if different in various cabin sections);

(ii) use for adult, child and infant;

(iii) features, e.g. straps, toggles, tubes, signalling light, whistle;

(iv) when and where to inflate a life jacket;

(v) flotation devices for infants;

(5) emergency exits:

(i) number and location;

(ii) method of operation, including alternative operation in case of ditching;

(iii) surrounding conditions prior to opening (e.g. fire, smoke, water level, etc.);

(iv) unusable exit;

(v) alternative egress routes in case of unusable exit(s);

(vi) leaving hand baggage behind;

(vii) method of egress through exit including with infants and children;

(viii) awareness of exit height;

(ix) awareness of propellers;

(6) escape routes: depiction of routes:

(i) to the exits (inside the aircraft);

(ii) movement on a double-deck aircraft;

(iii) via the wing to the ground;

(iv) on the ground away from the aircraft;

(7) assisting evacuation means:

(i) location of available equipment (e.g. life raft, installed slide/raft, etc.);

(ii) awareness of the evacuation equipment’s features;

(iii) operation of the available equipment (activation, detachment, etc.);

(iv) method of boarding the device including with infants and children;

(v) use of shoes;

(vi) method of evacuation through exits with no assisting evacuation means;

(8) brace position:

(i) appropriate method to the applicable facing direction;

(ii) alternative brace positions for e.g. expectant mothers, passengers with lap-held infants, tall or large individuals, children, etc.;

(9) portable electronic devices, including spare batteries:

(i) allowed versus forbidden devices;

(ii) use in various flight phases including during safety briefing;

(iii) stowage;

(iv) danger of fire in case the device is damaged;

(v) the need to call for immediate assistance in case a device is damaged, hot, produces smoke, is lost, or falls into the seat structure (including advice to refrain from manipulating the seat);

(vi) the need to monitor devices during charging;

(10) cabin secured aspects:

(i) required position of seatbacks, headrests, tray tables, footrests, window blinds, in-seat video screens and their control gadgets, etc.;

(ii) caution when opening overhead compartments;

(11) smoking regulations (e.g. phase of flight, electronic smoking devices, pipes, etc.) including smoking in the lavatory;

(12) floor proximity escape path marking:

(i) location;

(ii) purpose in case of darkness or smoke;

(13) actions in case of an emergency (e.g. remove sharp objects, fasten seat belt, open window blind, etc.);

(14) any other safety aspects.

CAT.OP.MPA.175 Flight preparation

Regulation (EU) 2021/1296

(a) An operational flight plan shall be completed for each intended flight based on considerations of aircraft performance, other operating limitations and relevant expected conditions on the route to be followed and at the aerodromes/operating sites concerned.

(b) The flight shall not be commenced unless the commander is satisfied that:

(1) all items stipulated in 2.a.3 of Annex IV to Regulation (EC) No 216/2008 concerning the airworthiness and registration of the aircraft, instrument and equipment, mass and centre of gravity (CG) location, baggage and cargo and aircraft operating limitations can be complied with;

(2) the aircraft is not operated contrary to the provisions of the configuration deviation list (CDL);

(3) the parts of the operations manual that are required for the conduct of the flight are available;

(4) the documents, additional information and forms required to be available by CAT.GEN.MPA.180 are on board;

(5) current maps, charts and associated documentation or equivalent data are available to cover the intended operation of the aircraft including any diversion that may reasonably be expected;

(6) space-based facilities, ground facilities and services that are required for the planned flight are available and adequate;

(7) the provisions specified in the operations manual in respect of fuel/energy, oil, oxygen, minimum safe altitudes, aerodrome operating minima and availability of alternate aerodromes, where required, can be complied with for the planned flight;

(7a) any navigational database required for performance-based navigation is suitable and current; and             

(8) any additional operational limitation can be complied with.

(c) Notwithstanding (a), an operational flight plan is not required for operations under VFR of:

(1) other-than complex motor-powered aeroplane taking off and landing at the same aerodrome or operating site; or

(2) helicopters with an MCTOM of 3 175 kg or less, by day and over routes navigated by reference to visual landmarks in a local area as specified in the operations manual.

AMC1 CAT.OP.MPA.175 Flight preparation

ED Decision 2016/015/R

FLIGHT PREPARATION FOR PBN OPERATIONS

(a) The flight crew should ensure that RNAV 1, RNAV 2, RNP 1 RNP 2, and RNP APCH routes or procedures to be used for the intended flight, including for any alternate aerodromes, are selectable from the navigation database and are not prohibited by NOTAM.

(b) The flight crew should take account of any NOTAMs or operator briefing material that could adversely affect the aircraft system operation along its flight plan including any alternate aerodromes.

(c) When PBN relies on GNSS systems for which RAIM is required for integrity, its availability should be verified during the preflight planning. In the event of a predicted continuous loss of fault detection of more than five minutes, the flight planning should be revised to reflect the lack of full PBN capability for that period.

(d) For RNP 4 operations with only GNSS sensors, a fault detection and exclusion (FDE) check should be performed. The maximum allowable time for which FDE capability is projected to be unavailable on any one event is 25 minutes. If predictions indicate that the maximum allowable FDE outage will be exceeded, the operation should be rescheduled to a time when FDE is available.

(e) For RNAV 10 operations, the flight crew should take account of the RNAV 10 time limit declared for the inertial system, if applicable, considering also the effect of weather conditions that could affect flight duration in RNAV 10 airspace. Where an extension to the time limit is permitted, the flight crew will need to ensure that en route radio facilities are serviceable before departure, and to apply radio updates in accordance with any AFM limitation.

AMC2 CAT.OP.MPA.175 Flight preparation

ED Decision 2016/015/R

DATABASE SUITABILITY

(a) The flight crew should check that any navigational database required for PBN operations includes the routes and procedures required for the flight.

DATABASE CURRENCY

(b) The database validity (current AIRAC cycle) should be checked before the flight.

(c) Navigation databases should be current for the duration of the flight. If the AIRAC cycle is due to change during flight, the flight crew should follow procedures established by the operator to ensure the accuracy of navigation data, including the suitability of navigation facilities used to define the routes and procedures for the flight.

(d) An expired database may only be used if the following conditions are satisfied:

(1) the operator has confirmed that the parts of the database which are intended to be used during the flight and any contingencies that are reasonable to expect are not changed in the current version;

(2) any NOTAMs associated with the navigational data are taken into account;

(3) maps and charts corresponding to those parts of the flight are current and have not been amended since the last cycle;

(4) any MEL limitations are observed; and

(5) the database has expired by no more than 28 days.

AMC1 CAT.OP.MPA.175(a) Flight preparation

ED Decision 2022/005/R

OPERATIONAL FLIGHT PLAN — COMPLEX MOTOR-POWERED AIRCRAFT

(a) The operational flight plan used and the entries made during flight should contain the following items:

(1) aircraft registration;

(2) aircraft type and variant;

(3) date of flight;

(4) flight identification;

(5) names of flight crew members;

(6) duty assignment of flight crew members;

(7) place of departure;

(8) time of departure (actual off-block time, take-off time);

(9) place of arrival (planned and actual);

(10) time of arrival (actual landing and on-block time);

(11) type of operation (ETOPS, VFR, ferry flight, etc.);

(12) route and route segments with checkpoints/waypoints, distances, time and tracks;

(13) planned cruising speed and flying times between check-points/waypoints (estimated, revised, and actual times overhead);

(14) safe altitudes and minimum levels;

(15) planned altitudes and flight levels;

(16) fuel calculations (records of in-flight fuel checks);

(17) fuel on board when starting engines;

(18) alternate(s) for destination, including the information required in (a)(12) to (15), as well as destination 2 and destination 2 alternate aerodromes in case of a reduced contingency fuel (RCF) procedure;

(19) where applicable, a take-off alternate and fuel ERA aerodrome(s);

(20) initial ATS flight plan clearance and subsequent reclearance;

(21) in-flight replanning calculations; and

(22) meteorological information, as specified in point (a) of point MET.TR.215 of Part-MET.

(b) Items that are readily available in other documentation or from another acceptable source or are irrelevant to the type of operation may be omitted from the operational flight plan.

(c) The operational flight plan and its use should be described in the operations manual.

(d) All entries on the operational flight plan should be made concurrently and be permanent in nature.

OPERATIONAL FLIGHT PLAN — OTHER-THAN-COMPLEX MOTOR-POWERED AIRCRAFT OPERATIONS AND LOCAL OPERATIONS

(e) An operational flight plan may be established in a simplified form relevant to the type of operation for operations with other-than-complex motor-powered aircraft as well as local operations with any aircraft. Local operations should be defined in the OM.

OPERATIONAL FLIGHT PLAN — HELICOPTERS OPERATED WITH A SINGLE PILOT AND WITHOUT A STABILITY AUGMENTATION SYSTEM OR AN AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS)

(f) No entries should be made in the operational flight plan during the flight.

OPERATIONAL FLIGHT PLAN PRODUCED BY A COMPUTERISED FLIGHT-PLANNING SYSTEM

(g) When the operator uses a computerised flight-planning system to produce an operational flight plan, the functionality of this system should be described in the OM.

(h) If the computerised flight-planning system is used in conjunction with a basic fuel scheme with variations or an individual fuel scheme, the operator should ensure that the quality and the proper functionality of the software are tested after each upgrade. The test should verify that the changes to the software do not affect the final output.

GM1 CAT.OP.MPA.175(b)(5) Flight preparation

ED Decision 2014/015/R

CONVERSION TABLES

The documentation should include any conversion tables necessary to support operations where metric heights, altitudes and flight levels are used.

CAT.OP.MPA.177 Submission of the ATS flight plan

Regulation (EU) 2021/1296

(a) If an air traffic services (ATS) flight plan is not submitted because it is not required by the rules of the air, adequate information shall be deposited in order to permit alerting services to be activated if required.

(b) When operating from a site where it is impossible to submit an ATS flight plan, the ATS flight plan shall be transmitted as soon as possible after take-off by the commander or the operator.

AMC1 CAT.OP.MPA.177 Submission of the ATS flight plan

ED Decision 2022/005/R

FLIGHTS WITHOUT AN ATS FLIGHT PLAN

(a) When unable to submit or close the ATS flight plan due to lack of ATS facilities or of any other means of communications to ATS, the operator should establish procedures, instructions, and a list of nominated persons to be responsible for alerting search and rescue (SAR) services.

(b) To ensure that each flight is located at all times, these instructions should:

(1) provide the nominated person with at least the information required to be included in a VFR flight plan, and the location, date, and estimated time for re-establishing communications;

(2) if an aircraft is overdue or missing, ensure that the appropriate ATS or SAR service is notified; and

(3) ensure that the information will be retained at a designated place until the completion of the flight.

CAT.OP.MPA.180 Fuel/energy scheme – aeroplanes

Regulation (EU) 2021/1296

(a) The operator shall establish, implement, and maintain a fuel/energy scheme that:

(1) is appropriate for the type(s) of operation performed;

(2) corresponds to the capability of the operator to support its implementation; and

(3) is either:

(i) a basic fuel/energy scheme, which shall form the basis for a basic fuel/energy scheme with variations and an individual fuel/energy scheme; the basic fuel/energy scheme derives from a large-scale analysis of safety and operational data from previous performance and experience of the industry, applying scientific principles; the basic fuel/energy scheme shall ensure, in this order, a safe, effective, and efficient operation of the aircraft; or

(ii) a basic fuel/energy scheme with variations, which is a basic fuel/energy scheme where the analysis referred to in point (i) is used to establish a variation to the basic fuel/energy scheme that ensures, in this order, a safe, effective, and efficient operation of the aircraft; or

(iii) an individual fuel/energy scheme, which derives from a comparative analysis of the operator’s safety and operational data, applying scientific principles; the analysis is used to establish a fuel/energy scheme with a higher or equivalent level of safety to that of the basic fuel/energy scheme that ensures, in this order, a safe, effective, and efficient operation of the aircraft.

(b) All fuel/energy schemes shall comprise:

(1) a fuel/energy planning and in-flight re-planning policy;

(2) an aerodrome selection policy; and

(3) an in-flight fuel/energy management policy.

(c) The fuel/energy scheme and any change to it shall require prior approval by the competent authority.

(d) When the operator intends to apply for an individual fuel/energy scheme, it shall:

(1) establish a baseline safety performance of its current fuel/energy scheme;

(2) demonstrate its capability to support the implementation of the proposed individual fuel/energy scheme, including the capability to exercise adequate operational control and to ensure exchange of the relevant safety information between the operational control personnel and the flight crew; and

(3) make a safety risk assessment that demonstrates how an equivalent level of safety to that of the current fuel/energy scheme is achieved.

AMC1 CAT.OP.MPA.180 Fuel/energy scheme — aeroplanes

ED Decision 2022/005/R

INDIVIDUAL FUEL SCHEME

(a) Prior to submitting an individual fuel scheme for approval, the operator should perform all the following actions to establish a baseline safety performance:

(1) measure the baseline safety performance of its operation with the current fuel scheme by:

(i) selecting safety performance indicators (SPIs) and targets that are agreed with the competent authority; and

(ii) collecting statistically relevant data for a period of at least 2 years of continuous operation (note: the number of flights should be sufficient to provide data to support the intended deviation);

(2) identify the hazards associated with the individual fuel scheme and carry out a safety risk assessment of these hazards; and

(3) based on this safety risk assessment, establish a mechanism for risk monitoring and risk control to ensure an equivalent level of safety to that of the current fuel scheme.

(b) In order to ensure the approval of the competent authority and its continuous oversight, the operator should establish an effective continuous reporting system to the competent authority on the safety performance and regulatory compliance of the individual fuel scheme.

(c) When determining the extent of the deviation from the current fuel scheme, the operator should take into account at least the following elements for the relevant area of operation:

(1) the available aerodrome technologies, capabilities, and infrastructure;

(2) the reliability of meteorological and aerodrome information;

(3) the reliability of the aeroplane systems, especially the time-limited ones; and

(4) the type of ATS provided and, where applicable, characteristics and procedures of the air traffic flow management and of the airspace management.

(d) An operator wishing to apply for the approval of an individual fuel scheme should be able to demonstrate that it exercises sufficient organisational control over internal processes and the use of resources. The operator should adapt its management system to ensure that:

(1) processes and procedures are established to support the individual fuel scheme;

(2) involved flight crew and personnel are trained and competent to perform their tasks; and

(3) the implementation and effectiveness of such processes, procedures, and training are monitored.

