SPO.POL.100 Operating limitations – all aircraft

Regulation (EU) 2018/394

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

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

APPROPRIATE MANUAL

The appropriate manual containing operating limitations may be the AFM or an equivalent document, or the operations manual, if more restrictive.

SPO.POL.105 Mass and balance

Regulation (EU) 2018/1975

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

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

GENERAL — OPERATIONS WITH OTHER-THAN COMPLEX MOTOR-POWERED AIRCRAFT

(a) New aircraft that have been weighed at the factory may be placed into operation without reweighing if the mass records and balance records have been adjusted for alterations or modifications to the aircraft. Aircraft transferred from one EU operator to another EU operator do not have to be weighed prior to use by the receiving operator unless the mass and balance cannot be accurately established by calculation.

(b) The mass and the centre of gravity (CG) position of an aircraft should be revised whenever the cumulative changes to the dry operating mass exceed ± 0.5 % of the maximum landing mass or for aeroplanes the cumulative change in CG position exceeds 0.5 % of the mean aerodynamic chord. This may be done by weighing the aircraft or by calculation. If the AFM requires to record changes to mass and CG position below these thresholds, or to record changes in any case, and make them known to the pilot-in-command, mass and CG position should be revised accordingly and made known to the pilot-in-command.

WEIGHING OF AN AIRCRAFT — OPERATIONS WITH COMPLEX MOTOR POWERED AIRCRAFT

(a) New aircraft that have been weighed at the factory may be placed into operation without reweighing if the mass and balance records have been adjusted for alterations or modifications to the aircraft. Aircraft transferred from one EU operator to another EU operator do not have to be weighed prior to use by the receiving operator unless the mass and balance cannot be accurately established by calculation.

(b) The mass and centre of gravity (CG) position of an aircraft should be revised whenever the cumulative changes to the dry operating mass exceed ±0.5 % of the maximum landing mass or for aeroplanes the cumulative change in CG position exceeds 0.5 % of the mean aerodynamic chord. This should be done either by weighing the aircraft or by calculation.

(c) When weighing an aircraft, normal precautions should be taken, which are consistent with good practices such as:

(1) checking for completeness of the aircraft and equipment;

(2) determining that fluids are properly accounted for;

(3) ensuring that the aircraft is clean; and

(4) ensuring that weighing is accomplished in an enclosed building.

(d) Any equipment used for weighing should be properly calibrated, zeroed and used in accordance with the manufacturer's instructions. Each scale should be calibrated either by the manufacturer, by a civil department of weights and measures or by an appropriately authorised organisation within 2 years or within a time period defined by the manufacturer of the weighing equipment, whichever is less. The equipment should enable the mass of the aircraft to be established accurately. One single accuracy criterion for weighing equipment cannot be given. However, the weighing accuracy is considered satisfactory if the accuracy criteria in Table 1 are met by the individual scales/cells of the weighing equipment used:

Table 1: Accuracy criteria for weighing equipment

For a scale/cell load

An accuracy of

below 2 000 kg

± 1 %

from 2 000 kg to 20 000 kg

± 20 kg

above 20 000 kg

± 0.1 %

CG LIMITS — OPERATIONAL CG ENVELOPE AND IN-FLIGHT CG

In the Certificate Limitations section of the AFM, forward and aft CG limits are specified. These limits ensure that the certification stability and control criteria are met throughout the whole flight and allow the proper trim setting for take-off. The operator should ensure that these limits are respected by:

(a) defining and applying operational margins to the certified CG envelope in order to compensate for the following deviations and errors:

(1) deviations of actual CG at empty or operating mass from published values due, for example, to weighing errors, unaccounted modifications and/or equipment variations.

(2) Deviations in fuel distribution in tanks from the applicable schedule.

(3) Deviations in the distribution of cargo in the various compartments as compared with the assumed load distribution as well as inaccuracies in the actual mass of cargo.

