SPO.IDE.H.100 Instruments and equipment – general

Regulation (EU) 2019/1384

(a) Instruments and equipment required by this Subpart shall be approved in accordance with the applicable airworthiness requirements if they are:

(1) used by the flight crew to control the flight path;

(2) used to comply with SPO.IDE.H.215;

(3) used to comply with SPO.IDE.H.220; or

(4) installed in the helicopter.

(b) The following items, when required by this Subpart, do not need an equipment approval:

(1) independent portable lights;

(2) an accurate time piece;

(3) first-aid kit;

(4) survival and signalling equipment;

(5) sea anchor and equipment for mooring;

(6) child restraint device;

(7) a simple PCDS used by a task specialist as a restraint device.

(c) Instruments, equipment or accessories not required under this Annex (Part-SPO), as well as any other equipment that is not required under this Regulation, but carried on a flight, shall comply with the following requirements:

(1) the information provided by those instruments, equipment or accessories shall not be used by the flight crew members to comply with Annex II to Regulation (EU) 2018/1139 or points SPO.IDE.H.215 and SPO.IDE.H.220 of this Annex;

(2) the instruments, equipment or accessories shall not affect the airworthiness of the helicopter, even in the case of failures or malfunction.

(d) Instruments and equipment shall be readily operable or accessible from the station where the flight crew member that needs to use it is seated.

(e) Those instruments that are used by a flight crew member shall be so arranged as to permit the flight crew member to see the indications readily from his/her station, with the minimum practicable deviation from the position and line of vision which he/she normally assumes when looking forward along the flight path.

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

GM1 SPO.IDE.H.100(a) Instruments and equipment – general

ED Decision 2014/018/R

APPLICABLE AIRWORTHINESS REQUIREMENTS

The applicable airworthiness requirements for approval of instruments and equipment required by this Part are the following:

(a) Commission Regulation (EU) No 748/2012 for helicopters registered in the EU; and

(b) Airworthiness requirements of the state of registry for helicopters registered outside the EU.

GM1 SPO.IDE.H.100(b) Instruments and equipment – general

ED Decision 2014/018/R

REQUIRED INSTRUMENTS AND EQUIPMENT THAT DO NOT NEED TO BE APPROVED IN ACCORDANCE WITH THE APPLICABLE AIRWORTHINESS REQUIREMENTS

The functionality of non-installed instruments and equipment required by this Subpart and that do not need an equipment approval, as listed in SPO.IDE.H.100(b), should be checked against recognised industry standards appropriate to the intended purpose. The operator is responsible for ensuring the maintenance of these instruments and equipment.

GM1 SPO.IDE.H.100(c) Instruments and equipment – general

ED Decision 2014/018/R

NOT REQUIRED INSTRUMENTS AND EQUIPMENT THAT DO NOT NEED TO BE APPROVED IN ACCORDANCE WITH THE APPLICABLE AIRWORTHINESS REQUIREMENTS, BUT ARE CARRIED ON A FLIGHT

(a) The provision of this paragraph does not exempt any installed instrument or item of equipment from complying with the applicable airworthiness requirements. In this case, the installation should be approved as required in the applicable airworthiness requirements and should comply with the applicable Certification Specifications.

(b) The failure of additional non-installed instruments or equipment not required by this Part or by the applicable airworthiness requirements or any applicable airspace requirements should not adversely affect the airworthiness and/or the safe operation of the helicopter. Examples may be the following:

(1) portable electronic flight bag (EFB);

(2) portable electronic devices carried by crew members or task specialists; and

(3) non-installed task specialists equipment.

GM1 SPO.IDE.H.100(d) Instruments and equipment – general

ED Decision 2014/018/R

POSITIONING OF INSTRUMENTS

This requirement implies that whenever a single instrument is required in a helicopter operated in a multi-crew environment, the instrument needs to be visible from each flight crew station.