(e) The operator should have as a minimum the following operational capabilities that support the implementation of an individual fuel scheme:

(1) use a suitable computerised flight-planning system;

(2) ensure that the planning of flights is based upon current aircraft-specific data that is derived from a fuel consumption monitoring system and reliable meteorological data;

(3) have airborne fuel prediction systems;

(4) be able to operate in required navigation performance (RNP) 4 oceanic and remote continental airspace and in area navigation (RNAV) 1 continental en-route airspace, as applicable;

(5) be able to perform APCHs that require an LVO approval and RNP APCHs down to VNAV minima; and

(6) update the available landing options by establishing an operational control system with the following capabilities:

(i) flight monitoring or flight watch;

(ii) collection and continuous monitoring of reliable meteorological, aerodrome, and traffic information;

(iii) two independent airborne communications systems to achieve rapid and reliable exchange of relevant safety information between flight operations personnel and flight crew during the entire flight; and

(iv) monitoring of the status of aircraft systems that affect fuel consumption and of ground and aircraft systems that affect landing capabilities.

(f) After receiving the approval, the operator should:

(1) continually measure and monitor the outcome of each SPI; and

(2) in case of degradation of any SPI:

(i) assess the root cause of the degradation;

(ii) identify remedial actions to restore the baseline safety performance; and

(iii) when the associated safety performance target is not met, inform the authority as soon as practicable.

GM1 CAT.OP.MPA.180 Fuel/energy scheme — aeroplanes

ED Decision 2022/005/R

FUEL SCHEMES

An operator can choose between three different fuel schemes. For the development of each fuel scheme, the following AMC are applicable:

(a) Basic fuel scheme: all the AMC that apply to the basic fuel scheme.

(b) Basic fuel scheme with variations: when an operator decides to deviate fully or partly from the basic fuel schemes, the AMC for basic fuel schemes with variations apply to the specific deviation.

(c) Individual fuel scheme: when an operator wishes to apply an individual fuel scheme, the AMC for the individual fuel scheme apply; for the part of the scheme where the operator still follows the basic fuel scheme, the operator should apply the AMC referred to in (a) and (b).

GM2 CAT.OP.MPA.180 Fuel/energy scheme — aeroplanes

ED Decision 2022/005/R

INDIVIDUAL FUEL SCHEMES — BASELINE SAFETY PERFORMANCE INDICATORS (SPIs) AND EQUIVALENT LEVEL OF SAFETY

(a) Establishing the baseline safety performance of a current fuel scheme involves collecting historical statistical data for the selected SPIs over a defined period of time, e.g. a minimum of 2 years. The safety performance of the operator’s processes is then measured against this baseline safety performance before and after implementation of the individual fuel scheme.

(b) Agreed SPIs should be commensurate with the complexity of the operational context, the extent of the deviations of the individual fuel scheme from the current fuel scheme, and the availability of resources to address those SPIs.

(c) The following is a non-exhaustive list of SPIs that are used to measure the baseline safety performance:

(1) flights with 100 % consumption of the contingency fuel;

(2) flights with a percentage consumption of the contingency fuel (e.g. 85 %), as agreed by the operator and the competent authority;

(3) difference between planned and actual trip fuel;

(4) landings with less than the final reserve fuel (FRF) remaining;

(5) flights landing with less than minutes of fuel remaining (e.g. 45 minutes), as agreed by the operator and the competent authority;

(6) ‘MINIMUM FUEL’ declarations;

(7) ‘MAYDAY MAYDAY MAYDAY FUEL’ declarations;

(8) in-flight re-planning to the planned destination due to fuel shortage, including committing to land at the destination by cancelling the planned destination alternate;

(9) diversion to an en route alternate (ERA) aerodrome to protect the FRF;

(10) diversion to the destination alternate aerodrome; and

(11) any other indicator with the potential of demonstrating the suitability or unsuitability of the alternate aerodrome and fuel planning policy.

 Note: Although the above-list includes quantitative SPIs, for certain non-data-based monitoring SPIs, alert and target levels may be qualitative in nature.

(d) Equivalent level of safety: SPIs and associated targets that are achieved after the introduction of an individual fuel scheme ‘should be equivalent to’ or ‘exceed’ the SPIs and associated targets that were used in the previously approved fuel scheme. To determine if such equivalence is achieved, the operator should carefully compare with one another the safety performance of operational activities before and after the application of the individual fuel scheme. For example, the operator should ensure that the average number of landings with less than the FRF does not increase after the introduction of the individual fuel scheme.

(e) The applicability of the individual fuel scheme may be limited to a specific aircraft fleet or type/variant of aircraft or area of operations. Different policies may be established as long as the procedures clearly specify the boundaries of each policy so that the flight crew is aware of the policy being applied: for example, the operator may wish to deviate from the basic 5 % contingency fuel policy only in certain areas of operations or only for a specific aircraft fleet or type/variant of aircraft. The safety performance of the fuel scheme may be measured according to the relevant area of operation or aircraft fleet or type/variant of aircraft so that any degradation of the safety performance can be isolated and mitigated separately. In that case, the approval for a deviation may be suspended for the affected area of operations and/or type/variant of aircraft until the required safety performance is achieved.

Note: ICAO Doc 9976 Flight Planning and Fuel Management (FPFM) Manual (1st Edition, 2015) and the EASA Fuel Manual provide further guidance.

GM3 CAT.OP.MPA.180 Fuel/energy scheme — aeroplanes

ED Decision 2022/005/R

INDIVIDUAL FUEL SCHEMES — OPERATOR CAPABILITIES — COMMUNICATIONS SYSTEMS

(a) In the context of point (e)(6) of AMC1 CAT.OP.MPA.180, the availability of two independent communications systems at dispatch is particularly relevant for flights over oceanic and remote areas (e.g. when flying over the ocean without VHF coverage, operators need either HF or satellite communications (SATCOM)).

(b) Consideration should also be given to the operational control system associated with the use of the aircraft communications addressing and reporting system (ACARS). Two communications systems (e.g. VHF and SATCOM) should be used to support the ACARS functionality to ensure the required degree of independence unless the operator has established contingency procedures for reverting to voice communication only.

(c) Additional means of communications may be required by other regulations that are not linked to fuel schemes.

Note: For further information, see ICAO Doc 9976 Flight Planning and Fuel Management (FPFM) Manual, Appendix 7 to Chapter 5 A performance-based approach job-aid for an approving authority (1st Edition, 2015).

CAT.OP.MPA.181 Fuel/energy scheme – fuel/energy planning and in-flight re-planning policy – aeroplanes

Regulation (EU) 2021/1296

(a) The operator shall:

(1) establish a fuel/energy planning and in-flight re-planning policy as part of the fuel/energy scheme;

(2) ensure that the aeroplane carries a sufficient amount of usable fuel/energy to safely complete the planned flight and to allow for deviations from the planned operation;

(3) develop procedures for the fuel/energy planning and in-flight re-planning policy that shall be contained in the operations manual.

(4) ensure that the fuel/energy planning of the flight is based on:

(i) current aircraft-specific data derived from a fuel/energy consumption monitoring system or, if not available;

(ii) data provided by the aeroplane manufacturer.

(b) The operator shall ensure that the planning of flights includes the operating conditions under which the flight is to be conducted; the operating conditions shall include at least:

(1) aircraft fuel/energy consumption data;

(2) anticipated masses;

(3) anticipated meteorological conditions;

(4) the effects of deferred maintenance items and/or of configuration deviations;

(5) the expected departure and arrival routing and runways; and

(6) anticipated delays.

(c) 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, while enabling the aeroplane to perform a safe landing, and to allow for deviations from the planned operation; as a minimum, this amount shall be 15-minute fuel/energy at holding speed at 1 500ft (450 m) above the aerodrome elevation in standard conditions, calculated according to the estimated aeroplane mass on arrival at the destination aerodrome;

(5) final reserve fuel/energy that shall be the amount of fuel/energy that is calculated at holding speed at 1 500ft (450 m) above the aerodrome elevation in standard conditions according to the aeroplane estimated mass on arrival at the destination alternate aerodrome, or destination aerodrome when no destination alternate aerodrome is required, and shall not be less than:

(i) for aeroplanes with reciprocating engines, the fuel/energy to fly for 45 minutes; or

(ii) for turbine-engined aeroplanes, the fuel/energy to fly for 30 minutes;

(6) additional fuel/energy, if required by the type of operation; it shall be the amount of fuel/energy to enable the aeroplane to land at a fuel/energy en route alternate aerodrome (fuel/energy ERA aerodrome critical scenario) in the event of an aircraft failure that significantly increases the fuel/energy consumption 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 commander.

(d) The operator shall ensure that in-flight re-planning procedures for calculating the usable fuel/energy that is required when a flight proceeds along a route or to a destination aerodrome other than the ones originally planned include points (c)(2) to (c)(7).

AMC1 CAT.OP.MPA.181 Fuel/energy scheme — fuel/energy planning and in-flight re-planning policy — aeroplanes

ED Decision 2022/005/R

BASIC FUEL SCHEME — PRE-FLIGHT CALCULATION OF USABLE FUEL FOR PERFORMANCE CLASS A AEROPLANES

For the pre-flight calculation of the usable fuel in accordance with point CAT.OP.MPA.181, the operator should:

(a) for taxi fuel, take into account the local conditions at the departure aerodrome and the APU consumption;

(b) for trip fuel, include:

(1) fuel for take-off and climb from the aerodrome elevation to the initial cruising level/altitude, taking into account the expected departure routing;

(2) fuel from the top of climb to the top of descent, including any step climb/descent;

(3) fuel from the top of descent to the point where the approach procedure is initiated, taking into account the expected arrival routing; and

(4) fuel for making an approach and landing at the destination aerodrome;

(c) for contingency fuel, calculate for unforeseen factors either:

(1) 5 % of the planned trip fuel or, in the event of in-flight re-planning, 5 % of the trip fuel for the remainder of the flight; or

(2) an amount to fly for 5 minutes at holding speed at 1 500 ft (450 m) above the destination aerodrome in standard conditions,

whichever is the higher;

(d) for destination alternate fuel, include:

(1) when the aircraft is operated with one destination alternate aerodrome:

(i) fuel for a missed approach from the applicable DA/H or MDA/H at the destination aerodrome to the missed-approach altitude, taking into account the complete missed-approach procedure;

(ii) fuel for climb from the missed-approach altitude to the cruising level/altitude, taking into account the expected departure routing;

(iii) fuel for cruising from the top of climb to the top of descent, taking into account the expected routing;

(iv) fuel for descent from the top of descent to the point where the approach is initiated, taking into account the expected arrival routing; and

(v) fuel for making an approach and landing at the destination alternate aerodrome; and

(2) when the aircraft is operated with two destination alternate aerodromes, the amount of fuel that is calculated in accordance with point (d)(1), based on the destination alternate aerodrome that requires the greater amount of fuel;

(e) for FRF, comply with point CAT.OP.MPA.181(c);

(f) for additional fuel, include an amount of fuel that allows the aeroplane to proceed, in the event of an engine failure or loss of pressurisation, from the most critical point along the route to a fuel en route alternate (fuel ERA) aerodrome in the relevant aircraft configuration, hold there for 15 minutes at 1 500 ft (450 m) above the aerodrome elevation in standard conditions, make an approach, and land;

(g) for extra fuel, include anticipated delays or specific operational constraints that can be predicted; and

(h) for discretionary fuel, include a quantity at the sole discretion of the commander.

AMC2 CAT.OP.MPA.181 Fuel/energy scheme — fuel/energy planning and in-flight re-planning policy — aeroplanes

ED Decision 2022/005/R

BASIC FUEL SCHEME — PRE-FLIGHT CALCULATION OF USABLE FUEL FOR PERFORMANCE CLASS B and C AEROPLANES

The pre-flight calculation of required usable fuel should include:

(a) taxi fuel, if significant;

(b) trip fuel;

(c) contingency fuel that is not less than 5 % of the planned trip fuel, or in the event of in-flight re‑planning, 5 % of the trip fuel for the remainder of the flight;

(d) alternate fuel to reach the destination alternate aerodrome via the destination if a destination alternate aerodrome is required;

(e) FRF to comply with point CAT.OP.MPA.181(c);

(f) extra fuel if there are anticipated delays or specific operational constraints; and

(g) discretionary fuel, if required by the commander.

The operating conditions may include rounded-up figures of fuel for all flights.

AMC3 CAT.OP.MPA.181 Fuel/energy scheme — fuel/energy planning and in-flight re-planning policy — aeroplanes

ED Decision 2022/005/R

BASIC FUEL SCHEME — PRE-FLIGHT CALCULATION OF USABLE FUEL FOR ELA2 AEROPLANES

For operations, take-off, and landing at the same aerodrome or operating site under VFR by day, operators should specify the minimum FRF in the OM. This FRF should not be less than the amount needed to fly for a period of 45 minutes. The operating conditions may be rounded up to a single figure of fuel for all flights. For the pre-flight calculation of the required usable fuel, a single rounded‑up figure for the particular flight is needed, which includes trip fuel, contingency fuel, extra fuel, discretionary fuel, and alternate fuel, to reach a destination alternate aerodrome if such an aerodrome is required.

AMC4 CAT.OP.MPA.181 Fuel/energy scheme — Fuel/energy planning and in-flight re-planning policy — aeroplanes

ED Decision 2022/005/R

BASIC FUEL SCHEME — PRE-FLIGHT CALCULATION OF USABLE FUEL

The additional fuel required by the type of operation in the event of an aircraft failure that significantly increases fuel consumption at the most critical point along the route should be calculated according to the engine failure or loss of pressurisation, whichever requires a greater amount of fuel.

AMC5 CAT.OP.MPA.181 Fuel/energy scheme — fuel/energy planning and in-flight re-planning policy — aeroplanes

ED Decision 2022/005/R

BASIC FUEL SCHEME WITH VARIATIONS — TAXI FUEL

To calculate taxi fuel for a basic fuel scheme with variations, the operator may use statistical taxi fuel.