(5) Deviations of the actual CG of cargo load within individual cargo compartments or cabin sections from the normally assumed mid position.

(6) Deviations of the CG caused by gear and flap positions and by application of the prescribed fuel usage procedure, unless already covered by the certified limits.

(7) Deviations caused by in-flight movement of crew members and task specialist.

(b) Defining and applying operational procedures in order to:

(1) take into account any significant CG travel during flight caused by persons movement; and

(2) take into account any significant CG travel during flight caused by fuel consumption/ transfer.

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

Regulation (EU) 2023/217

(a) The operator shall establish a mass and balance system to determine for each flight or series of flights the following:

(1) aircraft dry operating mass;

(2) mass of the traffic load;

(3) mass of the fuel/energy load;

(4) aircraft load and load distribution;

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

(6) applicable aircraft centre of gravity (CG) positions.

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

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

(d) The pilot-in-command shall ensure the following:

(1) the loading of the aircraft is performed under the supervision of qualified personnel;

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

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

DRY OPERATING MASS

The dry operating mass should include:

(a) crew and equipment, and

(b) removable task specialist equipment, if applicable.

AMC1 SPO.POL.110(a)(2) Mass and balance system – commercial operations with aeroplanes and helicopters and non-commercial operations with complex motor-powered aircraft

ED Decision 2014/018/R

SPECIAL STANDARD MASSES FOR TRAFFIC LOAD

The operator should use standard mass values for other load items. These standard masses should be calculated on the basis of a detailed evaluation of the mass of the items.

TRAFFIC LOAD

Traffic load includes task specialists.

AMC1 SPO.POL.110(a)(3) Mass and balance system – commercial operations with aeroplanes and helicopters and non-commercial operations with complex motor-powered aircraft

ED Decision 2014/018/R

FUEL LOAD

The mass of the fuel load should be determined by using its actual relative density or a standard relative density.

GM1 SPO.POL.110(a)(3) Mass and balance system – commercial operations with aeroplanes and helicopters and non-commercial operations with complex motor-powered aircraft

ED Decision 2014/018/R

FUEL DENSITY

(a) If the actual fuel density is not known, the operator may use standard fuel density values for determining the mass of the fuel load. Such standard values should be based on current fuel density measurements for the airports or areas concerned.

(b) Typical fuel density values are:

(1) Gasoline (piston engine fuel) – 0.71 ;

(2) JET A1 (Jet fuel JP 1) – 0.79 ;

(3) JET B (Jet fuel JP 4) – 0.76 ;

(4) Oil – 0.88.

AMC1 SPO.POL.110(a)(4) Mass and balance system – commercial operations with aeroplanes and helicopters and non-commercial operations with complex motor-powered aircraft

ED Decision 2014/018/R

LOADING - STRUCTURAL LIMITS

The loading should take into account additional structural limits such as the floor strength limitations, the maximum load per running metre, the maximum mass per cargo compartment, and/or the maximum seating limits as well as in-flight changes in loading.

GM1 SPO.POL.110(b) Mass and balance system – commercial operations with aeroplanes and helicopters and non-commercial operations with complex motor-powered aircraft

ED Decision 2014/018/R

GENERAL

The mass and balance computation may be available in flight planning documents or separate systems and may include standard load profiles.

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

Regulation (EU) 2021/1296

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

(1) aircraft registration and type;

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

(3) name of the pilot-in-command;

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

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

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

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

(8) load components;

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

(10) applicable aircraft CG positions; and

(11) the limiting mass and CG values.

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

GENERAL

(a) The mass and balance documentation should:

(1) enable the pilot-in-command to determine that the load and its distribution are within the mass and balance limits of the aircraft; and

(2) include advise to the pilot-in-command whenever a non-standard method has been used for determining the mass of the load.

(b) The information above may be available in flight planning documents or mass and balance systems.

(c) Any last minute change should be brought to the attention of the pilot-in-command and entered in the flight planning documents containing the mass and balance information and mass and balance systems.