SPO.IDE.H.105 Minimum equipment for flight

Regulation (EU) 2019/1384

A flight shall not be commenced when any of the helicopter's instruments, items of equipment or functions required for the intended flight is inoperative or missing, unless either of the following conditions is fulfilled:

(a) the helicopter is operated in accordance with the minimum equipment list (MEL);

(b) for complex motor-powered helicopters, and for any helicopter used in commercial operations, the operator is approved by the competent authority to operate the helicopter within the constraints of the master minimum equipment list (MMEL) in accordance with point ORO.MLR.105(j) of Annex III;

(c) the helicopter is subject to a permit to fly issued in accordance with the applicable airworthiness requirements.

AMC1 SPO.IDE.H.105 Minimum equipment for flight

ED Decision 2021/005/R

MANAGEMENT OF THE STATUS OF CERTAIN INSTRUMENTS, EQUIPMENT OR FUNCTIONS

The operator should control and retain the status of the instruments, equipment or functions required for the intended operation, that are not controlled for the purpose of continuing airworthiness management.

GM1 SPO.IDE.H.105 Minimum equipment for flight

ED Decision 2021/005/R

MANAGEMENT OF THE STATUS OF CERTAIN INSTRUMENTS, EQUIPMENT OR FUNCTIONS

(a) The operator should define responsibilities and procedures to retain and control the status of instruments, equipment or functions required for the intended operation, that are not controlled for the purpose of continuing airworthiness management.

(b) Examples of such instruments, equipment or functions may be, but are not limited to, equipment related to navigation approvals as FM immunity or certain software versions.

SPO.IDE.H.115 Operating lights

Regulation (EU) No 379/2014

Helicopters operated at night shall be equipped with:

(a) an anti-collision light system;

(b) navigation/position lights;

(c) a landing light;

(d) lighting supplied from the helicopter’s electrical system to provide adequate illumination for all instruments and equipment essential to the safe operation of the helicopter;

(e) lighting supplied from the helicopter’s electrical system to provide illumination in all cabin compartments;

(f) an independent portable light for each crew member station; and

(g) lights to conform with the International Regulations for Preventing Collisions at Sea if the helicopter is amphibious.

AMC1 SPO.IDE.H.115 Operating lights

ED Decision 2014/018/R

LANDING LIGHT

The landing light should be trainable, at least in the vertical plane, or optionally be an additional fixed light or lights positioned to give a wide spread of illumination.

SPO.IDE.H.120 Operations under VFR – flight and navigational instruments and associated equipment

Regulation (EU) 2019/1384

(a) Helicopters operated under VFR by day shall be equipped with a means of measuring and displaying the following:

(1) magnetic heading,

(2) time in hours, minutes and seconds,

(3) barometric altitude,

(4) indicated airspeed, and

(5) slip.

(b) Helicopters operated under VMC overwater and out of sight of the land or under VMC at night, shall be, in addition to (a), equipped with:

(1) a means of measuring and displaying:

(i) attitude,

(ii) vertical speed, and

(iii) stabilised heading;

(2) a means of indicating when the supply of power to the gyroscopic instruments is not adequate; and

(3) for complex motor-powered helicopters, a means of preventing malfunction of the airspeed indicating system required in (a)(4) due to condensation or icing.

(c) Helicopters operated when the visibility is less than 1 500 m, or in conditions where they cannot be maintained in a desired flight path without reference to one or more additional instruments, shall be, in addition to (a) and (b), equipped with a means of preventing malfunction of the airspeed indicating system required in (a)(4) due to condensation or icing.

(d) Whenever two pilots are required for the operation, helicopters shall be equipped with an additional separate means of displaying:

(1) barometric altitude,

(2) indicated airspeed,

(3) slip,

(4) attitude, if applicable,

(5) vertical speed, if applicable, and

(6) stabilised heading, if applicable.

AMC1 SPO.IDE.H.120 & SPO.IDE.H.125 Operations under VFR & operations under IFR – flight and navigational instruments and associated equipment

ED Decision 2014/018/R

INTEGRATED INSTRUMENTS

(a) Individual equipment requirements may be met by combinations of instruments, by integrated flight systems or by a combination of parameters on electronic displays. The information so available to each required pilot should not be less than that required in the applicable operational requirements, and the equivalent safety of the installation should be approved during type certification of the helicopter for the intended type of operation.