AMC6 CAT.OP.MPA.181 Fuel/energy scheme — fuel/energy planning and in-flight re-planning policy — aeroplanes

ED Decision 2022/005/R

BASIC FUEL SCHEME WITH VARIATIONS — CONTINGENCY FUEL

(a) Contingency fuel variations are methods of reducing the basic amount of contingency fuel based on established mitigating measures.

(b) If the operator establishes and maintains a fuel consumption monitoring system for individual aeroplanes, and uses valid data for fuel calculation based on such a system, the operator may use any of the requirements in point (c) or (d) of this AMC to calculate the contingency fuel.

(c) The contingency fuel should be the fuel described in points (c)(1) or (c)(2) of this AMC, whichever is higher:

(1) an amount of fuel that should be either:

(i) not less than 3 % of the planned trip fuel, or in the event of in-flight re-planning, 3 % of the trip fuel for the remainder of the flight provided that a fuel en route alternate (fuel ERA) aerodrome is available; or

(ii) an amount of fuel sufficient for 20-minute flying time based upon the planned trip fuel consumption; or

(iii) an amount of fuel based on a statistical fuel method that ensures an appropriate statistical coverage of the deviation from the planned to the actual trip fuel; prior to implementing a statistical fuel method, a continuous 2-year operation is required during which statistical contingency fuel (SCF) data is recorded — note: to use SCF on a particular city pair/aeroplane combination, sufficient data is required to be statistically significant; the operator should use this method to monitor the fuel consumption on each city pair/aeroplane combination, and to carry out a statistical analysis to calculate the required contingency fuel for that city pair/aeroplane combination;

or

(2) an amount of fuel to fly for 5 minutes at holding speed at 1 500 ft (450 m) above the destination aerodrome in standard conditions.

(d) RCF procedure: if the operator’s fuel policy includes pre-flight planning to a destination 1 aerodrome (commercial destination with an RCF procedure using a decision point along the route) and a destination 2 aerodrome (optional refuelling destination), the amount in the pre‑flight calculation of the required usable fuel should be greater than the sum in points (d)(1) or (d)(2):

(1) the sum of:

(i) taxi fuel;

(ii) trip fuel to the destination 1 aerodrome via the decision point;

(iii) contingency fuel equal to not less than 5 % of the fuel that is estimated to be consumed from the decision point to the destination 1 aerodrome;

(iv) the amount of fuel specified in AMC2 CAT.OP.MPA.182: destination 1 alternate fuel or no alternate fuel if the remaining flying time from the decision point to destination 1 aerodrome is less than 6 hours;

(v) FRF;

(vi) additional fuel;

(vii) extra fuel if there are anticipated delays or specific operational constraints; and

(viii) discretionary fuel, if required by the commander; or

(2) the sum of:

(i) taxi fuel;

(ii) trip fuel to the destination 2 aerodrome via the decision point;

(iii) contingency fuel equal to not less than the amount that is calculated in accordance with point (c) of this AMC, from the departure aerodrome to the destination 2 aerodrome;

(iv) alternate fuel if a destination 2 alternate aerodrome is required;

(v) FRF;

(vi) additional fuel;

(vii) extra fuel if there are anticipated delays or specific operational constraints; and

(viii) discretionary fuel, if required by the commander.

AMC7 CAT.OP.MPA.181 Fuel/energy scheme — fuel/energy planning and in-flight re-planning policy — aeroplanes

ED Decision 2022/005/R

BASIC FUEL SCHEME WITH VARIATIONS — LOCATION OF THE FUEL EN ROUTE ALTERNATE AERODROME TO REDUCE CONTINGENCY FUEL TO 3 %

The fuel en route alternate (fuel ERA) aerodrome should be located within a circle with a radius equal to 20 % of the total flight plan distance; the centre of this circle lies on the planned route at a distance from the destination aerodrome equal to 25 % of the total flight plan distance, or at least 20 % of the total flight plan distance plus 50 NM, whichever is greater. All distances should be calculated in still‑air conditions (see Figure 1). The fuel ERA aerodrome should be nominated in the operational flight plan.

Figure 1 — Location of the fuel ERA aerodrome to reduce contingency fuel to 3 %

AMC8 CAT.OP.MPA.181 Fuel/energy scheme — fuel/energy planning and in-flight re-planning policy — aeroplanes

ED Decision 2022/005/R

INDIVIDUAL FUEL SCHEME — FUEL CONSUMPTION MONITORING SYSTEM

A fuel consumption monitoring system should be data driven, and should include the following:

(a) a fuel performance monitoring system;

(b) a database that contains statistically significant data of at least 2 years;

(c) statistics and data normalisation; and

(d) data transparency and verification.

GM1 CAT.OP.MPA.181 Fuel/energy scheme — fuel/energy planning and in-flight re-planning policy — aeroplanes

ED Decision 2022/005/R

BASIC FUEL SCHEME

TAXI FUEL — LOCAL CONDITIONS

(a) Local conditions, as referred to in point (a) of AMC1 CAT.OP.MPA.181, include NOTAMs, meteorological conditions (e.g. winter operations), ATS procedures (e.g. LVP, collaborative decision-making (CDM)), and any anticipated delay(s).

PLANNING OF FLIGHTS

(b) A flight should be planned by using the most accurate information available. If aircraft-specific data that is derived from a fuel consumption monitoring system is available, this data is used in preference to data that is provided by the aircraft manufacturer. Data that is provided by the aircraft manufacturer should be used only in specific cases, e.g. when introducing a new aircraft type into service.

FUEL CONSUMPTION MONITORING SYSTEM

(c) Extensive guidance on a fuel consumption monitoring system is provided in ICAO Doc 9976 Flight Planning and Fuel Management (FPFM) Manual, Appendix 5 to Chapter 5 Example of a fuel consumption monitoring (FCM) programme (1st Edition, 2015). As a basic requirement, the fuel consumption monitoring system (commonly referred to as ‘hull-specific fuel bias’) is a process of comparing an aeroplane’s achieved in-flight performance to an aeroplane’s predicted performance. Variations between the achieved performance and the predicted performance result in a variation of the fuel consumption rate, which should be accounted for by the operator during flight planning and in-flight re-planning.

 The fuel consumption monitoring system is used to determine an individual aeroplane’s performance in comparison with its predicted one. In no case, should data that is collected from one aeroplane be used as a basis for varying another aeroplane’s performance figures away from the predicted values.

 The data that is collected and used to determine an aeroplane’s actual performance should be collected in a manner acceptable to the competent authority. The operator should demonstrate that the data collected during in-service operation of the aeroplane is accurate. Where possible, the data should be collected automatically; however, manual recording of data does not preclude an operator from participating in a fuel consumption monitoring system.

ANTICIPATED MASSES — LAST-MINUTE CHANGES

(d) Where appropriate, the operating procedures should include means to revise the fuel quantity and define limits to zero fuel weight (ZFW) changes, beyond which a new operational flight plan should be calculated.

TRIP FUEL — ARRIVAL ROUTING

(e) POINT MERGE PATTERN

 When planning for a STAR to point merge, fuel for the direct STAR to the point merge should be included in the trip fuel. The fuel required to account for the probability that part of or the entire point merge route needs to be flown may be included in the contingency fuel unless there is an anticipated delay, in which case, the fuel required for the route should be included in the extra fuel.

(f) POINT TROMBONE PATTERN

 When planning for a STAR or transition including a trombone pattern, fuel for the reasonably expected route should be included in the trip fuel. The fuel required to account for the probability that an extended part of or the entire trombone pattern route needs to be flown may be included in the contingency fuel unless there is an anticipated delay, in which case, the fuel required for the trombone pattern route should be included in the extra fuel.

UNFORESEEN FACTORS

(g) According to its definition, contingency fuel is the amount of fuel required to compensate for unforeseen factors.

 Unforeseen factors are those that could have an influence on the fuel consumption to the destination aerodrome, such as deviations of an individual aeroplane from the expected fuel consumption data, deviations from forecast meteorological conditions, extended unexpected delays in flight, extended unexpected taxi times, and deviations from planned routings and/or cruising levels.

 Unforeseen factors may differ based on the type of fuel scheme adopted by each operator; the higher the capability of the operator, the fewer unforeseen factors there may be.

 For example, operators that have a fuel consumption monitoring system should calculate the trip fuel based on the individual fuel consumption. Extended unexpected delays or deviations from forecast meteorological conditions are mitigated by means of statistical data.

DESTINATION ALTERNATE AERODROME

(h) The departure aerodrome may be selected as the destination alternate aerodrome.

FINAL RESERVE FUEL

(i) The operator may determine conservative (rounded-up) FRF values for each type and variant of aeroplane that is used in operations. The intent of this recommendation is:

(1) to provide a reference value for comparing to pre-flight fuel planning computations, and for the purpose of a ‘gross error’ check; and

(2) to provide flight crews with easily referenced and recallable FRF figures to support in‑flight fuel monitoring and decision-making activities.

ANTICIPATED DELAYS

(j) In the context of fuel schemes, an anticipated delay is defined as one that can be predicted based on the information that is provided by the State of the aerodrome and/or ATS provider before the flight commences. For example, restrictions due to scheduled maintenance work on a runway are likely to cause a delay to the normal flow of inbound traffic. That delay may be promulgated either through NOTAMs or via the aeronautical information publication (AIP), including a specific time and/or date.

 Another example is an ATS procedure that requires an operator to fly longer routes, e.g. due to curfew during night-time.

DISCRETIONARY FUEL

(k) Discretionary fuel is defined as ‘fuel at the sole discretion of the commander’ (PIC). The commander’s discretion over the amount of fuel to be carried is independent and cannot be encouraged or discouraged.

IN-FLIGHT RE-PLANNING

(l) In the context of fuel policy, in-flight re-planning means voluntarily changing the destination aerodrome, any alternate aerodrome, or the remainder of the route after the flight commences, even when the flight can be completed as originally planned. In-flight re-planning has a broader sense than being obliged to change the intended course of action due to safety issues (remaining fuel, failures, bad weather conditions, etc.). In-flight re-planning allows the operator to modify the filed flight plan after flight commencement for commercial or other reasons. However, the modified flight plan should fulfil all requirements of a new flight plan. The use of en route alternate (ERA) aerodromes to save fuel should comply with the in-flight re-planning requirements.

 In-flight re-planning should not apply when the aircraft no longer continues via the flight plan route to the intended destination for reasons that could not be anticipated. In such cases, the in-flight fuel management policy dictates the commander’s course of action.

GM2 CAT.OP.MPA.181 Fuel/energy scheme — fuel/energy planning and in-flight re-planning policy — aeroplanes

ED Decision 2022/005/R

BASIC FUEL SCHEME WITH VARIATIONS — STATISTICAL CONTINGENCY FUEL METHOD

As an example of statistical contingency fuel, the following statistical values of the deviation from the planned to the actual trip fuel provide appropriate statistical coverage:

(a) 99 % coverage plus 3 % of the trip fuel if the calculated flight time:

(1) is less than 2 hours; or

(2) is more than 2 hours and no fuel ERA aerodrome is available;

(b) 99 % coverage if the calculated flight time is more than 2 hours and a fuel ERA aerodrome is available; and

(c) 90 % coverage if:

(1) the calculated flight time is more than 2 hours;

(2) a fuel ERA aerodrome is available; and

(3) at the destination aerodrome, two separate runways are available and usable, one of which is suitable for type B instrument approach operations, and the meteorological conditions are in accordance with point CAT.OP.MPA.182(e).

GM3 CAT.OP.MPA.181 Fuel/energy scheme — fuel/energy planning and in-flight re-planning policy — aeroplanes

ED Decision 2022/005/R

INDIVIDUAL FUEL SCHEME — FUEL CONSUMPTION MONITORING SYSTEM

More information can be found in ICAO Doc 9976 Flight Planning and Fuel Management (FPFM) Manual, Appendix 5 to Chapter 5.

GM4 CAT.OP.MPA.181 Fuel/energy scheme — fuel/energy planning and in-flight re-planning policy — aeroplanes

ED Decision 2022/005/R

INDIVIDUAL FUEL SCHEME — ANTICIPATED METEOROLOGICAL CONDITIONS

When determining the extent of the deviation in the area of operation, the operator should monitor the reliability of the meteorological forecast reports. The competent authority should consider restricting or even not allowing a deviation when reliable meteorological information is not available. To this end, tools to predict and improve the reliability of the meteorological forecast reports may be explored to allow for the intended deviation.

CAT.OP.MPA.182 Fuel/energy scheme – aerodrome selection policy – aeroplanes

Regulation (EU) 2021/1296

(a) At the planning stage, the operator shall ensure that once the flight has commenced, there is reasonable certainty that an aerodrome where a safe landing can be made will be available at the estimated time of use of that aerodrome.

(b) At the planning stage, to allow for a safe landing in case of an abnormal or emergency situation after take-off, the operator shall select and specify in the operational flight plan a take-off alternate aerodrome if either:

(1) the meteorological conditions at the aerodrome of departure are below the operator’s established aerodrome landing minima for that operation; or

(2) it would be impossible to return to the aerodrome of departure for other reasons.

(c) The take-off alternate aerodrome shall be located within a distance from the departure aerodrome that minimises the risk of exposure to potential abnormal or emergency situations. In selecting the take-off alternate aerodrome, the operator shall consider at least the following:

(1) actual and forecast meteorological conditions;

(2) availability and quality of the aerodrome infrastructure;

(3) navigation and landing capabilities of the aircraft in abnormal or emergency conditions, taking into account the redundancy of critical systems; and

(4) approvals held (e.g. extended range operations with two-engined aeroplanes (ETOPS), low visibility operation (LVO), etc.).

(d) At the planning stage, for each instrument flight rules (IFR) flight, the operator shall select and specify in the operational and air traffic services (ATS) flight plans one or more aerodromes so that two safe-landing options are available during normal operation when:

(1) reaching the destination aerodrome; or

(2) reaching the point of no return, to any available fuel/energy ERA aerodrome during isolated aerodrome operations; a flight to an isolated aerodrome shall not be continued past the point of no return unless a current assessment of meteorological conditions, traffic, and other operational conditions indicates that a safe landing can be made at the destination aerodrome at the estimated time of use.

  The operator shall obtain prior approval from the competent authority for the use of an isolated aerodrome as destination aerodrome.

