NCO.SPEC.100 Scope

Regulation (EU) 2015/140

This subpart establishes specific requirements to be followed by a pilot-in-command conducting non-commercial specialised operations with other-than complex motor-powered aircraft.

CRITERIA

The pilot-in-command should consider the following criteria to determine whether an activity falls within the scope of specialised operations:

(a) the aircraft is flown close to the surface to fulfil the mission;

(b) abnormal manoeuvres are performed;

(c) special equipment is necessary to fulfil the mission and which affects the manoeuvrability of the aircraft;

(d) substances are released from the aircraft during the flight where these substances are either harmful or affect the manoeuvrability of the aircraft;

(e) external loads or goods are lifted or towed;

(f) persons enter or leave the aircraft during flight; or

(g) the flight falls under the definition of 'maintenance check flight'.

LIST OF SPECIALISED OPERATIONS

(a) Specialised operations include the following activities:

(1) helicopter external loads operations;

(2) helicopter survey operations;

(3) human external cargo operations;

(4) parachute operations and skydiving;

(5) agricultural flights;

(6) aerial photography flights;

(7) glider towing;

(8) aerial advertising flights;

(9) calibration flights;

(10) construction work flights, including stringing power line operations, clearing saw operations;

(11) oil spill work;

(12) avalanche mining operations;

(13) survey operations, including aerial mapping operations, pollution control activity;

(14) news media flights, television and movie flights;

(15) special events flights, including such as flying display, competition flights;

(16) aerobatic flights;

(17) animal herding and rescue flights and veterinary dropping flights;

(18) maritime funeral operations;

(19) scientific research flights (other than those under Annex I to Regulation (EU) 2018/1139);

(20) cloud seeding; and

(21) maintenance check flights.

(b) For other operations, the pilot-in-command can apply the criteria specified in AMC1 NCO.SPEC.100 to determine whether an activity falls within the scope of specialised operations.

NCO.SPEC.105 Checklist

Regulation (EU) No 379/2014

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

(b) A specialised operation shall be performed in accordance with a checklist. Based on the risk assessment, the pilot-in-command shall establish such checklist appropriate to the specialised activity and aircraft used, taking account of any section of this subpart.

(c) The checklist that is relevant to the duties of the pilot-in-command, crew members and task specialists shall be readily accessible on each flight.

(d) The checklist shall be regularly reviewed and updated, as appropriate.

DEVELOPMENT OF CHECKLISTS

For developing the checklist, the pilot-in-command should duly take into account at least the following items:

(a) nature and complexity of the activity:

(1) the nature of the flight and the risk exposure, e.g. low height;

(2) the complexity of the activity taking into account the necessary pilot skills and level of experience, ground support, safety and individual protective equipment;

(3) the operational environment and geographical area, e.g., congested hostile environment, mountainous areas, sea areas, or desert areas;

(4) the result of the risk assessment and evaluation;

(b) aircraft and equipment:

(1) the category of aircraft to be used for the activity should be indicated, e.g. helicopter/aeroplane, single/multi-engined;

(2) all equipment required for the activity should be listed;

(c) crew members:

(1) crew composition;

(2) minimum crew experience and training provisions; and

(3) recency provisions;

(d) task specialists:

(1) description of the task specialists’ function(s)

(2) minimum crew experience and training provisions; and

(3) recency provisions;

(4) briefing;

(e) aircraft performance:

this chapter should detail the specific performance requirements to be applied, in order to ensure an adequate power margin;

(f) normal procedures and emergency procedures:

(1) operating procedures for the flight crew, including the coordination with task specialists;

(2) ground procedures for the task specialists;

(g) ground equipment:

this chapter should detail the nature, number and location of ground equipment required for the activity;

(h) records:

it should be determined which records specific to these flight(s) are to be kept, such as task details, aircraft registration, pilot-in-command, flight times, weather and any remarks, including a record of occurrences affecting flight safety or the safety of persons or property on the ground.

TEMPLATE FORMS

The following templates are examples, which could be used for developing checklist.

(a) Template Form A — Risk assessment (RA)

Date:   RA of Responsible:

Purpose:

Type of operation and brief description:

Participants, working group:

Preconditions, assumptions and simplifications:

Data used:

Description of the analysis method:

External context:

             Regulatory requirements

             Approvals

             Environmental conditions (visibility, wind, turbulence, contrast, light, elevation, etc.; unless evident from the checklists)

             Stakeholders and their potential interest

Internal context:

             Type(s) of aircraft

             Personnel and qualifications

             Combination/similarity with other operations/SOPs

             Other RA used/considered/plugged in

Existing barriers and emergency preparedness:

Monitoring and follow up:

Description of the risk:

Risk evaluation:

Conclusions:

(b) Template Form B — Hazard identification (HI)

Date:   HI of Responsible:

Phase of operation

Haz ref

Hazard / accidental event

Cause / threat

Current Treatment Measures (TM)

Further treatment required

TM

ref

Comment

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Haz ref: A unique number for hazards, e.g., for use in a database