(b) The means of measuring and indicating turn and slip, helicopter attitude and stabilised helicopter heading may be met by combinations of instruments or by integrated flight director systems, provided that the safeguards against total failure, inherent in the three separate instruments, are retained.

AMC1 SPO.IDE.H.120(a)(1) & SPO.IDE.H.125(a)(1) Operations under VFR & operations under IFR – flight and navigational instruments and associated equipment

ED Decision 2014/018/R

MEANS OF MEASURING AND DISPLAYING MAGNETIC HEADING

The means of measuring and displaying magnetic direction should be a magnetic compass or equivalent.

AMC1 SPO.IDE.H.120(a)(2) & SPO.IDE.H.125(a)(2) Operations under VFR & operations under IFR – flight and navigational instruments and associated equipment

ED Decision 2014/018/R

MEANS OF MEASURING AND DISPLAYING THE TIME — COMPLEX MOTOR-POWERED AIRCRAFT

An acceptable means of compliance is a clock displaying hours, minutes and seconds, with a sweep-second pointer or digital presentation.

MEANS OF MEASURING AND DISPLAYING THE TIME — OTHER-THAN-COMPLEX MOTOR-POWERED AIRCRAFT

An acceptable means of measuring and displaying the time in hours, minutes and seconds may be a wrist watch capable of the same functions.

AMC1 SPO.IDE.H.120(a)(3) & SPO.IDE.H.125(a)(3) Operations under VFR & operations under IFR – flight and navigational instruments and associated equipment

ED Decision 2014/018/R

CALIBRATION OF THE MEANS OF MEASURING AND DISPLAYING PRESSURE ALTITUDE

The instrument measuring and displaying pressure altitude should be of a sensitive type calibrated in feet (ft), with a sub-scale setting, calibrated in hectopascals/millibars, adjustable for any barometric pressure likely to be set during flight.

AMC1 SPO.IDE.H.120(a)(4) & SPO.IDE.H.125(a)(4) Operations under VFR & operations under IFR – flight and navigational instruments and associated equipment

ED Decision 2015/006/R

CALIBRATION OF THE INSTRUMENT INDICATING AIRSPEED

(a) The instrument indicating airspeed should be calibrated in knots (kt).

(b) In the case of helicopters with an MCTOM below 2 000 kg, calibration in kilometres per hour (kph) or in miles per hour (mph) is acceptable when such units are used in the AFM.

AMC1 SPO.IDE.H.120(a)(5) Operations under VFR – flight and navigational instruments and associated equipment

ED Decision 2014/018/R

SLIP

For other-than complex helicopters the means of measuring and displaying slip may be a slip string for operations under VFR.

AMC1 SPO.IDE.H.120(b)(1)(iii) & SPO.IDE.H.125(a)(8) Operations under VFR & operations under IFR – flight and navigational instruments and associated equipment

ED Decision 2014/018/R

STABILISED HEADING

Stabilised direction should be achieved for VFR flights by a gyroscopic direction indicator, whereas for IFR flights, this should be achieved through a magnetic gyroscopic direction indicator.

AMC1 SPO.IDE.H.120(b)(3) & SPO.IDE.H.125(d) Operations under VFR & operations under IFR – flight and navigational instruments and associated equipment

ED Decision 2014/018/R

MEANS OF PREVENTING MALFUNCTION DUE TO CONDENSATION OR ICING

The means of preventing malfunction due to either condensation or icing of the airspeed indicating system should be a heated pitot tube or equivalent.

AMC1 SPO.IDE.H.120(d) Operations under VFR — flight and navigational instruments and associated equipment

ED Decision 2022/012/R

MULTI-PILOT OPERATIONS

Two pilots should be considered to be required by the operation if multi-pilot operations are required by one of the following:

(a) the AFM;

(b) at night, the operations manual.