(e) The operator shall provide appropriate safety margins to flight planning to take into account a possible deterioration of the available forecast meteorological conditions at the estimated time of landing.

(f) For each IFR flight, the operator shall ensure that sufficient means are available to navigate to and land at the destination aerodrome or at any destination alternate aerodrome in the event of loss of capability for the intended approach and landing operation.

AMC1 CAT.OP.MPA.182 Fuel/energy scheme — aerodrome selection policy — aeroplanes

ED Decision 2022/005/R

BASIC FUEL SCHEME — TAKE-OFF ALTERNATE AERODROME

The take-off alternate aerodrome should not be farther from the departure aerodrome than:

(a) for two-engined aeroplanes:

(1) 1-hour flight time at an one-engine-inoperative (OEI) cruising speed according to the AFM in ISA and still-air conditions using the actual take-off mass; or

(2) the extended-range twin operations (ETOPS) diversion time that is approved in accordance with Subpart F of Annex V (Part-SPA) to Regulation (EU) No 965/2012, subject to any minimum equipment list (MEL) restriction, up to a maximum of 2-hour flight time at OEI cruising speed according to the AFM in ISA and still-air conditions using the actual take-off mass; and

(b) for three- or four-engined aeroplanes, 2-hour flight time at an all-engines-operating cruising speed according to the AFM in ISA and still-air conditions using the actual take-off mass;

(c) for operations approved in accordance with Annex V (Part-SPA), Subpart L SINGLE-ENGINED TURBINE AEROPLANE OPERATIONS AT NIGHT OR IN IMC (SET-IMC), 30 minutes flying time at normal cruising speed in still-air conditions, based on the actual take-off mass;

(d) in the case of multi-engined aeroplanes, if the AFM does not contain an OEI cruising speed, the speed to be used for calculation shall be that which is achieved with the remaining engine(s) set at maximum continuous power.

AMC2 CAT.OP.MPA.182 Fuel/energy scheme — aerodrome selection policy — aeroplanes

ED Decision 2023/007/R

BASIC FUEL SCHEME — DESTINATION ALTERNATE AERODROME

(a) For each IFR flight, the operator should select and specify in the operational and ATS flight plans at least one destination alternate aerodrome.

(b) For each IFR flight, the operator should select and specify in the operational and ATS flight plans two destination alternate aerodromes when for the selected destination aerodrome, the safety margins for meteorological conditions of AMC5 CAT.OP.MPA.182, and the planning minima of AMC6 CAT.OP.MPA.182 cannot be met, or when no meteorological information is available.

BASIC FUEL SCHEME WITH VARIATIONS — NO DESTINATION ALTERNATE AERODROME

(c) The operator may operate with no destination alternate aerodrome when the destination aerodrome is an isolated aerodrome or when the following two conditions are met:

(1) the duration of the planned flight from take-off to landing does not exceed 6 hours or, in the event of in-flight re-planning, in accordance with point CAT.OP.MPA.181(d), the remaining flying time to destination does not exceed 4 hours; and

(2) two separate runways are usable at the destination aerodrome and the appropriate weather reports and/or weather forecasts indicate that for the period from 1 hour before to 1 hour after the expected time of arrival, the ceiling is at least 2 000 ft (600 m) or the circling height + 500 ft (150 m), whichever is greater, and ground visibility is at least 5 km.

AMC3 CAT.OP.MPA.182 Fuel/energy scheme — aerodrome selection policy — aeroplanes

ED Decision 2022/005/R

BASIC FUEL SCHEME — AERODROME FORECAST METEOROLOGICAL CONDITIONS

Table 1 — Aerodrome forecasts (TAFs) and landing forecasts (TRENDs) to be used for pre-flight planning

AMC4 CAT.OP.MPA.182 Fuel/energy scheme — aerodrome selection policy — aeroplanes

ED Decision 2022/005/R

BASIC FUEL SCHEME — REACHING THE DESTINATION AERODROME

In the context of the basic fuel scheme and basic fuel scheme with variations, ‘reaching the destination’ means the point at which the aircraft has reached the applicable DA/H or MDA/H at the destination aerodrome.

AMC5 CAT.OP.MPA.182 Fuel/energy scheme — aerodrome selection policy — aeroplanes

ED Decision 2022/005/R

BASIC FUEL SCHEME — SAFETY MARGINS FOR METEOROLOGICAL CONDITIONS

(a) The operator should only select an aerodrome as:

(1) take-off alternate aerodrome; or

(2) destination aerodrome

 when the appropriate weather reports and/or forecasts indicate that during a period commencing 1 hour before and ending 1 hour after the estimated time of arrival at the aerodrome, the weather conditions will be at or above the applicable landing minima as follows:

(i) RVR or VIS specified in accordance with point CAT.OP.MPA.110; and

(ii) for a type A or a circling operation, ceiling at or above MDH.

(b) The operator should only select an aerodrome as:

(1) destination alternate aerodrome;

(2) fuel ERA aerodrome; or

(3) isolated destination aerodrome

 when the appropriate weather reports and/or forecasts indicate that during a period commencing 1 hour before and ending 1 hour after the estimated time of arrival at the aerodrome, the weather conditions will be at or above the planning minima.

(c) For the take-off alternate aerodrome and isolated destination aerodrome, any limitations related to OEI operations should be taken into account.

AMC6 CAT.OP.MPA.182 Fuel/energy scheme — aerodrome selection policy — aeroplanes

ED Decision 2022/005/R

BASIC FUEL SCHEME— PLANNING MINIMA

The operator should select an aerodrome as:

(a) destination alternate aerodrome;

(b) fuel ERA aerodrome; or

(c) isolated destination aerodrome

only when the appropriate weather reports and/or forecasts indicate that the weather conditions will be at or above the planning minima of Table 2 below (any limitations related to OEI operations are also taken into account):

Table 2 — Basic fuel scheme — planning minima — aeroplanes

Destination alternate aerodrome, fuel ERA aerodrome, isolated destination aerodrome

AMC7 CAT.OP.MPA.182 Fuel/energy scheme — aerodrome selection policy — aeroplanes

ED Decision 2022/005/R

BASIC FUEL SCHEMES WITH VARIATIONS — ISOLATED AERODROME — POINT OF NO RETURN

(a) Unless destination alternate fuel is carried, the operator should use a destination aerodrome as an isolated aerodrome if the alternate fuel plus the FRF that is required to reach the nearest adequate destination alternate aerodrome is more than:

(1) for aeroplanes with reciprocating engines, the amount of fuel required to fly either for 45 minutes plus 15 % of the flying time planned for cruising, including FRF or for 2 hours, whichever is less; or

(2) for turbine-engined aeroplanes, the amount of fuel required to fly for 2 hours with normal cruise consumption above the destination aerodrome, including the FRF.

(b) If the operator’s fuel planning policy includes an isolated aerodrome, a PNR should be determined by a computerised flight-planning system and specified in the operational flight plan. The required usable fuel for pre-flight calculation should be as indicated in points (b)(1) or (b)(2), whichever is greater:

(1) the sum of:

(i) taxi fuel;

(ii) trip fuel from the departure aerodrome to the isolated aerodrome via the PNR;

(iii) contingency fuel that is calculated in accordance with the operator’s current fuel scheme;

(iv) additional fuel, if required, but not less than:

(A) for aeroplanes with reciprocating engines, the fuel to fly either for 45 minutes plus 15 % of the flight time planned for cruising or for 2 hours, whichever is less; or

(B) for turbine-engined aeroplanes, the fuel to fly for 2 hours with normal cruise consumption above the destination aerodrome, including the FRF;

(v) extra fuel if there are anticipated delays or specific operational constraints; and

(vi) discretionary fuel, if required by the commander; or

(2) the sum of:

(i) taxi fuel;

(ii) trip fuel from the departure aerodrome to the fuel ERA PNR aerodrome via the PNR;

(iii) contingency fuel that is calculated in accordance with the operator’s current fuel scheme;

(iv) additional fuel, if required, but not less than:

(A) for aeroplanes with reciprocating engines, fuel to fly for 45 minutes; or

(B) for turbine-engined aeroplanes, fuel to fly for 30 minutes at holding speed at 1 500 ft (450 m) above the fuel ERA aerodrome elevation in standard conditions, which should not be less than the FRF;

(v) extra fuel if there are anticipated delays or specific operational constraints; and

(vi) discretionary fuel, if required by the commander.

AMC8 CAT.OP.MPA.182 Fuel/energy scheme — aerodrome selection policy — aeroplanes

ED Decision 2023/007/R

BASIC FUEL SCHEME WITH VARIATIONS — PLANNING MINIMA

(a) Variations to the basic fuel schemes in the selection of aerodromes in regard to the planning minima are methods to reduce the meteorological margins based on the established mitigating measures.

(b) As a minimum, the operator should:

(1) use a suitable computerised flight-planning system; and

(2) have established an operational control system that includes flight monitoring.

(c) In addition:

(1) the duration of the planned flight from take-off to landing does not exceed 6 hours or, in the event of in-flight re-planning, in accordance with point CAT.OP.MPA.181(d), the remaining flying time to destination does not exceed 4 hours; and

(2) the planned flight should have a minimum flight crew of two pilots.

(d) Additionally, the operator should select an aerodrome as:

(1) a destination alternate aerodrome, or

(2) a fuel ERA aerodrome,

 only when the appropriate weather reports and/or forecasts indicate that the weather conditions will be at or above the planning minima of Table 3 below.

Table 3 — Basic fuel scheme with variations — planning minima — aeroplanes

Destination alternate aerodrome, fuel ERA aerodrome

* The higher of the usable DA/H or MDA/H.

** The higher of the usable RVR or VIS.

*** Compliance with point CAT.OP.MPA.182(f) should be ensured.

Note: The operator may select the most convenient planning minima row. For example, aerodrome with two type A approaches: one ILS CAT I (DA 350 ft/DH250 ft/550 m) another VOR/DME (MDA 650 ft/1 500 m). The operator may use Row 2 instead of Row 3.

AMC9 CAT.OP.MPA.182 Fuel/energy scheme — aerodrome selection policy — aeroplanes

ED Decision 2023/007/R

BASIC FUEL SCHEME WITH VARIATIONS — PLANNING MINIMA

(a) Variations to the basic fuel schemes in the selection of aerodromes in regard to the planning minima are methods to reduce the meteorological margins based on the established mitigating measures.

(b) As a minimum, the operator should:

(1) use a suitable computerised flight-planning system;

(2) hold an approval for low-visibility approach operations for that fleet; and

(3) have established an operational control system that includes flight monitoring.

(c) Additionally, the operator should select an aerodrome as:

(1) destination alternate aerodrome;

(2) fuel ERA aerodrome; or

(3) isolated destination aerodrome

only when the appropriate weather reports and/or forecasts indicate that the weather conditions will be at or above the planning minima of Table 4 below.

Table 4 — Basic fuel scheme with variations — planning minima

Destination alternate aerodrome, fuel ERA aerodrome, isolated destination aerodrome

* The higher of the usable DA/H or MDA/H.

** The higher of the usable RVR or VIS.

*** Compliance with point CAT.OP.MPA.182(f) should be ensured.

Note: The operator may select the most convenient planning minima row. For example, aerodrome with two type B approaches: one CAT3 (0 ft/75 m) another CAT1 (200 ft/550 m). The operator may use Row 2 and use CAT3 (0 + 150 ft/75 + 450 m) instead of Row 1 CAT1 (200 + 100 ft/550 + 300 m).

GM1 CAT.OP.MPA.182 Fuel/energy scheme — aerodrome selection policy — aeroplanes

ED Decision 2022/005/R

BASIC FUEL SCHEME

SAFE-LANDING OPTIONS

(a) Point CAT.OP.MPA.182 sets out the safety objectives of the selection of aerodromes policy. This GM expands on the intent of that provision.

ONE SAFE-LANDING OPTION

(b) Point CAT.OP.MPA.182(a) requires the fuel planning and in-flight re-planning policy to ensure that the aircraft can always proceed to at least one aerodrome where landing is possible, even in abnormal operational conditions. This may require additional fuel (point CAT.OP.MPA.181(c)(6)) to reach an en route alternate (ERA) aerodrome in case of engine or pressurisation failure.

ONE OR MORE AERODROMES

(c) Point CAT.OP.MPA.182(d) requires the operator to select one or more aerodromes at the planning stage; the operator may select only one aerodrome, i.e. the destination aerodrome, in compliance with point CAT.OP.MPA.181(c)(4)(ii).

TWO SAFE-LANDING OPTIONS

(d) Point CAT.OP.MPA.182(d) requires that when planning the flight, two safe-landing options are expected to remain available until the flight reaches its destination, where a decision will be made to commit to land or divert. This will typically be a runway at the destination aerodrome itself and a runway at a destination alternate aerodrome.

The requirement may also be satisfied by two landing runways at the destination aerodrome, provided that the risk of a single event (such as an aircraft accident) or meteorological deterioration at that single aerodrome will not eliminate both options.

(e) Point CAT.OP.MPA.182(d) may also be satisfied by two destination alternate aerodromes when the destination aerodrome is not a weather-permissible aerodrome or when there is insufficient weather information at the time of planning.

(f) In the case of an isolated aerodrome, only one safe-landing option exists beyond the point of no return (PNR), therefore, an exception is set out in point CAT.OP.MPA.182(d)(2), where the conditions to proceed beyond the PNR are laid down, and further explained in AMC7 CAT.OP.MPA.182 and in point (b) of AMC2 CAT.OP.MPA.185(a).

SAFETY MARGINS

(f) Point CAT.OP.MPA.182(e) requires operators to apply safety margins to the aerodrome operating minima to mitigate the risk that the destination alternate aerodromes, isolated aerodromes, or fuel ERA aerodromes fall below aerodrome operating minima due to minor unforeseen weather deteriorations.

GM2 CAT.OP.MPA.182 Fuel/energy scheme — aerodrome selection policy — aeroplanes

ED Decision 2022/005/R

BASIC FUEL SCHEME WITH VARIATIONS — NORMAL CRUISE CONSUMPTION

In the context of AMC7 CAT.OP.MPA.182 on isolated aerodromes, normal cruise consumption is the consumption of fuel for 2 hours above the isolated aerodrome. These two hours include 30-minute FRF, leaving enough fuel for an approximately 90-minute hold over the destination.