TM ref: A unique number for the treatment method

(c) Template Form C — Mitigating measures

Date:……………….. RA of Responsible:………………………

Phase of operation

Haz ref

Hazard/ accidental event

Current Treatment Measures (TM)/ controls

TM

ref

L

C

Further treatment required

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Haz ref: A unique number for hazards, e.g., for use in a database

TM ref: A unique number for the treatment method

L:  Likelihood (probability)

C: Consequence

(d) Template register A — Risk register

Ref

Operation/ Procedure

Ref

Generic hazard

Ref

Accidental event

Treatment/ control

L

C

Monitoring

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

L: Likelihood (probability)

C: Consequence

NCO.SPEC.110 Pilot-in-command responsibilities and authority

Regulation (EU) 2016/1119

Whenever crew members or task specialists are involved in the operation, the pilot-in-command shall

(a) ensure compliance of crew members and task specialists with NCO.SPEC.115 and NCO.SPEC.120;

(b) not commence a flight if any crew member or task specialist is incapacitated from performing duties by any cause such as injury, sickness, fatigue or the effects of any psychoactive substance;

(c) not continue a flight beyond the nearest weather-permissible aerodrome or operating site when any crew member or task specialist’s capacity to perform duties is significantly reduced from causes such as fatigue, sickness or lack of oxygen;

(d) ensure that crew members and task specialists comply with the laws, regulations and procedures of those States where operations are conducted;

(e) ensure that all crew members and task specialists are able to communicate with each other in a common language; and

(f) ensure that task specialists and crew members use supplemental oxygen continuously whenever he/she determines that at the altitude of the intended flight the lack of oxygen might result in impairment of the faculties of crew members or harmfully affect task specialists. If the pilot-in-command cannot determine how the lack of oxygen might affect the occupants on board, he/she shall ensure that task specialists and crew members use supplemental oxygen continuously whenever the cabin altitude exceeds 10 000 ft for a period of more than 30 minutes and whenever the cabin altitude exceeds 13 000 ft.

DETERMINATION OF SUPPLEMENTAL OXYGEN NEED

When determining the need for supplemental oxygen carriage and use, the pilot-in-command should:

(a) in the preflight phase:

(1) be aware of hypoxia conditions and associated risks;

(2) consider the following objective conditions for the intended flight:

(i) altitude;

(ii) duration of the flight; and

(iii) any other relevant operational conditions;

(3) consider individual conditions of flight crew members and task specialists in relation to:

(i) altitude of the place of residence;

(ii) smoking;

(iii) experience in flights at high altitudes;

(iv) actual medical conditions and medications;

(v) age;

(vi) disabilities; and

(vii) any other relevant factor that may be detected, or reported by the person; and

(4) when relevant, ensure that all flight crew members and task specialists are briefed on hypoxia conditions and symptoms, as well as on the usage of supplemental oxygen equipment.

(b) during flight:

(1) monitor for early symptoms of hypoxia conditions; and

(2) if detecting early symptoms of hypoxia conditions:

(i) consider to return to a safe altitude, and

(ii) ensure that supplemental oxygen is used, if available.

DETERMINATION OF SUPPLEMENTAL OXYGEN NEED

(a) The responsibility of the pilot-in-command for safety of all persons on board, as required by NCO.GEN.105(a)(1), includes the determination of need for supplemental oxygen use.

(b) The altitudes above which NCO.SPEC.110(f) requires oxygen to be available and used are applicable to those cases when the pilot-in-command cannot determine the need for supplemental oxygen. However, if the pilot-in-command is able to make this determination, he/she may elect in the interest of safety to require oxygen also for operations at or below such altitudes.

(c) The pilot-in-command should be aware that flying below altitudes mentioned in NCO.SPEC.110(f) does not provide absolute protection against hypoxia symptoms, should individual conditions and aptitudes be prevalent.

DETERMINATION OF OXYGEN NEED — BEFORE FLIGHT

Detailed information and guidance on hypoxia conditions and symptoms, content of the briefing on hypoxia and assessment of individual conditions may be found in the EASA leaflet ‘Hypoxia’.

DETERMINATION OF OXYGEN NEED — IN FLIGHT

Several methods for monitoring hypoxia early symptoms may be used and some methods may be aided by personal equipment, such as finger-mounted pulse oximeters. Detailed information and guidance on entering hypoxia conditions, on hypoxia symptoms early detection, and on use of personal equipment such as finger-mounted pulse oximeters or equivalent may be found in the EASA leaflet ‘Hypoxia’.

NCO.SPEC.115 Crew responsibilities

Regulation (EU) 2018/1042

(a) The crew member shall be responsible for the proper execution of his/her duties. Crew duties shall be specified in the checklist.

(b) During critical phases of the flight or whenever deemed necessary by the pilot-in-command in the interest of safety, the crew member shall be restrained at his/her assigned station, unless otherwise specified in the checklist.

(c) During flight, the flight crew member shall keep his/her safety belt fastened while at his/her station.

(d) During flight, at least one qualified flight crew member shall remain at the controls of the aircraft at all times.

(e) The crew member shall not undertake duties on an aircraft:

(1) if he/she knows or suspects that he/she is suffering from fatigue as referred to in 7.f. of Annex IV to Regulation (EC) No 216/2008 or feels otherwise unfit to perform his/her duties; or

(2) when under the influence of psychoactive substances or for other reasons as referred to in 7.g of Annex IV to Regulation (EC) No 216/2008.