GM1 SPO.IDE.H.120(d) Operations under VFR — flight and navigational instruments and associated equipment

ED Decision 2022/012/R

MULTI-PILOT OPERATIONS ON A VOLUNTARY BASIS — HELICOPTERS OPERATED BY DAY UNDER VFR

If the AFM permits single-pilot operations, and the operator decides that the crew composition is more than one pilot for day VFR operations only, then point SPO.IDE.H.120(d) does not apply. Additional displays, including those referred to in SPO.IDE.H.120(d), may be required under point SPO.IDE.H.100(e).

AMC1 SPO.IDE.H.120(d) & SPO.IDE.H.125(c) Operations under VFR & operations under IFR – flight and navigational instruments and associated equipment

ED Decision 2014/018/R

MULTI-PILOT OPERATIONS — DUPLICATE INSTRUMENTS

Duplicate instruments include separate displays for each pilot and separate selectors or other associated equipment where appropriate.

SPO.IDE.H.125 Operations under IFR – flight and navigational instruments and associated equipment

Regulation (EU) 2019/1384

Helicopters operated under IFR shall be equipped with:

(a) a means of measuring and displaying:

(1) magnetic heading,

(2) time in hours, minutes and seconds,

(3) barometric altitude,

(4) indicated airspeed,

(5) vertical speed,

(6) slip,

(7) attitude,

(8) stabilised heading, and

(9) outside air temperature;

(b) a means of indicating when the supply of power to the gyroscopic instruments is not adequate;

(c) whenever two pilots are required for the operation, an additional separate means of displaying:

(1) barometric altitude,

(2) indicated airspeed,

(3) vertical speed,

(4) slip,

(5) attitude, and

(6) stabilised heading;

(d) a means of preventing malfunction of the airspeed indicating system required by (a)(4) and (c)(2) due to condensation or icing;

(e) an additional means of measuring and displaying attitude as a standby instrument; and

(f) the following for complex motor-powered helicopters:

(1) an alternate source of static pressure; and

(2) a chart holder in an easily readable position that can be illuminated for night operations.

GM1 SPO.IDE.H.125(a)(3) Operations under IFR – flight and navigational instruments and associated equipment

ED Decision 2014/018/R

ALTIMETERS

Altimeters with counter drum-pointer or equivalent presentation are considered to be less susceptible to misinterpretation for helicopters operating above 10 000 ft.

AMC1 SPO.IDE.H.125(a)(9) Operations under IFR – flight and navigational instruments and associated equipment

ED Decision 2014/018/R

MEANS OF DISPLAYING OUTSIDE AIR TEMPERATURE

(a) The means of displaying outside air temperature should be calibrated in degrees Celsius.

(b) In the case of helicopters with a maximum certified take-off mass (MCTOM) below 2 000 kg, calibration in degrees Fahrenheit is acceptable, when such unit is used in the AFM.

(c) The means of displaying outside air temperature may be an air temperature indicator that provides indications that are convertible to outside air temperature.

AMC1 SPO.IDE.H.125(c) Operations under IFR — flight and navigational instruments and associated equipment

ED Decision 2022/012/R

MULTI-PILOT OPERATIONS

Two pilots should be considered to be required by the operation if multi-pilot operations are required by one of the following:

(a) the AFM;

(b) the operations manual.

AMC1 SPO.IDE.H.125(f)(2) Operations under IFR – flight and navigational instruments and associated equipment

ED Decision 2014/018/R

CHART HOLDER

An acceptable means of compliance with the chart holder requirement would be to display a pre-composed chart on an electronic flight bag (EFB).

SPO.IDE.H.126 Additional equipment for single-pilot operation under IFR

Regulation (EU) No 379/2014

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

SPO.IDE.H.132 Airborne weather detecting equipment – complex motor-powered helicopters

Regulation (EU) No 379/2014

Helicopters operated under IFR or at night shall be equipped with airborne weather detecting equipment when current weather reports indicate that thunderstorms or other potentially hazardous weather conditions, regarded as detectable with airborne weather detecting equipment, may be expected to exist along the route to be flown.