(d) Where mass and balance documentation is generated by a computerised mass and balance system, the operator should verify the integrity of the output data at intervals not exceeding six months.

(e) A copy of the final mass and balance documentation may be sent to aircraft via data link or may be made available to the pilot-in–command by other means for its acceptance.

(f) The person supervising the loading of the aircraft should confirm by hand signature or equivalent that the load and its distribution are in accordance with the mass and balance documentation given to the pilot in command. The pilot-in-command should indicate his acceptance by hand signature or equivalent.

SIGNATURE OR EQUIVALENT

Where a signature by hand is impracticable or it is desirable to arrange the equivalent verification by electronic means, as referred to in AMC1 SPO.POL.115(f), the following conditions should be applied in order to make an electronic signature the equivalent of a conventional hand-written signature:

(a) electronic ‘signing’ by entering a personal identification number (PIN) code with appropriate security, etc.;

(b) entering the PIN code generates a print-out of the individual’s name and professional capacity on the relevant document(s) in such a way that it is evident, to anyone having a need for that information, who has signed the document;

(c) the computer system logs information to indicate when and where each PIN code has been entered;

(d) the use of the PIN code is, from a legal and responsibility point of view, considered to be fully equivalent to signature by hand;

(e) the requirements for record keeping remain unchanged; and

(f) all personnel concerned are made aware of the conditions associated with electronic signature and this is documented.

AMC1 SPO.POL.115(b) Mass and balance data and documentation – commercial operations with aeroplanes and helicopters and non-commercial operations with complex motor-powered aircraft

ED Decision 2014/018/R

INTEGRITY

The operator should verify the integrity of mass and balance data and documentation generated by a computerised mass and balance system, at intervals not exceeding six months. The operator should establish a system to check that amendments of its input data are incorporated properly in the system and that the system is operating correctly on a continuous basis.

MASS AND BALANCE DOCUMENTATION SENT VIA DATA LINK

Whenever the mass and balance documentation is sent to the aircraft via data link, a copy of the final mass and balance documentation as accepted by the pilot-in-command should be available on the ground.

GM1 SPO.POL.115(b) Mass and balance data and documentation – commercial operations with aeroplanes and helicopters and non-commercial operations with complex motor-powered aircraft

ED Decision 2014/018/R

ON BOARD INTEGRATED MASS AND BALANCE COMPUTER SYSTEM

An on-board integrated mass and balance computer system may be an aircraft installed system capable of receiving input data either from other aircraft systems or from a mass and balance system on ground, in order to generate mass and balance data as an output.

STAND-ALONE COMPUTERISED MASS AND BALANCE SYSTEM

A stand-alone computerised mass and balance system may be a computer, either as part of an electronic flight bag (EFB) system or solely dedicated to mass and balance purposes, requiring input from the user, in order to generate mass and balance data as an output.

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

Regulation (EU) No 379/2014

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

SPO.POL.120 Performance – general

Regulation (EU) No 379/2014

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

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

Regulation (EU) No 379/2014

The operator shall ensure that:

(a) the mass of the aeroplane at the start of take-off shall not exceed the mass limitations:

(1) at take-off, as required in SPO.POL.130;

(2) en-route with one engine inoperative (OEI), as required in SPO.POL.135; and

(3) at landing, as required in SPO.POL.140,

allowing for expected reductions in mass as the flight proceeds, and for fuel jettisoning;

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

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

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

Regulation (EU) No 379/2014

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

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

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

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

(4) on a wet or contaminated runway, the take-off mass shall not exceed that permitted for a take-off on a dry runway under the same conditions.

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

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

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

AMC1 SPO.POL.130(a) Take-off – complex motor-powered aeroplanes

ED Decision 2014/018/R

TAKE-OFF MASS 

The following should be considered for determining the maximum take-off mass:

(a) the pressure altitude at the aerodrome;

(b) the ambient temperature at the aerodrome;

(c) the runway surface condition and the type of runway surface;

(d) the runway slope in the direction of take-off;

(e) not more than 50 % of the reported head-wind component or not less than 150 % of the reported tailwind component; and

(f) the loss, if any, of runway length due to alignment of the aeroplane prior to take-off.