(f) The crew member who undertakes duties for more than one operator shall:

(1) maintain his/her individual records regarding flight and duty times and rest periods as referred to in Annex III (Part-ORO), Subpart FTL to Regulation (EU) No 965/2012, if applicable; and

(2) provide each operator with the data needed to schedule activities in accordance with the applicable FTL requirements.

(g) The crew member shall report to the pilot-in-command:

(1) any fault, failure, malfunction or defect, which he/she believes may affect the airworthiness or safe operation of the aircraft, including emergency systems; and

(2) any incident that was endangering, or could endanger, the safety of the operation.

AMC1 NCO.SPEC.115(a) Crew responsibilities

ED Decision 2023/007/R

PILOT DUTIES — RECORDING OF FLIGHT TIME

(a) The pilot should only record flight time for the purpose of meeting experience requirements in specialised operations defined in AMC1 ORO.FC.146(e);(f)&(g) and AMC1 SPO.SPEC.HESLO.100 if NCO.SPEC applies.

(b) The list of specialised operations in GM1 NCO.SPEC.100 may be used for the purpose of (a).

NCO.SPEC.120 Task specialists responsibilities

Regulation (EU) 2018/394

(a) The task specialist shall be responsible for the proper execution of his/her duties. Task specialists’ duties shall be specified in the checklist.

(b) During critical phases of the flight or whenever deemed necessary by the pilot-in-command in the interest of safety, the task specialist shall be restrained at his/her assigned station, unless otherwise specified in the checklist.

(c) The task specialist shall ensure that he/she is restrained when carrying out specialised tasks with external doors opened or removed.

(d) The task specialist shall report to the pilot-in-command:

(1) any fault, failure, malfunction or defect, which he/she believes may affect the airworthiness or safe operation of the aircraft, including emergency systems; and

(2) any incident that was endangering, or could endanger, the safety of the operation.

NCO.SPEC.125 Safety briefing

Regulation (EU) No 379/2014

(a) Before take-off, the pilot-in-command shall brief task specialists on:

(1) emergency equipment and procedures;

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

(b) The briefing referred to in (a)(2) may not be required if task specialists have been instructed on the operational procedures before the start of the operating season in that calendar year.

TASK SPECIALISTS

(a) Safety briefings should ensure that task specialists are familiar with all aspects of the operation, including their responsibilities.

(b) Such briefings should include, as appropriate:

(1) behaviour on the ground and in-flight, including emergency procedures;

(2) procedures for boarding and disembarking;

(3) procedures for loading and unloading the aircraft;

(4) use of doors in normal and emergency operations;

(5) use of communication equipment and hand signals;

(6) precautions in case of a landing on sloping ground; and

(7) in addition to the items listed from (b)(1) to (b)(6) before take-off:

(i) location of emergency exits;

(ii) restrictions regarding smoking;

(iii) restrictions regarding the use of portable electronic equipment; and

(iv) stowage of tools and hand baggage.

(c) Briefings may be given as a verbal presentation or by issuing the appropriate procedures and instructions in written form. Before commencement of the flight, their understanding should be confirmed.

NCO.SPEC.130 Minimum obstacle clearance altitudes – IFR flights

Regulation (EU) No 379/2014

The pilot-in-command shall establish minimum flight altitudes for each flight providing the required terrain clearance for all route segments to be flown in IFR. The minimum flight altitudes shall not be lower than those published by the State overflown.

NCO.SPEC.145 Simulated situations in flight

Regulation (EU) No 379/2014

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

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

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

NCO.SPEC.150 Ground proximity detection

Regulation (EU) No 379/2014

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

NCO.SPEC.155 Airborne collision avoidance system (ACAS II)

Regulation (EU) No 379/2014

Notwithstanding NCO.OP.200, the ACAS II may be disabled during those specialised tasks, which by their nature require the aircraft to be operated within a distance from each other below that which would trigger the ACAS.

NCO.SPEC.160 Release of dangerous goods

Regulation (EU) No 379/2014

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

NCO.SPEC.165 Carriage and use of weapons

Regulation (EU) 379/2014

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

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

NCO.SPEC.170 Performance and operating criteria – aeroplanes

Regulation (EU) 379/2014

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

(a) established operational procedures to minimise the consequences of an engine failure; and

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

NCO.SPEC.175 Performance and operating criteria – helicopters

Regulation (EU) No 379/2014

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

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

(2) safety measures are established to prevent undue hazard to persons or property on the ground

(b) The pilot-in-command shall have:

(1) established operational procedures to minimise the consequences of an engine failure; and

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

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

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

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

GENERAL

(a) Even when the surface allows a hover in ground effect (HIGE), the likelihood of, for example, dust or blowing snow may necessitate hover out of ground effect (HOGE) performance.

(b) Wind conditions on some sites, particularly downdraft in mountainous areas, may require a reduction in the helicopter mass in order to ensure that an out of ground effect hover can be achieved at the operational site in the conditions prevailing.