AMC1 SPO.IDE.H.132 Airborne weather detecting equipment – complex motor-powered helicopters

ED Decision 2014/018/R

GENERAL

The airborne weather detecting equipment should be an airborne weather radar.

SPO.IDE.H.133 Additional equipment for operations in icing conditions at night – complex motor-powered helicopters

Regulation (EU) No 379/2014

(a) Helicopters operated in expected or actual icing conditions at night shall be equipped with a means to illuminate or detect the formation of ice.

(b) The means to illuminate the formation of ice shall not cause glare or reflection that would handicap flight crew members in the performance of their duties.

SPO.IDE.H.135 Flight crew interphone system

Regulation (EU) No 379/2014

Helicopters operated by more than one flight crew member shall be equipped with a flight crew interphone system, including headsets and microphones for use by all flight crew members.

AMC1 SPO.IDE.H.135 Flight crew interphone system

ED Decision 2014/018/R

TYPE OF FLIGHT CREW INTERPHONE

The flight crew interphone system should not be of a handheld type.

SPO.IDE.H.140 Cockpit voice recorder

Regulation (EU) 2015/2338

(a) Helicopters with an MCTOM of more than 7 000 kg and first issued with an individual CofA on or after 1 January 2016 shall be equipped with a CVR.

(b) The CVR shall be capable of retaining data recorded during at least the preceding 2 hours.

(c) The CVR shall record with reference to a timescale:

(1) voice communications transmitted from or received in the flight crew compartment by radio;

(2) flight crew members’ voice communications using the interphone system and the public address system, if installed;

(3) the aural environment of the cockpit, including, without interruption, the audio signals received from each crew microphone; and

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

(d) The CVR shall start automatically to record prior to the helicopter moving under its own power and shall continue to record until the termination of the flight when the helicopter is no longer capable of moving under its own power.

(e) In addition to (d), depending on the availability of electrical power, the CVR shall start to record as early as possible during the cockpit checks prior to engine start at the beginning of the flight until the cockpit checks immediately following engine shutdown at the end of the flight.

(f) If the CVR is not deployable, it shall have a device to assist in locating it under water. By 1 January 2020 at the latest, this device shall have a minimum underwater transmission time of 90 days. If the CVR is deployable, it shall have an automatic emergency locator transmitter.

AMC1 SPO.IDE.H.140 Cockpit voice recorder

ED Decision 2015/021/R

GENERAL

(a) The operational performance requirements for cockpit voice recorders (CVRs) should be those laid down in EUROCAE Document ED-112 (Minimum Operational Performance Specification for Crash Protected Airborne Recorder Systems March 2003, including Amendments No°1 and 2, or any later equivalent standard produced by EUROCAE.

(b) The operational performance requirements for equipment dedicated to the CVR should be those laid down in the European Organisation for Civil Aviation Equipment (EUROCAE) Document ED-56A (Minimum Operational Performance Requirements For Cockpit Voice Recorder Systems) dated December 1993, or EUROCAE Document ED-112 (Minimum Operational Performance Specification for Crash Protected Airborne Recorder Systems) dated March 2003, including Amendments n°1 and n°2, or any later equivalent standard produced by EUROCAE.

SPO.IDE.H.145 Flight data recorder

Regulation (EU) 2015/2338

(a) Helicopters with an MCTOM of more than 3 175 kg and first issued with an individual CofA on or after 1 January 2016 shall be equipped with an FDR that uses a digital method of recording and storing data and for which a method of readily retrieving that data from the storage medium is available.

(b) The FDR shall record the parameters required to determine accurately the helicopter flight path, speed, attitude, engine power, configuration and operation and be capable of retaining data recorded during at least the preceding 10 hours.

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

(d) The FDR shall start automatically to record the data prior to the helicopter being capable of moving under its own power and shall stop automatically after the helicopter is incapable of moving under its own power.