More information is provided in ICAO Doc 9976 Flight Planning and Fuel Management (FPFM) Manual (1st Edition, 2015).

GM3 CAT.OP.MPA.182 Fuel/energy scheme — aerodrome selection policy — aeroplanes

ED Decision 2022/005/R

BASIC FUEL SCHEME WITH VARIATIONS — FACILITIES WITH A SYSTEM MINIMUM OF 200 FT OR LESS

(a) Table 3 in AMC8 CAT.OP.MPA.182 and Table 4 in AMC9 CAT.OP.MPA.182 refer to type A instrument approach operations based on a facility with a system minimum of 200 ft or less. Such facilities include ILS/MLS, GBAS landing system (GLS) and GNSS/SBAS (LPV). The system minima for various facilities are contained in AMC3 CAT.OP.MPA.110, Table 3.

(b) In regard to system minima and type of instrument approach operation (type A or B), the following should be noted:

(1) System minimum is the lowest height to which a facility can be used without visual references. This value is not related to a particular runway or obstacle environment.

(2) The type of instrument approach operations is related to each individual runway with its obstacle environment.

(c) Amongst other things the lowest DH for an instrument approach operation is determined by the system minima for the facility and the obstacle clearance height (OCH). The resulting DH determines the type of approach operation (type A or B). If the DH is 250 ft or more, it will be a type A approach operation; if the DH is less than 250 ft, it will be a type B approach operation. So, while ILS approaches to most runways may be conducted as type B approach operations, difficult obstacle situations, driving up the DH to 250 ft or higher, will result in type A approach operations.

(d) For example, Row 2 of Table 3 in AMC8 CAT.OP.MPA.182 refers to a case where the obstacle situation and associated OCH result in a DH of 250 ft or more, even though the facility involved supports a DH of 200 ft or less.

(e) This GM refers only to DH (not MDH) since facilities with a system minimum of 200 ft or less are only operated with a DH (or DA), not an MDH.

GM4 CAT.OP.MPA.182 Fuel/energy scheme — aerodrome selection policy — aeroplanes

ED Decision 2022/005/R

FUEL SCHEMES — PLANNING MINIMA — INSTRUMENT APPROACH OPERATIONS

An instrument approach operation is considered usable for planning minima (e.g. Tables 2, 3 and 4 in AMC6 CAT.OP.MPA.182, AMC8 CAT.OP.MPA.182 and AMC9 CAT.OP.MPA.182 respectively) when the approach facilities are available, the aircraft is equipped to perform such an approach, the flight crew is accordingly trained, and the runway is available for landing.

GM1 CAT.OP.MPA.182(d)(1) Fuel/energy scheme — aerodrome selection policy — aeroplanes

ED Decision 2022/005/R

INDIVIDUAL FUEL SCHEME — REACHING THE DESTINATION AERODROME

In the context of individual fuel schemes, ‘reaching the destination’ means being as close as possible to the destination, but not necessarily overhead the destination, and no farther than IAF of the planned instrument approach procedure for the destination aerodrome.

AMC1 CAT.OP.MPA.182(f) Fuel/energy scheme — aerodrome selection policy — aeroplanes

ED Decision 2022/012/R

BASIC FUEL SCHEME — DESTINATION AERODROMES — PBN OPERATIONS

(a) To comply with point CAT.OP.MPA.182(f), when the operator intends to use PBN, the operator should select an aerodrome as destination alternate aerodrome only if an instrument approach procedure that does not rely on a GNSS is available either at that aerodrome or at the destination aerodrome.

BASIC FUEL SCHEME — DESTINATION AERODROMES — OPERATIONAL CREDITS

(b) To comply with point CAT.OP.MPA.182(f), when the operator intends to use ‘operational credits’ (e.g. EFVS, SA CAT I, etc.), the operator should select an aerodrome as destination alternate aerodrome only if an approach procedure that does not rely on the same ‘operational credit’ is available either at that aerodrome or at the destination aerodrome.

GM1 CAT.OP.MPA.182(f) Fuel/energy scheme — aerodrome selection policy — aeroplanes

ED Decision 2022/005/R

BASIC FUEL SCHEME — DESTINATION AERODROMES — PBN OPERATIONS

(a) Point (a) of AMC1 CAT.OP.MPA.182(f) applies only to destination alternate aerodromes in flights that require a destination alternate aerodrome. A take-off or an ERA aerodrome with instrument approach procedures that rely on a GNSS may be planned without restrictions. A destination aerodrome with all instrument approach procedures that rely solely on a GNSS may be used without a destination alternate aerodrome if the conditions for a flight without a destination alternate aerodrome are met.

(b) The term ‘sufficient means are available to navigate to and land at’ means that the procedure can be used in the planning stage and should comply with planning minima requirements.

CAT.OP.MPA.185 Fuel/energy scheme – in-flight fuel/energy management policy – aeroplanes

Regulation (EU) 2021/1296

(a) The operator shall establish procedures for in-flight fuel/energy management that ensure:

(1) continual validation of the assumptions made during the planning stage (pre-flight or in‑flight re-planning, or both);

(2) re-analysis and adjustment, if necessary;

(3) that the amount of usable fuel/energy remaining on board is protected and not less than the fuel/energy that is required to proceed to an aerodrome where a safe landing can be made; and

(4) relevant fuel/energy data for the purpose of points (1), (2), and (3) shall be recorded.

(b) The operator shall have procedures in place to require the commander to obtain delay information from a reliable source when unforeseen circumstances may result in landing at the destination aerodrome with less than the final reserve fuel/energy plus any:

(1) fuel/energy to proceed to an alternate aerodrome, if required; or

(2) fuel/energy required to proceed to an isolated aerodrome.

(c) The commander shall advise air traffic control (ATC) of a ‘minimum fuel/energy’ state by declaring ‘MINIMUM FUEL’ when the commander has:

(1) committed to land at a specific aerodrome; and

(2) calculated that any change to the existing clearance to that aerodrome may result in landing with less than the planned final reserve fuel/energy.

(d) The commander shall declare a situation of ‘fuel/energy emergency’ by broadcasting ‘MAYDAY MAYDAY MAYDAY FUEL’ when the usable fuel/energy that is calculated to be available upon landing at the nearest aerodrome where a safe landing can be made is less than the planned final reserve fuel/energy.

GM1 CAT.OP.MPA.185 Fuel/energy scheme — in-flight fuel/energy management policy — aeroplanes

ED Decision 2023/007/R

BASIC FUEL SCHEME

RELEVANT FUEL DATA TO BE RECORDED

(a) The operator may decide at which regular intervals the relevant fuel data should be recorded.

An example of such intervals could be every 30 minutes for short-range flights and every 60 minutes for longer flights.

(b) The operator should record at least the following relevant fuel-related data:

(1) off-block fuel;

(2) take-off fuel if this data can be recorded automatically;

(3) ‘MINIMUM FUEL’ declarations;

(4) ‘MAYDAY MAYDAY MAYDAY FUEL’ declarations;

(5) fuel after touchdown if this data can be recorded automatically; and

(6) on-block fuel.

When an aircraft communications addressing and reporting system (ACARS) is available, the pilot does not need to be the one recording this data.

RELIABLE SOURCE TO OBTAIN DELAY INFORMATION

(c) A reliable source to obtain delay information may be derived from data provided by an air navigation services provider (ANSP) and should have the following characteristics ranked in order of priority:

(1) integrity: provide timely warnings to users when the delay information should not be used;

(2) availability: the time during which the delay information is accessible to the crew;

(3) accuracy: the degree of conformity between the estimated delay and the true delay; the delay information should be communicated with its corresponding gap error, e.g. delay of 15 ± 2 minutes; the gap error should be added to the base value; and

(4) continuity: the capability of the service to provide the delay information without unscheduled interruptions during the intended operation.

‘MINIMUM FUEL’ DECLARATION

(d) The ‘MINIMUM FUEL’ declaration informs the ATC that all planned aerodrome options have been reduced to a specific aerodrome of intended landing. It also informs the ATC that any change to the existing clearance may result in landing with less than the planned FRF. This is not an emergency situation but an indication that an emergency situation is possible, should any additional delay occur.

(e) When committed to land at a specific aerodrome, the commander should take into account any operational factor that may cause a delay to landing, and thus determine whether the aircraft will land with less than the planned FRF, even after receiving clearance from ATC. A change that may cause a delay to landing could be other than the ATC, e.g. a change of weather conditions, etc. If any such factor is likely to result in landing with less than the planned FRF, the commander should declare ‘MINIMUM FUEL’ to ATC.

(f) The pilot should not expect any form of priority handling as a result of a ‘MINIMUM FUEL’ declaration. However, the ATC should advise the flight crew of any additional expected delays, as well as coordinate with other ATC units when transferring the control of the aeroplane, to ensure that the other ATC units are aware of the flight’s fuel state.

(g) Example 1: The aircraft is on the final approach to the destination aerodrome with a single runway, with just the destination alternate fuel plus FRF available. The aircraft ahead has a tyre burst upon landing and has stopped on the runway. The ATC orders the aircraft on final approach to execute a go-around as the destination aerodrome is closed due to a blocked runway. After completing the go-around, the flight crew decides to divert to the destination alternate aerodrome. After the ATC gives clearance for the destination alternate aerodrome and if the calculated fuel upon landing is close to the FRF, the flight crew should declare ‘MINIMUM FUEL’. The flight crew has now committed to land at the destination alternate aerodrome, and any change to the clearance may result in landing there with less than the planned FRF.

(h) Example 2: The aircraft is approaching the clearance limit point, which has a holding pattern operating at this point in time. The ATC gives the aircraft an expected arrival time that would result in a delay of 25 minutes, and the aircraft enters the holding zone. On receiving this information and prior to entering the holding pattern, the remaining fuel is 7-minute contingency fuel plus 25-minute destination alternate fuel plus 30-minute FRF. The weather conditions and aircraft serviceability are such that the flight crew can convert the destination alternate fuel into holding time over the destination aerodrome. When the remaining fuel no longer allows a diversion from the holding pattern, then the flight crew should declare ‘MINIMUM FUEL’. The flight crew has committed to land at the destination aerodrome, and any change to the clearance may result in landing with less than the planned FRF.

(i) Example 3: The aircraft reaches FL 350, which is the cruising flight level on its 5-hour flight. The weather forecast information that was obtained before departure was favourable and, therefore, the commander did not order any discretionary fuel. The destination alternate fuel is sufficient for 25-minute flight time and the destination alternate aerodrome is located beyond the destination aerodrome. For some reason (unexpected severe turbulence, cockpit window crack, etc.), the aircraft has to descend and continue the flight at FL 230, where fuel consumption is higher. In-flight fuel checks and fuel management now show that the destination aerodrome can still be reached but only if in-flight re-planning is done without the destination alternate aerodrome (the destination aerodrome has two runways and good weather, and it is less than 4-hour flight time away, thus meeting the conditions for not requiring an alternate aerodrome). By doing so, the aircraft will arrive at destination for a straight-in approach with exactly the FRF plus 15-minute flight time. During the next 3,5 hours, an ERA aerodrome is available, and the situation is under control. When approaching the destination, the aircraft has to commit to land at the destination aerodrome as there is no other destination alternate aerodrome within 15 minutes of reaching the destination aerodrome. The ATC now informs the pilots that there is a change of landing runway resulting in a 12-minute trip fuel increase. It is time to declare ‘MINIMUM FUEL’.

(j) Several scenarios illustrating circumstances that could lead to a ‘MINIMUM FUEL’ declaration are provided in ICAO Doc 9976 Flight Planning and Fuel Management (FPFM) Manual (1st Edition, 2015) and the EASA Fuel Manual.

ENSURING A SAFE LANDING — FINAL RESERVE FUEL PROTECTION

(k) The objective of the FRF protection is to ensure that a safe landing is made at any aerodrome when unforeseen circumstances may not allow to safely complete the flight, as originally planned.

The commander should always consider first planning a safe-landing option and estimating whether this landing can be performed with more than the FRF. When this estimation indicates that the FRF can no longer be protected, then a fuel emergency should be declared and any landing option explored (e.g. aerodromes not assessed by operators, military aerodromes, closed runways), including deviating from rules, operational procedures, and methods in the interest of safety (as per point CAT.GEN.MPA.105(b)). ICAO Doc 9976 and the EASA Fuel Manual provide further detailed guidance on the development of a comprehensive in-flight fuel management policy and related procedures.

Note: See Annex I (Definitions) to Regulation (EU) No 965/2012 for the definition of ‘safe landing’.

FURTHER GUIDANCE ON PROCEDURES FOR IN-FLIGHT FUEL MANAGEMENT

(l) ICAO Doc 9976 and the EASA Fuel Manual provide guidance on procedures for in-flight fuel management including reanalysis, adjustment, and/or re-planning considerations when a flight begins

AMC1 CAT.OP.MPA.185(a) Fuel/energy scheme — in-flight fuel/energy management policy — aeroplanes

ED Decision 2022/005/R

BASIC FUEL SCHEME — PROCEDURES FOR IN-FLIGHT FUEL MANAGEMENT

(a) In-flight fuel checks

(1) The operator should establish a procedure to ensure that in-flight fuel checks are carried out at regular intervals or at specified points indicated in the operational flight plan (one check at least every 60 minutes).

(2) The remaining usable fuel should be evaluated to:

(i) compare the actual consumption with the planned consumption;

(ii) check that the remaining usable fuel is sufficient to complete the flight, in accordance with point (b); and

(iii) determine the usable fuel that is expected to remain upon landing at the destination aerodrome.

(3) In relation to the recording of relevant data, the operator should:

(i) agree with the competent authority on what constitutes relevant data for the purpose of recoding;

(ii) use the relevant data as safety performance indicators (SPIs) of the current fuel scheme; and

(iii) ensure that the recorded data is stored for at least 2 years.

  The operator should establish a procedure for the data to be de-identified to a level that ensures the implementation of a ‘just culture’.

(b) In-flight fuel management

(1) The flight should be conducted to ensure that the usable fuel expected to remain upon landing at the destination aerodrome is not less than:

(i) the required alternate fuel plus the FRF; or

(ii) the FRF if no alternate aerodrome is required.

