SPA.PINS-VFR.100 Helicopter point-in-space (PinS) approaches and departures with reduced VFR minima

Regulation (EU) 2023/1020

(a) The operator shall only use reduced VFR operating minima if the operator has been granted an approval by the competent authority.

[applicable until 24 May 2024 — Regulation (EU) 2021/2237]

(a) The operator shall only use reduced VFR operating minima where both of the following conditions are met:

(1) the operations are not conducted under a HEMS approval;

(2) the operator has been granted an approval by the competent authority.

[applicable from 25 May 2024 — Implementing Regulation (EU) 2023/1020]

(b) Reduced VFR operating minima shall apply only to a helicopter flight that includes a segment flown under IFR, and only in one of the following cases:

(1) the segment of the flight flown under VFR takes place immediately after a helicopter PinS approach with the intention of landing at a nearby heliport or operating site;

(2) the segment of the flight flown under VFR takes place immediately after a helicopter PinS approach with the intention of conducting hoist operations at a nearby HEC or HHO site;

(3) the segment of the flight flown under VFR is a departure with the intention of transitioning to IFR at a nearby initial departure fix.

(c) The operator shall define operating procedures that are applicable when flying with reduced VFR operating minima.

(d) The operator shall ensure that the flight crew members are experienced and trained to operate with reduced VFR operating minima.

AMC1 SPA.PINS-VFR.100 Helicopter point-in-space (PinS) approaches and departures with reduced VFR minima

ED Decision 2023/007/R

GENERAL

(a) The operating minima prescribed in the Annex (Rules of the air) to Regulation (EU) No 923/2012 should apply under VFR, unless one of the following applies:

(1) The VFR segment of the flight follows a PinS approach and the distance from the missed approach point (MAPt) to the destination is less than 5 km.

(2) The VFR segment of the flight is a departure with the intention of transitioning to IFR at the IDF and the distance from the take-off to the initial departure fix (IDF) is less than 5 km.

(3) The VFR segment of the flight follows the planned cancellation of the IFR flight plan at or above the MAPt or decision point of an instrument approach, the destination is different from the aerodrome attached to the instrument approach, the distance from the planned point of cancellation of IFR to the destination is less than 5 km, and the operator charts the obstacle environment on the VFR segment of the flight.

(b) By day, if either (a)(1) or (a)(2) applies, the operating minima in Tables 1 and 2 should apply and visual references to the ground should be maintained.

(c) By night, if either (a)(1) or (a)(2) applies, the operating minima in Tables 3 and 4 should apply and visual references to the ground should be maintained.

(d) If (a)(3) applies, Table 1 applies by day, Table 3 applies by night, and visual references to the ground should be maintained. The MDH in the table should be understood as the DH/MDH of the IAP, whichever is higher.

Table 1

Note: In Class B/C/D airspace, a special VFR clearance is needed and may require higher minima in accordance with local airspace restrictions.

* Whichever is higher.

Table 2

Note: In Class B/C/D airspace, a special VFR clearance is needed and may require higher minima in accordance with local airspace restrictions.

* Whichever is higher.

Table 3

* Whichever is higher.

Table 4

* Whichever is higher.

(e) The operator should define SOPs that describe the VFR segment of the departure and approach, including the transition from IFR to VFR and the transition from VFR to IFR.

(f) The operator should provide a thorough description of the following elements; the description may be provided by means of a chart and should be included in the operations manual or other document:

(1) the environment in the vicinity of the VFR segment of the flight;

(2) the visual cues that are useful for the purpose of VFR navigation and that should be available on departure or for the continuation of the flight at the MAPt;

(3) the relevant obstacles.

(g) The operator should ensure that the elements in (f) are updated on a regular basis.

(h) The operator should encourage occurrence reporting and have a safety analysis capability.

(i) The pilot-in-command/commander should have at least 1 000 hours of flying experience on helicopters, and 100 hours of instrument time on helicopters.

(j) The pilot-in-command/commander should undergo initial and yearly recurrent FSTD training or checking, covering the following items:

(1) 3D approach operation to minima;

(2) go-around on instruments;

(3) 2D approach operation to minima;

(4) at least one of the 3D or 2D approach operations should be a PinS approach followed by a transition to VFR and a VFR landing;

(5) in the case of multi-engined helicopters, a simulated failure of one engine should be included in either the 3D or 2D approach operation to minima;

(6) where appropriate to the helicopter type, approach with flight control system/flight director system malfunctions, flight instrument and navigation equipment failures;

(7) recovery from unusual attitudes by instrument;

(8) loss of VMC during the VFR segment of flight;

(9) VFR departure followed by a manoeuvre back to the take-off location;

(10) VFR departure to the IDF followed by an IFR departure.

(k) The training and checking elements of an approved training programme may be credited towards compliance with point (j) and need not be duplicated.

(l) The training under (j) should take place on a suitable FSTD, corresponding to the helicopter type on which the operations take place.