(e) If the FDR is not deployable, it shall have a device to assist in locating it under water. By 1 January 2020 at the latest, this device shall have a minimum underwater transmission time of 90 days. If the FDR is deployable, it shall have an automatic emergency locator transmitter.             

AMC1 SPO.IDE.H.145 Flight data recorder

ED Decision 2016/012/R

OPERATIONAL PERFORMANCE REQUIREMENTS FOR HELICOPTERS HAVING AN MCTOM OF MORE THAN 3 175 KG AND FIRST ISSUED WITH AN INDIVIDUAL CofA ON OR AFTER 1 JANUARY 2016 AND BEFORE 1 JANUARY 2023

(a) The operational performance requirements for flight data recorders (FDRs) should be those laid down in EUROCAE Document ED-112 (Minimum Operational Performance Specification for Crash Protected Airborne Recorder Systems) dated March 2003, including amendments No°1 and No°2, or any later equivalent standard produced by EUROCAE.

(b) The FDR should record, with reference to a timescale, the list of parameters in Table 1 and Table 2, as applicable.

(c) The parameters recorded by the FDR should meet, as far as practicable, the performance specifications (designated ranges, sampling intervals, accuracy limits and minimum resolution in read-out) defined in EUROCAE ED-112, including amendments No°1 and No°2, or any later equivalent standard produced by EUROCAE.

(d) FDR systems for which some recorded parameters do not meet the performance specifications of EUROCAE Document ED-112 may be acceptable to the Agency.

Table 1: FDR parameters — All helicopters

*  The number in the left hand column reflects the serial number depicted in EUROCAE ED-112.

Table 2: FDR parameters — Helicopters for which the data source for the parameter is either used by helicopter systems or is available on the instrument panel for use by the flight crew to operate the helicopter.

*  The number in the left hand column reflects the serial number depicted in EUROCAE ED-112.

AMC2 SPO.IDE.H.145 Flight data recorder

ED Decision 2016/021/R

OPERATIONAL PERFORMANCE REQUIREMENTS FOR HELICOPTERS HAVING AN MCTOM OF MORE THAN 3 175 KG AND FIRST ISSUED WITH AN INDIVIDUAL CofA ON OR AFTER 1 JANUARY 2023

(a) The operational performance requirements for flight data recorders (FDRs) should be those laid down in EUROCAE Document 112A (Minimum Operational Performance Specification for Crash Protected Airborne Recorder Systems) dated September 2013, or any later equivalent standard produced by EUROCAE.

(b) The FDR should, with reference to a timescale, record:

(1) the list of parameters in Table 1 below;

(2) the additional parameters listed in Table 2 below, when the information data source for the parameter is used by helicopter systems or is available on the instrument panel for use by the flight crew to operate the helicopter; and

(3) any dedicated parameters related to novel or unique design or operational characteristics of the helicopter as determined by the Agency.

(c) The parameters to be recorded should meet the performance specifications (range, sampling intervals, accuracy limits and resolution in read-out) as defined in the relevant tables of EUROCAE Document 112A, or any later equivalent standard produced by EUROCAE.

Table 1: FDR — All helicopters

*  The number in the left-hand column reflects the serial numbers depicted in EUROCAE Document 112A.

Table 2: Helicopters for which the data source for the parameter is either used by the helicopter systems or is available on the instrument panel for use by the flight crew to operate the helicopter

*  The number in the left-hand column reflects the serial numbers depicted in EUROCAE Document 112A.

SPO.IDE.H.146 Lightweight flight recorder

Regulation (EU) 2021/1296

(a) Turbine-engined helicopters with an MCTOM of 2 250 kg or more shall be equipped with a flight recorder if all the following conditions are met:

(1) they are not within the scope of point SPO.IDE.H.145(a);

(2) they are used for commercial operations;

(3) they are first issued with an individual CofA on or after 5 September 2022.

(b) The flight recorder shall record, by means of flight data or images, information that is sufficient to determine the flight path and aircraft speed.

(c) The flight recorder shall be capable of retaining the flight data and the images recorded during at least the preceding 5 hours.