(2) If an in-flight fuel check shows that the usable fuel expected to remain upon landing at the destination aerodrome is less than:

(i) the required alternate fuel plus the FRF, the commander should request delay information from the ATC, and take into account the prevailing traffic and operational conditions at the destination aerodrome, at the destination alternate aerodrome, and at any other adequate aerodrome, to decide whether to proceed to the destination aerodrome or to divert in order to perform a safe landing with not less than the FRF; or

(ii) the FRF, if no destination alternate aerodrome is required, the commander should take appropriate action and proceed to an aerodrome where a safe landing can be made with not less than the FRF.

(c) The use of fuel after flight commencement for objectives other than the ones originally intended during pre-flight planning should require reanalysis and, if applicable, adjustment of the planned operation.

AMC2 CAT.OP.MPA.185(a) Fuel/energy scheme — in-flight fuel/energy management policy — aeroplanes

ED Decision 2022/005/R

BASIC FUEL SCHEME WITH VARIATIONS — PROCEDURES FOR IN-FLIGHT FUEL MANAGEMENT

(a) In addition to AMC1 CAT.OP.MPA.185(a) and in the context of point (d) of AMC6 CAT.OP.MPA.181, if the RCF procedure is used on a flight to proceed to destination 1 aerodrome, the commander should ensure that the remaining usable fuel at the decision point is at least the total of the following:

(1) trip fuel from the decision point to destination 1 aerodrome;

(2) contingency fuel that is equal to 5 % of the trip fuel from the decision point to destination 1 aerodrome;

(3) destination 1 aerodrome alternate fuel if a destination 1 alternate aerodrome is required;

(4) additional fuel, if required; and

(5) FRF.

(b) In addition to AMC1 CAT.OP.MPA.185(a), on a flight to an isolated aerodrome, the commander should ensure that the remaining usable fuel at the actual PNR is at least the total of the following:

(1) trip fuel from the PNR to the destination isolated aerodrome;

(2) contingency fuel from the PNR to the destination isolated aerodrome; and

(3) the additional fuel required for isolated aerodromes, as described in AMC7 CAT.OP.MPA.182.

AMC3 CAT.OP.MPA.185(a) Fuel/energy scheme — in-flight fuel/energy management policy — aeroplanes

ED Decision 2022/005/R

INDIVIDUAL FUEL SCHEME — COMMITTING TO LAND AT A SPECIFIC AERODROME

The operator should provide relevant safety information to the commander before the commander decides to commit to land at a specific aerodrome.

CAT.OP.MPA.190 Fuel/energy scheme – helicopters

Regulation (EU) 2021/1296

(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.

(c) The fuel/energy scheme and any change to it shall require prior approval by the competent authority.

CAT.OP.MPA.191 Fuel/energy scheme – Fuel/energy planning and in-flight re-planning policy – helicopters

Regulation (EU) 2021/1296

(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

(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 or of configuration deviations, or both; and

(v) procedures and restrictions introduced by air navigation service providers.

(c) 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, which shall not be less than the amount expected to be used prior to take-off;

(2) trip fuel/energy;

(3) contingency fuel/energy;

(4) destination alternate fuel/energy if a destination alternate aerodrome is required;

(5) final reserve fuel/energy, which shall not be less than:

(i) if flying under visual flight rules (VFR) and navigating by day with reference to visual landmarks, 20-minute fuel/energy at best-range speed; or

(ii) if flying under VFR and navigating by means other than by reference to visual landmarks or at night, 30-minute fuel/energy at best-range speed; or

(iii) if flying under instrument flight rules (IFR), 30-minute fuel/energy at holding speed at 1 500 ft (450m) above the aerodrome elevation in standard conditions, calculated according to the helicopter estimated mass on arrival at the destination alternate aerodrome or at the destination aerodrome when no destination alternate aerodrome is required;

(6) extra fuel/energy, to take into account anticipated delays or specific operational constraints; and

(7) discretionary fuel/energy, if required by the commander.

(d) The operator shall ensure that if a flight has to proceed along a route or to a destination aerodrome other than the ones originally planned, in-flight re-planning procedures for calculating the required usable fuel/energy include:

(1) trip fuel/energy for the remainder of the flight;

(2) reserve fuel/energy consisting of:

(i) contingency fuel/energy;

(ii) alternate fuel/energy if a destination alternate aerodrome is required;

(iii) final reserve fuel/energy; and

(iv) additional fuel/energy, if required by the type of operation;

(3) extra fuel/energy, to take into account anticipated delays or specific operational constraints; and

(4) discretionary fuel/energy, if required by the commander.

(e) As an alternative to points (b) to (d), for helicopters with a maximum certified take-off mass (MCTOM) of 3 175 kg or less, flying by day and over routes navigated by reference to visual landmarks, or for local helicopter operations (LHO), the fuel/energy policy shall ensure that on completion of the flight, or series of flights, the final reserve fuel/energy is sufficient for:

(1) 30-minute flying time at best-range speed; or

(2) 20-minute flying time at best-range speed, if operating within an area providing continuous and suitable operating sites.

AMC1 CAT.OP.MPA.191(b)&(c) Fuel/energy scheme — fuel/energy planning and in-flight re-planning policy —helicopters

ED Decision 2022/005/R

PLANNING CRITERIA

(a) The pre-flight calculation of the required usable fuel to be carried on board should include the following:

(1) taxi fuel, which should take into account local conditions at the departure site and the APU consumption;

(2) trip fuel, which should include fuel:

(i) for take-off and climb from the departure site elevation to the initial cruising level/altitude, taking into account the expected departure routing;

(ii) from the top of climb to the top of descent, including any step climb/descent;

(iii) from the top of descent to the point where the approach procedure is initiated, taking into account the expected arrival procedure; and

(iv) for the approach and landing at the destination site;

(3) contingency fuel, which should be:

(i) for IFR flights, or for VFR flights in a hostile environment, 10 % of the planned trip fuel; or

(ii) for VFR flights in a non-hostile environment, 5 % of the planned trip fuel;

(4) alternate fuel, which should be:

(i) fuel for a missed approach from the applicable DA/H or MDA/H at the destination to the missed-approach altitude, taking into account the complete missed approach procedure;

(ii) fuel for climb from the missed approach altitude to the cruising level/altitude;

(iii) fuel for the cruise from the top of climb to the top of descent;

(iv) fuel for descent from the top of descent to the point where the approach is initiated, taking into account the expected arrival procedure;

(v) fuel for the approach and landing at the destination alternate that is selected in accordance with point CAT.OP.MPA.192; and

(vi) for helicopters operating to or from helidecks that are located in a hostile environment, 10 % of points (a)(4)(i) to (a)(4)(v);

(5) FRF;

(6) extra fuel if there are anticipated delays or specific operational constraints; and

(7) discretionary fuel, which should be at the sole discretion of the commander.

(b) Reduced contingency fuel (RCF) IFR procedure

 If the operator’s fuel scheme includes pre-flight planning to a destination 1 aerodrome (commercial destination) with an RCF procedure using a decision point along the route and a destination 2 aerodrome (optional refuelling destination), the pre-flight calculation of the required usable fuel should be according to points (b)(1) or (b)(2), whichever is greater:

(1) the sum of:

(i) taxi fuel;

(ii) trip fuel to the destination 1 aerodrome via the decision point;

(iii) contingency fuel equal to not less than 10 % of the estimated fuel consumption from the decision point to the destination 1 aerodrome;

(iv) alternate fuel;

(v) FRF;

(vi) extra fuel if there are anticipated delays or specific operational constraints; and

(vii) discretionary fuel, which should be at the sole discretion of the commander; or

(2) the sum of:

(i) taxi fuel;

(ii) trip fuel to the destination 2 aerodrome via the decision point;

(iii) contingency fuel equal to not less than 10 % of the estimated fuel consumption from the decision point to the destination 2 aerodrome;

(iv) alternate fuel, if a destination 2 alternate aerodrome is required;

(v) FRF;

(vi) extra fuel if there are anticipated delays or specific operational constraints; and

(vii) discretionary fuel, which should be at the sole discretion of the commander.

(c) Isolated aerodrome IFR procedure

 If the operator’s fuel policy includes planning to fly to an isolated aerodrome under IFR or under VFR over routes not navigated by reference to visual landmarks, for which a destination alternate does not exist, the pre-flight calculation of the required usable fuel should include:

(1) taxi fuel;

(2) trip fuel;

(3) contingency fuel calculated in accordance with point (a)(3);

(4) additional fuel to fly for 2 hours at holding speed, including FRF; and

(5) extra fuel if there are anticipated delays or specific operational constraints; and

(6) discretionary fuel, which should be at the sole discretion of the commander.

(d) Sufficient fuel should be carried at all times to ensure that following the failure of an engine that occurs at the most critical point along the route, the helicopter is able to:

(1) descend as necessary and proceed to an adequate aerodrome;

(2) hold for 15 minutes at 1 500 ft (450 m) above aerodrome elevation in standard conditions; and

(3) make an approach and land.

CAT.OP.MPA.192 Selection of aerodromes and operating sites – helicopters

Regulation (EU) 2021/1296

(a) For flights under instrument meteorological conditions (IMC), the operator shall select a take‑off alternate aerodrome within one-hour flying time at normal cruising speed if it is not possible to return to the site of departure for meteorological reasons.

(b) At the planning stage, for each instrument flight rules (IFR) flight, the operator shall select and specify in the operational and air traffic services (ATS) flight plans one or more aerodromes or operating sites so that two safe-landing options are available during normal operation, except as provided for under point SPA.HOFO.120(b).

(c) The operator shall apply appropriate safety margins to flight planning to take into account a possible deterioration of the available forecast meteorological conditions at the estimated time of landing.

(d) For each IFR flight, the operator shall ensure that sufficient means are available to navigate to and land at the destination aerodrome or at any destination alternate aerodrome in the event of loss of capability for the intended approach and landing operation.

AMC1 CAT.OP.MPA.192 Selection of aerodromes and operating sites — helicopters

ED Decision 2022/005/R

PLANNING MINIMA AND SAFETY MARGINS FOR A DESTINATION AERODROME AND SELECTION OF ALTERNATE AERODROMES

(a) When selecting the destination aerodrome, the operator should ensure that one of the following conditions is met:

(1) for a land destination, the duration of the flight and the prevailing meteorological conditions are such that during a period commencing 1 hour before and ending 1 hour after the estimated time of arrival at the aerodrome or operating site, an approach and landing is possible under VMC from the minimum safe altitude at the IAF or before;

(2) for a land destination:

(i) the available current meteorological information indicates that the following meteorological conditions at the destination aerodrome 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 shorter:

(A) a ceiling of at least 120 m (400 ft) above the DA/H or MDA/H of the instrument approach procedure; and

(B) visibility of at least 3 000 m;

(ii) a runway and two published instrument approaches with independent navigation aids are available at the aerodrome of intended landing; and

(iii) fuel planning is based upon the approach procedure that requires the most fuel, and 15-minute fuel is added to the trip fuel;

(3) one destination alternate aerodrome is selected, and the appropriate weather reports and/or forecasts indicate that during a period commencing 1 hour before and ending 1 hour after the estimated time of arrival at the destination, the weather conditions at the destination will be at or above the applicable planning minima as follows:

(i) RVR or VIS specified in accordance with point CAT.OP.MPA.110; and

(ii) for type A instrument approach operations, ceiling at or above (M)DH;

(4) one destination alternate aerodrome is selected, and based on the meteorological information that is obtained in accordance with the procedures of the operations manual (OM), there is a reasonable probability of landing at the destination;

(5) two destination alternate aerodromes are selected; or

(6) the destination aerodrome is isolated, and the appropriate weather reports and/or forecasts indicate that during a period commencing 1 hour before and ending 1 hour after the estimated time of arrival at the destination, the weather conditions at the destination will be at or above the applicable planning minima defined in Table 1.

(b) The operator should specify any alternate aerodrome(s) in the operational flight plan.

(c) If the site of intended landing is isolated and no alternate aerodrome is available, a PNR should be determined.

PLANNING MINIMA FOR DESTINATION ALTERNATE AERODROMES AND ISOLATED AERODROMES

(d) The operator should select the destination alternate aerodrome(s) only if the appropriate weather reports and/or forecasts indicate that during a period commencing 1 hour before and ending 1 hour after the estimated time of arrival at the aerodrome or operating site, the weather conditions will be at or above the applicable planning minima as follows:

(1) if the destination aerodrome is selected by meeting the conditions in points (a)(3) or (a)(5), the planning minima for the destination alternate aerodrome(s) and an isolated aerodrome are as shown in Table 1:

Table 1 — Planning minima for a destination alternate aerodrome and an isolated aerodrome

or

(2) if the destination aerodrome is selected by meeting the condition in point (a)(4), the planning minima for the destination alternate aerodrome(s) are as shown in Table 2:

Table 2 — Planning minima for a destination alternate aerodrome with a reasonable probability of landing at the destination

DETERMINATION OF THE METEOROLOGICAL CONDITIONS FOR A SAFE LANDING AT THE DESTINATION

(e) To assess the probability of landing at the destination, when flying under IFR to heliports/operating sites without the meteorological information from a certified service provider, the operator should use supplemental meteorological information, or the operator should select two destination alternates. Such meteorological information is usually available at aerodromes. In Europe, the certification of service providers is based on Annex V (Part-MET) to Regulation (EU) 2017/373. In addition, all the following conditions should be met:

(1) The operator should establish a system for observing and assessing the weather, as well as for distributing meteorological information.

(2) The operator should describe in the OM the system defined in point (1).

(3) The operator should assess the weather at the destination aerodrome, and if different, also at the location of the instrument approach. The assessment should be based on the following:

(i) an appropriate weather forecast at an aerodrome where it is reasonable to expect that the local conditions are not significantly different from the conditions at the destination and the location of the instrument approach;

(ii) if the aerodrome described in point (e)(3)(i) is farther than 15 NM away from the location of the approach and the destination, the following conditions should be met:

(A) supplemental meteorological information should be available and confirm that the current weather conditions at destination and at the location of the instrument approach are expected to remain similar to the conditions at the aerodrome described in point (e)(3)(i); and

(B) low-level area forecasts should confirm that the weather is expected to remain similar at destination and at the aerodrome used for the weather assessment, at the expected time of landing; and

(iii) any risk of adverse local weather condition forecast in the low-level area forecasts and relevant to the destination and the location of the instrument approach.