AMC1 SPO.POL.130(a)(4) Take-off – complex motor-powered aeroplanes

ED Decision 2014/018/R

CONTAMINATED RUNWAY PERFORMANCE DATA

Wet and contaminated runway performance data, if made available by the manufacturer, should be taken into account. If such data is not made available, the operator should account for wet and contaminated runway conditions by using the best information available.

GM1 SPO.POL.130(a)(4) Take-off – complex motor-powered aeroplanes

ED Decision 2021/005/R

RUNWAY SURFACE CONDITION

Operation on runways contaminated with water, slush, snow or ice implies uncertainties with regard to runway friction and contaminant drag and therefore to the achievable performance and control of the aeroplane during take-off or landing, since the actual conditions may not completely match the assumptions on which the performance information is based. In the case of a contaminated runway, the first option for the pilot-in-command is to wait until the runway is cleared. If this is impracticable, he or she may consider a take-off or landing, provided that he or she has applied the applicable performance adjustments, and any further safety measures he or she considers justified under the prevailing conditions. The excess runway length available including the criticality of the overrun area should also be considered.

The determination of take-off performance data for wet and contaminated runways should be based on the reported runway surface condition in terms of contaminant and depth.

AMC1 SPO.POL.130(b)(2) Take-off – complex motor-powered aeroplanes

ED Decision 2014/018/R

ADEQUATE MARGIN

The adequate margin should be defined in the operations manual.

ADEQUATE MARGIN

‘An adequate margin’ is illustrated by the appropriate examples included in Attachment C to ICAO Annex 6, Part I.

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

Regulation (EU) No 379/2014

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

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

Regulation (EU) No 379/2014

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

GENERAL

The following should be considered to ensure that an aeroplane is able to land and stop, or a seaplane to come to a satisfactorily low speed, within the landing distance available:

(a) the pressure altitude at the aerodrome;

(b) the runway surface condition and the type of runway surface;

(c) the runway slope in the direction of landing;

(d) not more than 50 % of the reported head-wind component or not less than 150 % of the reported tailwind component;

(e) use of the most favourable runway, in still air; and

(f) use of the runway most likely to be assigned considering the probable wind speed and direction and the ground handling characteristics of the aeroplane, and considering other conditions such as landing aids and terrain.

AMC2 SPO.POL.140 Landing – complex motor-powered aeroplanes

ED Decision 2014/018/R

ALLOWANCES

Allowances should be stated in the operations manual.

WET AND CONTAMINATED RUNWAY DATA

The determination of landing performance data should be based on information provided in the OM on the reported RWYCC. The RWYCC is determined by the aerodrome operator using the RCAM and associated procedures defined in ICAO Doc 9981 ‘PANS Aerodromes’. The RWYCC is reported through an RCR in the SNOWTAM format in accordance with ICAO Annex 15.

SPO.POL.145 Performance and operating criteria – aeroplanes

Regulation (EU) No 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 operator shall:

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

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

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

OPERATIONAL PROCEDURES AND TRAINING PROGRAMME

(a) The operational procedures should be based on the manufacturer’s recommended procedures where they exist.

(b) The crew member training programme should include briefing, demonstration or practice, as appropriate, of the operational procedures necessary to minimise the consequences of an engine failure.

SPO.POL.146 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 and the operation and its SOP is authorised.

(b) The operator shall:

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

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

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

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

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

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

MAXIMUM SPECIFIED MASSES

(a) The operator should establish a procedure to determine maximum specified masses for HIGE and HOGE before each flight or series of flights.

(b) This procedure should take into account ambient temperature at the aerodrome or operating site, pressure altitude and wind conditions data available.

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 in mountainous areas and including downdraft) 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.