(d) The flight recorder shall automatically start to record prior to the helicopter being capable of moving under its own power and shall stop automatically after the helicopter is no longer capable of moving under its own power.

(e) If the flight recorder records images or audio of the flight crew compartment, then a function shall be provided which can be operated by the pilot-in-command and which modifies image and audio recordings made before the operation of that function, so that those recordings cannot be retrieved using normal replay or copying techniques.

AMC1 SPO.IDE.H.146 Lightweight flight recorder

ED Decision 2021/005/R

OPERATIONAL PERFORMANCE REQUIREMENTS

(a) If the flight recorder records flight data, it should record at least the following parameters:

(1) relative time count,

(2) pitch attitude or pitch rate,

(3) roll attitude or roll rate,

(4) heading (magnetic or true) or yaw rate,

(5) latitude,

(6) longitude,

(7) positioning system: estimated error (if available),

(8) pressure altitude or altitude from a positioning system,

(9) time,

(10) ground speed,

(11) positioning system: track (if available),

(12) normal acceleration,

(13) longitudinal acceleration, and

(14) lateral acceleration.

(b) If the flight recorder records images, it should capture views of the main instrument displays at the pilot station, or at both pilot stations when the helicopter is certified for operation with a minimum crew of two pilots. The recorded image quality should allow reading the following indications during most of the flight:

(1) magnetic or true heading,

(2) time (if presented on the front instrument panel),

(3) pressure altitude,

(4) indicated airspeed,

(5) vertical speed,

(6) slip,

(7) OAT,

(8) attitude (if displayed),

(9) stabilised heading (if displayed), and

(10) main rotor speed.

(c) If the flight recorder records a combination of images and flight data, each flight parameter listed in (a) should be recorded as flight data or by means of images.

(d) The flight parameters listed in (a), which are recorded as flight data, should meet the performance specifications (range, sampling intervals, accuracy limits and resolution in read-out) as defined in the relevant table of EUROCAE Document ED-112 ‘Minimum Operational Performance Specification for Crash Protected Airborne Recorder Systems’, dated March 2003, or EUROCAE Document ED-155 ‘Minimum Operational Performance Specification for Lightweight Flight Recording Systems’, dated July 2009, or any later equivalent standard accepted by EASA.

(e) The operational performance requirements for the flight recorder should be those laid down in:

(1) EUROCAE Document ED-155 or any later equivalent standard accepted by EASA for lightweight flight recorders; or

(2) EUROCAE Document ED-112 or any later equivalent standard accepted by EASA for crash-protected flight recorders.

GM1 SPO.IDE.H.146 Lightweight flight recorder

ED Decision 2021/005/R

ADDITIONAL USEFUL INFORMATION

Refer to GM1 SPO.IDE.A.146.

GM1 SPO.IDE.H.146(e) Lightweight flight recorder

ED Decision 2021/005/R

FUNCTION TO MODIFY IMAGE AND AUDIO RECORDINGS

Refer to GM1 SPO.IDE.A.146(e).

GM2 SPO.IDE.H.146 Lightweight flight recorder

ED Decision 2021/005/R

INSTALLATION OF CAMERAS

Refer to GM2 SPO.IDE.A.146.

GM3 SPO.IDE.H.146 Lightweight flight recorder

ED Decision 2021/005/R

RECORDING ACCURACY OF ATTITUDE RATE PARAMETERS

Refer to GM3 SPO.IDE.A.146.

SPO.IDE.H.150 Data link recording

Regulation (EU) 2015/2338

(a) Helicopters first issued with an individual CofA on or after 1 January 2016 that have the capability to operate data link communications and are required to be equipped with a CVR shall record on a recorder, where applicable:

(1) data link communication messages related to ATS communications to and from the helicopter, including messages applying to the following applications:

(i) data link initiation;

(ii) controller-pilot communication;

(iii) addressed surveillance;

(iv) flight information;

(v) as far as is practicable, given the architecture of the system, aircraft broadcast surveillance;

(vi) as far as is practicable, given the architecture of the system, aircraft operational control data; and

(vii) as far as is practicable, given the architecture of the system, graphics;

(2) information that enables correlation to any associated records related to data link communications and stored separately from the helicopter; and

(3) information on the time and priority of data link communications messages, taking into account the system’s architecture.