(4) The following should qualify as supplemental meteorological information:

(i) a reliable, timestamped image from a serviceable digital camera of known location, bearing, and altitude, which shows the weather conditions in the approach path at destination;

(ii) a meteorological observation from a properly trained observer; and

(iii) a report from non-certified automatic weather observation systems to which the operator should apply relevant margins based on the reliability and precision of the system.

(5) The operator should establish that there is a reasonable probability of landing at the destination only if the flight time to the destination and then to the alternate aerodrome is less than 3 hours, and if according to the assessment described in point (e)(3), during a period commencing 1 hour before and ending 1 hour after the estimated time of arrival at the location of the approach, the following conditions are met:

(i) the weather conditions will be at or above the planning minima for the approach; and

(ii) if the location of the approach is different from that of the destination aerodrome, the weather conditions will allow to continue the flight to the destination.

(6) Weather observations from the aerodrome described in point (e)(3)(i), or the supplemental meteorological information that is described in point (e)(4), should be available, be no more than 30 minutes old, and be used to assess approach and landing conditions in accordance with point CAT.OP.MPA.300.

(7) The weather observations or information that are described in point (e)(6) may be transmitted to the flight crew using installed equipment, a T-PED, radio communication with trained personnel, or any equivalent means.

(8) The operator should store the weather assessments established in point (e)(3) and the weather observations referred to in point (e)(6) for a period of 3 months.

(9) In case a landing at the destination is not possible due to the weather, even though it was assessed that it would be, the operator should investigate and take all necessary measures to improve future weather assessments.

AMC1 CAT.OP.MPA.192(a) Selection of aerodromes and operating sites — helicopters

ED Decision 2022/005/R

PLANNING MINIMA FOR TAKE-OFF ALTERNATE AERODROMES

The operator should select an aerodrome or landing site as a take-off alternate aerodrome or landing site only when the appropriate weather reports and/or forecasts indicate that during a period commencing 1 hour before and ending 1 hour after the estimated time of arrival at the take-off alternate aerodrome or landing site, the weather conditions will be at or above the applicable landing minima specified in accordance with point CAT.OP.MPA.110. The ceiling should be taken into account when the only available approach operations are type A. Any limitations related to OEI operations should be also taken into account.

GM1 CAT.OP.MPA.192(c)&(d) Selection of aerodromes and operating sites — helicopters

ED Decision 2022/005/R

METEOROLOGICAL INFORMATION

(a) Meteorological data conforms to ICAO Annex 3 and to Annex V (Part-MET) to Regulation (EU) 2017/373. As the following meteorological data is point specific, caution should be exercised when associating it with nearby aerodromes (or helidecks).

(b) METARs

(1) Routine and special meteorological observations at offshore installations should be made during periods and at a frequency agreed between the competent authority of the meteorological services provider and the operator concerned. They should conform to points MET.TR.200 and MET.TR.205 of Part-MET, including the desirable accuracy of observations, which is specified in GM2 MET.TR.210.

(2) Routine and selected special reports are exchanged between meteorological offices in the METAR (aerodrome routine meteorological report) or SPECI (aerodrome special meteorological report) code forms that are prescribed by the World Meteorological Organization.

(c) Aerodrome forecasts (TAFs)

(1) The aerodrome forecast consists of a concise statement of the expected meteorological conditions at an aerodrome and any significant changes expected to occur during a specified period of validity, which is usually not less than 9 hours, and not more than 30 hours. The forecast includes surface wind, visibility, weather and cloud, and expected changes of one or more of these elements during the period. Additional elements may be included as agreed between the meteorological authority and the operators concerned. Where these forecasts relate to offshore installations, barometric pressure and temperature should be included to facilitate the planning of helicopter landing and take-off performance.

(2) Aerodrome forecasts are most commonly exchanged in the TAF code form, and the detailed description of an aerodrome forecast is promulgated in point MET.TR.220 of Part-MET, together with the operationally desirable accuracy elements that are specified in GM3 MET.TR.220.

(d) Landing forecasts (TRENDS)

(1) The landing forecast consists of a concise statement that indicates any significant changes expected to occur at an aerodrome during the 2-hour period immediately following the time of the observation to which it is appended. It contains one or more of the following meteorological elements: surface wind, visibility, weather phenomena, clouds, and other significant information, such as barometric pressure and temperature, as may be agreed between the meteorological authority and the operators concerned.

(2) The detailed description of the landing forecast is promulgated in point MET.TR.225 of Part-MET, together with the operationally desirable accuracy of the forecast elements. In particular, the value of the observed cloud height and visibility elements should remain within ± 30 % of the forecast values in 90 % of the cases.

(3) Landing forecasts most commonly take the form of a TREND forecast appended to a local routine report, local special report, METAR, or SPECI.

GM2 CAT.OP.MPA.192(c)&(d) Selection of aerodromes and operating sites — helicopters

ED Decision 2022/005/R

SUPPLEMENTAL METEOROLOGICAL INFORMATION USING DIGITAL IMAGERY

(a) One or more digital images from a digital camera may be considered as supplemental meteorological information if the following criteria are met:

(1) the camera has a known altitude, azimuth, elevation, and field of view; if pan, tilt or zoom functions are available, the image includes the elevation, azimuth, and an indication of how much the image is zoomed;

(2) the camera is robustly fixed to a solid surface and protected from deliberate or accidental interference; it is secured from the effects of wind and precipitation;

(3) the digital image contains date and timestamp information or other means to ensure that the image is up to date; and

(4) the digital image has a clearly specified update frequency.

(b) If the operator uses the digital image to assess ceiling and visibility, the operator should document the height, bearing, and distance of clearly distinguishable features, and provide a reference image taken on a clear day with negligible cloud or mist.

(c) The operator may achieve the purpose of point (b) with a selectable reference image or a selectable data layer to be superposed on the image. Any selectable reference image should clearly indicate that it is a reference image, and not a current image.

(d) If the operator uses night-time digital images, the quality of those images should remain sufficient to be compared to the reference image, and the darkness should not obscure the distinguishable features described in point (b). This may be achieved by adapting the camera to the current luminosity.

(e) If the digital image is stamped with the value of one or more weather parameters, there should be a means to ensure that each parameter is up to date and provided by a reliable and functional sensor; otherwise, that parameter should not be displayed.

(f) If the camera is exposed to local meteorological conditions such as the foehn effect, the operator should document these local conditions, or the supplemental meteorological information should only be valid in the immediate vicinity of the camera.

AMC1 CAT.OP.MPA.192(d) Selection of aerodromes and operating sites — helicopters

ED Decision 2023/007/R

PBN OPERATIONS

(a) To comply with CAT.OP.MPA.192(d), when the operator intends to use PBN, the operator should either:

(1) demonstrate that the GNSS is robust against loss of capability; or

(2) select an aerodrome as a destination alternate aerodrome only if an instrument approach procedure that does not rely on a GNSS is available either at that aerodrome or at the destination aerodrome.

GNSS ROBUSTNESS AGAINST LOSS OF CAPABILITY — HELICOPTERS

(b) The operator may demonstrate robustness against the loss of capability of the GNSS if all of the following criteria are met:

(1) At flight planning stage, SBAS or GBAS are expected to be available and used.

(2) The failure of a single receiver or system should not compromise the navigation capability required for the intended instrument approach.

(3) The temporary jamming of all GNSS frequencies should not compromise the navigation capability required for the intended route. The operator should establish a procedure to deal with such cases unless other sensors are available to continue on the intended route.

(4) The duration of a jamming event should be determined as follows:

(i) Considering the average speed and height of a helicopter flight, the duration of a jamming event may be considered to be less than 2 minutes.

(ii) The time needed for the GNSS system to re-start and provide the aircraft position and navigation guidance should also be considered.

(iii) Based on (i) and (ii) above, the operator should establish the duration of the loss of GNSS navigation data due to jamming. This duration should be no less than 3 minutes, and may be no longer than 4 minutes.

(5) The operator should ensure resilience to jamming for the duration determined in (4) above, as follows:

(i) If the altitude of obstacles on both sides of the flight path is higher than the planned altitude for a given segment of the flight, the operator should ensure no excessive drift on either side by relying on navigation sensors such as an inertial system with performance in accordance with the intended function.

(ii) If (i) does not apply and the operator cannot rely on sensors other than GNSS, the operator should develop a procedure to ensure that a drift from the intended route during the jamming event has no adverse consequences on the safety of the flight. This procedure may involve air traffic services.

(6) The operator should ensure that no space weather event is predicted to disrupt the GNSS reliability and integrity at both the destination and the alternate aerodrome.

(7) The operator should verify the availability of RAIM for all phases of flight based on GNSS, including navigation to the alternate aerodrome.

(8) The operator’s MEL should reflect the elements in points (b)(1) and (b)(2).

OPERATIONAL CREDITS

(c) To comply with point CAT.OP.MPA.192(d), when the operator intends to use ‘operational credits’ (e.g. EFVS, SA CAT I, etc.), the operator should select an aerodrome as destination alternate aerodrome only if an approach procedure that does not rely on the same ‘operational credit’ is available either at that aerodrome or at the destination aerodrome.

GM1 CAT.OP.MPA.192(d) Selection of aerodromes and operating sites — helicopters

ED Decision 2022/005/R

DESTINATION AND DESTINATION ALTERNATE AERODROMES — PBN OPERATIONS

(a) AMC1 CAT.OP.MPA.192(d) applies only to destination alternate aerodromes in flights that require a destination alternate aerodrome. A take-off or ERA aerodrome with instrument approach procedures that rely on a GNSS may be planned without restrictions. A destination aerodrome with all instrument approach procedures that rely solely on a GNSS may be used without a destination alternate aerodrome if the conditions for a flight without a destination alternate aerodrome are met.

(b) The term ‘available’ means that the procedure can be used in the planning stage and should comply with planning minima requirements.

GM2 CAT.OP.MPA.192(d) Selection of aerodromes and operating sites — helicopters

ED Decision 2022/012/R

GNSS ROBUSTNESS AGAINST LOSS OF CAPABILITY — HELICOPTERS

(a) Redundancy of on-board systems ensures that no single on-board equipment failure (e.g. antenna, GNSS receiver, FMS, or navigation display failure) results in the loss of the GNSS capability.

(b) Any shadowing of the GNSS signal or jamming of all GNSS frequencies from the ground is expected to be of a very short duration and affect a very small area. Additional sensors or functions, such as inertial coasting, may be used during jamming events. Jamming should be considered on all segments of the intended route, including the approach.

(c) The availability of GNSS signals can be compromised if space weather events cause ‘loss of lock’ conditions and more than one satellite signal may be lost on a given GNSS frequency. Until space weather forecasts are available, the operator may use ‘nowcasts’ as short-term predictions for helicopter flights of short durations.

(d) SBAS also contributes to the mitigation of space weather effects, by both providing integrity messages and correcting ionosphere-induced errors.

(e) Even though SBAS should be available and used, RAIM should remain available autonomously. In case of loss of SBAS, the route and the approach to the destination or alternate aerodrome should still be flown with an available RAIM function.

(f) When available, GNSS based on more than one constellation and more than one frequency may provide better integrity and redundancy regarding failures in the space segment of GNSS, jamming, and resilience to space weather events.

CAT.OP.MPA.195 Fuel/energy scheme – in-flight fuel/energy management policy – helicopters

Regulation (EU) 2021/1296

(a) The operator shall establish procedures to ensure that in-flight fuel/energy checks and fuel/energy management are performed.

(b) The commander 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 commander shall advise air traffic control (ATC) of a ‘minimum fuel/energy’ state by declaring ‘MINIMUM FUEL’ when the commander has:

(1) committed to land at an 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 commander 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.

AMC1 CAT.OP.MPA.195 Fuel/energy scheme — in-flight fuel/energy management policy — helicopters

ED Decision 2022/005/R

ENSURING A SAFE LANDING FOR COMPLEX MOTOR-POWERED HELICOPTERS IN OTHER THAN LOCAL OPERATIONS

The operator should base in-flight fuel management procedures on the following criteria:

(a) in-flight fuel checks:

(1) the commander should establish a procedure to ensure that in-flight fuel checks are carried out at regular intervals; the remaining usable fuel should be recorded and evaluated to:

(i) compare the actual consumption with the planned consumption;

(ii) check that the remaining usable fuel is sufficient to complete the flight; and

(iii) determine the usable fuel that is expected to remain upon landing at the destination; and

(2) the relevant fuel data should be recorded;

(b) in-flight fuel management:

(1) if an in-flight fuel check shows that the usable fuel that is expected to remain upon landing at the destination is less than the required alternate fuel plus the FRF, the commander should:

(i) divert; or

(ii) replan the flight in accordance with point SPA.HOFO.120(b)(1) unless the commander considers it safer to proceed to the destination; and

(2) at an onshore destination, when two suitable, separate touchdown and lift-off areas are available at the destination, and the expected weather conditions at the destination are as specified for planning in point CAT.OP.MPA.245(a)(2), the commander may permit alternate fuel to be used before landing at the destination; and

(c) if an in-flight fuel check on a flight to an isolated destination shows that the usable fuel expected to remain at the point of the last possible diversion is less than the sum of the following:

(1) trip fuel from the point of the last possible diversion to the destination isolated aerodrome;

(2) contingency fuel; and

(3) FRF, or the additional fuel required for isolated aerodromes,

 the commander should either divert or proceed to the destination, provided that at onshore destinations, two suitable, separate touchdown and lift-off areas are available at the destination, and the expected weather conditions at the destination are as specified for planning in point CAT.OP.MPA.245(a).

GM1 CAT.OP.MPA.195 Fuel/energy scheme — in-flight fuel/energy management policy — helicopters

ED Decision 2022/005/R

‘MINIMUM FUEL’ DECLARATION

(a) The ‘MINIMUM FUEL’ declaration informs the ATC that all planned landing-site options have been reduced to a specific aerodrome or operating site of intended landing. It also informs the ATC that no other operating site is available, and that any change to the existing clearance, or air traffic delays, may result in landing with less than the planned FRF. This is not an emergency situation but an indication that an emergency situation is possible, should any additional delay occur.

SAFE LANDING — final reserve fuel PROTECTION

(b) The protection of the FRF is intended to ensure that a safe landing is made at any aerodrome or operating site when unforeseen circumstances may not allow to safely complete the operation, as originally planned.

(c) When the FRF can no longer be protected, then a fuel emergency needs to be declared, as per point CAT.OP.MPA.195(d), and any landing option explored, including deviating from rules, operational procedures, and methods in the interest of safety (as per point CAT.GEN.MPA.105(b)).

(d) The ‘MAYDAY MAYDAY MAYDAY FUEL’ declaration informs the ATC that all available landing options have been reduced to a specific landing site, and that an FRF portion may be consumed prior to landing.

CAT.OP.MPA.200 Special refuelling or defuelling of the aircraft

Regulation (EU) 2021/1296

(a) Special refuelling or defuelling shall only be conducted if the operator:

(1) has performed a risk assessment;

(2) has developed procedures; and

(3) has established a training programme for its personnel involved in such operations.

(b) Special refuelling or defuelling applies to:

(1) refuelling with an engine running or rotors turning;

(2) refuelling/defuelling with passengers embarking, on board, or disembarking; and

(3) refuelling/defuelling with wide-cut fuel.

(c) For aeroplanes, any special refuelling or defuelling procedures and any change to them shall require prior approval by the competent authority.

(d) For helicopters, refuelling procedures with rotors turning and any change to them shall require prior approval by the competent authority.

AMC1 CAT.OP.MPA.200 Special refuelling or defueling of the aircraft

ED Decision 2022/005/R

REFUELLING WITH AN ENGINE RUNNING — AEROPLANES

(a) Refuelling with an engine running should only be conducted:

(1) when there are no other sources of electrical or pneumatic power to start the engine if shut down;

(2) in accordance with the specific procedures established by the type certificate (TC) holder of the aeroplane;

(3) with aeroplanes that use JET A, JET A-1 or TS-1 fuel types or any other fuel type that has a flash point above 38 °C and is approved by the operators’ competent authority;

(4) with no passengers embarking, on board, or disembarking;

(5) with permission from the aerodrome operator; and

(6) in the presence of the aerodrome rescue and firefighting services (RFFSs).

(b) The operator should assess the risks associated with refuelling with an engine running and establish appropriate procedures to be followed by all involved personnel, such as flight crew, cabin crew, and ground operations personnel. These procedures should be specified in the OM.

AMC2 CAT.OP.MPA.200 Special refuelling or defueling of the aircraft

ED Decision 2022/005/R

OPERATIONAL PROCEDURES for REFUELLING WITH AN ENGINE RUNNING — AEROPLANES

(a) To reduce the likelihood of conducting refuelling with an engine running, the operator should include in the MEL an operational procedure for dispatch criteria in case of an unserviceable APU, if applicable, to prevent a flight from being dispatched to an aerodrome where no suitable ground support equipment is available.

(b) Appropriate training should be provided to flight crew and maintenance/ground operations personnel that are involved in refuelling with one engine running, as well as to cabin crew, if present on board.

AMC3 CAT.OP.MPA.200 Special refuelling or defueling of the aircraft

ED Decision 2022/005/R

REFUELLING WITH THE ENGINE(S) RUNNING AND/OR ROTORS TURNING — HELICOPTERS

(a) Refuelling with the engine(s) running and/or rotors turning should only be conducted:

(1) with no passengers or technical-crew members embarking or disembarking;

(2) if the operator of the aerodrome/operating site allows such operations;

(3) in accordance with any specific procedures and limitations in the AFM;

(4) using JET A or JET A-1 fuel types; and

(5) in the presence of the appropriate rescue and firefighting (RFF) facilities or equipment.

(b) In addition, operational procedures in the OM should specify that at least the following precautions are taken:

(1) all necessary information should be exchanged in advance with the aerodrome operator, operating-site operator, and refuelling operator;

(2) the procedures to be used by crew members should be defined;

(3) the procedures to be used by the operator’s ground operations personnel that may be in charge of refuelling or assisting in emergency evacuations should be described;

(4) the operator’s training programmes for crew members and for the operator’s ground operations personnel should be described;

(5) the minimum distance between the helicopter turning parts and the refuelling vehicle or installations should be defined when the refuelling takes place outside an aerodrome or at an aerodrome where there are no such limitations;

(6) besides any RFFSs that are required to be available by aerodrome regulations, an additional handheld fire extinguisher with the equivalent of 5 kg of dry powder should be immediately available and ready for use;

(7) a means for a two-way communication between the crew and the person in charge of refuelling should be defined and established;

(8) if fuel vapour is detected inside the helicopter, or any other hazard arises, refuelling/defuelling should be stopped immediately;

(9) one pilot should stay at the controls, constantly monitor the refuelling, and be ready to shut off the engines and evacuate at all times; and

(10) any additional precautions should be taken, as determined by the risk assessment.

AMC4 CAT.OP.MPA.200 Special refuelling or defueling of the aircraft

ED Decision 2022/005/R

OPERATIONAL PROCEDURES — PASSENGERS ON BOARD for REFUELLING WITH THE ENGINE(S) RUNNING AND/OR ROTORS TURNING — HELICOPTERS

In addition to AMC3 CAT.OP.MPA.200, for refuelling with passengers on board, operational procedures in the OM should specify that at least the following precautions are taken:

(a) the positioning of the helicopter and the corresponding helicopter evacuation strategy should be defined taking into account the wind as well as the refuelling facilities or vehicles;

(b) on a heliport, the ground area beneath the exits that are intended for emergency evacuation should be kept clear;

(c) an additional passenger briefing as well as instructions should be defined, and the ‘No smoking’ signs should be on unless ‘No smoking’ placards are installed;

(d) interior lighting should be set to enable identification of emergency exits;

(e) the use of doors during refuelling should be defined: doors on the refuelling side should remain closed, while doors on the opposite side should remain unlocked or, weather permitting, open, unless otherwise specified in the AFM;

(f) at least one suitable person capable of implementing emergency procedures for firefighting, communications, as well as for initiating and directing an evacuation, should remain at a specified location; this person should not be the qualified pilot at the controls or the person performing the refuelling; and

(g) unless passengers are regularly trained in emergency evacuation procedures, an additional crew member or ground crew member should be assigned to assist in the rapid evacuation of the passengers.

AMC5 CAT.OP.MPA.200 Special refuelling or defueling of the aircraft

ED Decision 2022/005/R

REFUELLING OR DEFUELLING WITH PASSENGERS EMBARKING, ON BOARD OR DISEMBARKING

(a) When passengers are embarking, on board, or disembarking, an aircraft should not be refuelled/defuelled with avgas (aviation gasoline) or wide-cut type fuel or a mixture of these types of fuel.

(b) For all other types of fuel, the necessary precautions should be taken, and the aircraft should be properly manned by qualified personnel that should be ready to initiate and direct an evacuation of the aircraft by the most practical and expeditious means available.

AMC6 CAT.OP.MPA.200 Special refuelling or defueling of the aircraft

ED Decision 2022/005/R

OPERATIONAL PROCEDURES WITH PASSENGERS EMBARKING, ON BOARD OR DISEMBARKING — AEROPLANES

(a) When refuelling/defuelling with passengers on board, ground servicing activities and work inside the aeroplane, such as catering and cleaning, should be conducted in such a manner that they do not create a hazard and allow emergency evacuation through those aisles and exits that are intended for emergency evacuation.

(b) The deployment of integral aeroplane stairs or the opening of emergency exits are not necessarily a prerequisite to refuelling.

(c) Operational procedures should specify that at least the following precautions are taken:

(1) one qualified person should remain at a specified location during refuelling/defuelling operations with passengers on board, and be capable of using emergency procedures for fire protection and firefighting, communications, as well as for initiating and directing an evacuation;

(2) two-way communication should be established and remain available through the aeroplane’s intercommunications system, or other suitable means, between the ground crew that supervises the refuelling and the qualified personnel on board the aeroplane; all involved personnel should remain within easy reach of the intercommunications system;

(3) crew, personnel, and passengers should be warned that refuelling/defuelling will take place;

(4) the ‘FASTEN SEAT BELT’ signs should be off;

(5) ‘NO SMOKING’ signs should be on, together with interior lighting to allow the identification of emergency exits;

(6) passengers should be instructed to unfasten their seat belts and refrain from smoking;

(7) the minimum required number of cabin crew should be on board and prepared for an immediate emergency evacuation;

(8) if fuel vapour is detected inside the aeroplane, or any other hazard arises, refuelling/defuelling should be stopped immediately;

(9) the ground area beneath the exits that are intended for emergency evacuation, as well as slide deployment areas, should be kept clear where stairs are not in position for use in the event of evacuation; and

(10) provision is made for a safe and rapid evacuation.

AMC7 CAT.OP.MPA.200 Special refuelling or defueling of the aircraft

ED Decision 2022/005/R

OPERATIONAL PROCEDURES FOR REFUELLING WITH PASSENGERS DISEMBARKING OR EMBARKING — HELICOPTERS WITH THE ENGINE(S) AND ROTORS STOPPED

When the helicopter engine(s) and rotors are stopped, the efficiency and speed of passengers disembarking from and re-embarking on board helicopters should be such that disembarking before refuelling and re-embarking after refuelling is the general practice, except for HEMS or air ambulance operations. However, if such operations are needed, the operator should refer to AMC3 CAT.OP.MPA.200 and AMC4 CAT.OP.MPA.200. Operational procedures to be described in the OM should specify that at least the relevant precautions referred to in the aforementioned AMC are taken.

AMC8 CAT.OP.MPA.200 Special refuelling or defueling of the aircraft

ED Decision 2022/005/R

REFUELLING OR DEFUELLING WITH WIDE-CUT FUEL

Refuelling/defuelling with wide-cut fuel should be conducted only if the operator has established appropriate procedures, taking into account the high risk of using wide-cut fuel types.

GM1 CAT.OP.MPA.200 Special refuelling or defueling of the aircraft

ED Decision 2022/005/R

OPERATIONAL PROCEDURES for REFUELLING WITH AN ENGINE RUNNING — AEROPLANES

For the purpose of refuelling with an engine running, the operator’s procedures need to be aligned with the specific procedures laid down in the AFM. In case there are no specific procedures for refuelling with an engine running available in the AFM, the operator and the manufacturer may wish to cooperate to establish such procedures.

GM2 CAT.OP.MPA.200 Special refuelling or defueling of the aircraft

ED Decision 2022/005/R

RISK ASSESSMENT for REFUELLING WITH THE ENGINE(S) RUNNING AND/OR ROTORS TURNING — HELICOPTERS

The risk assessment should explain why it is not practical to refuel with the engine(s) and rotors stopped, identify any additional hazards, and describe how the additional risks are controlled. Helicopter emergency medical services (HEMS) and helicopter offshore operations (HOFO) are typical operations where the benefits should outweigh the risks if mitigation measures are taken.

Guidance on safe refuelling practices is contained in ICAO Doc 9137 Airport Services Manual, Parts 1 and 8.

The operators’ risk assessment may include, but not be limited to, the following risks, hazards and mitigation measures:

(a) risk related to refuelling with rotors turning;

(b) risk related to the shutting down of the engines, including the risk of failures during start-up;

(c) environmental conditions, such as wind limitations, displacement of exhaust gases, and blade sailing;

(d) risk related to human factors and fatigue management, especially for single-pilot operations for long periods of time;

(e) risk mitigation, such as the safety features of the fuel installation, RFF capability, number of personnel members available, ease of emergency evacuation of the helicopter, etc.;

(f) assessment of the use of radio transmitting equipment;

(g) determination of the use of passenger seat belts;

(h) review of the portable electronic device (PED) policy; and

(i) if passengers are to disembark, consideration of their disembarking before rather than after the refuelling; and

(j) if passengers are to embark, consideration of their embarking after rather than before the refuelling.

GM3 CAT.OP.MPA.200 Special refuelling or defuelling of the aircraft

ED Decision 2022/005/R

PROCEDURES FOR REFUELLING/DEFUELLING WITH WIDE-CUT FUEL

(a) ‘Wide-cut fuel’ (designated JET B, JP-4 or AVTAG) is an aviation turbine fuel that falls between gasoline and kerosene in the distillation range and consequently, compared to kerosene (JET A or JET A1), it has the properties of higher volatility (vapour pressure), lower flash point and lower freezing point.

(b) Wherever possible, the operator should avoid the use of wide-cut fuel types. If a situation arises such that only wide-cut fuels are available for refuelling/defuelling, operators should be aware that mixtures of wide-cut fuels and kerosene turbine fuels can result in the air/fuel mixture in the tank being in the combustible range at ambient temperatures. The extra precautions set out below are advisable to avoid arcing in the tank due to electrostatic discharge. The risk of this type of arcing can be minimised by the use of a static dissipation additive in the fuel. When this additive is present in the proportions stated in the fuel specification, the normal fuelling precautions set out below are considered adequate.

(c) Wide-cut fuel is considered to be ‘involved’ when it is being supplied or when it is already present in aircraft fuel tanks.

(d) When wide-cut fuel has been used, this should be recorded in the technical log. The next two uplifts of fuel should be treated as though they too involved the use of wide-cut fuel.

(e) When refuelling/defuelling with turbine fuels not containing a static dissipator, and where wide-cut fuels are involved, a substantial reduction on fuelling flow rate is advisable. Reduced flow rate, as recommended by fuel suppliers and/or aeroplane manufacturers, has the following benefits:

(1) it allows more time for any static charge build-up in the fuelling equipment to dissipate before the fuel enters the tank;

(2) it reduces any charge which may build up due to splashing; and

(3) until the fuel inlet point is immersed, it reduces misting in the tank and consequently the extension of the flammable range of the fuel.

(f) The flow rate reduction necessary is dependent upon the fuelling equipment in use and the type of filtration employed on the aeroplane fuelling distribution system. It is difficult, therefore, to quote precise flow rates. Reduction in flow rate is advisable whether pressure fuelling or over-wing fuelling is employed.

(g) With over-wing fuelling, splashing should be avoided by making sure that the delivery nozzle extends as far as practicable into the tank. Caution should be exercised to avoid damaging bag tanks with the nozzle.

CAT.OP.MPA.205 Push back and towing — aeroplanes

Regulation (EU) No 965/2012

Push back and towing procedures specified by the operator shall be conducted in accordance with established aviation standards and procedures.