(b) The recorder shall use a digital method of recording and storing data and information and a method for readily retrieving that data. The recording method shall allow the data to match the data recorded on the ground.

(c) The recorder shall be capable of retaining data recorded for at least the same duration as set out for CVRs in SPO.IDE.H.140.

(d) If the recorder is not deployable, it shall have a device to assist in locating it under water. By 1 January 2020 at the latest, this device shall have a minimum underwater transmission time of 90 days. If the recorder is deployable, it shall have an automatic emergency locator transmitter.

(e) The requirements applicable to the start and stop logic of the recorder are the same as the requirements applicable to the start and stop logic of the CVR contained in SPO.IDE.H.140(d) and (e).

AMC1 SPO.IDE.H.150 Data link recording

ED Decision 2014/018/R

GENERAL

(a) As a means of compliance with SPO.IDE.H.150, the recorder on which the data link messages are recorded should be:

(1) the CVR;

(2) the FDR;

(3) a combination recorder when SPO.IDE.H.155 is applicable; or

(4) a dedicated flight recorder. In such case, the operational performance requirements for this recorder should be those laid down in EUROCAE Document ED-112 (Minimum Operational Performance Specification for Crash Protected Airborne Recorder Systems), dated March 2003, including amendments No°1 and No°2, or any later equivalent standard produced by EUROCAE.

(b) As a means of compliance with SPO.IDE.H.150(a)(2), the operator should enable correlation by providing information that allows an accident investigator to understand what data was provided to the aircraft and, when the provider identification is contained in the message, by which provider.

(c) The timing information associated with the data link communications messages required to be recorded by SPO.IDE.H.150(a)(3) should be capable of being determined from the airborne-based recordings. This timing information should include at least the following:

(1) the time each message was generated;

(2) the time any message was available to be displayed by the flight crew;

(3) the time each message was actually displayed or recalled from a queue; and

(4) the time of each status change.

(d) The message priority should be recorded when it is defined by the protocol of the data link communication message being recorded.

(e) The expression ‘taking into account the system’s architecture’, in SPO.IDE.H.150(a)(3), means that the recording of the specified information may be omitted if the existing source systems involved would require a major upgrade. The following should be considered:

(1) the extent of the modification required;

(2) the down-time period; and

(3) equipment software development.

(f) Data link communications messages that support the applications in Table 1 should be recorded.

(g) Further details on the recording requirements can be found in the recording requirement matrix in Appendix D.2 of EUROCAE Document ED-93 (Minimum Aviation System Performance Specification for CNS/ATM Recorder Systems), dated November 1998.

Table 1: Data link recording

GM1 SPO.IDE.H.150 Data link recording

ED Decision 2019/019/R

GENERAL

(a) The letters and expressions in Table 1 of AMC1 SPO.IDE.H.150 have the following meaning:

(1) C:  complete contents recorded.

(2) M:  information that enables correlation with any associated records stored separately from the helicopter.

(3) *:  applications that are to be recorded only as far as is practicable, given the architecture of the system.

(4) F1:  graphics applications may be considered as AOC messages when they are part of a data link communications application service run on an individual basis by the operator itself in the framework of the operational control.

(5) F2:  where parametric data sent by the helicopter, such as Mode S, is reported within the message, it should be recorded unless data from the same source is recorded on the FDR.

(b) The definitions of the applications type in Table 1 of AMC1 SPO.IDE.H.150 are described in Table 1 below.

Table 1: Definitions of the applications type

AAC  aeronautical administrative communications

ADS-B  automatic dependent surveillance — broadcast

ADS-C   automatic dependent surveillance — contract

AFN  aircraft flight notification

AOC  aeronautical operational control

ATIS  automatic terminal information service

ATSC  air traffic service communication

CAP  controller access parameters

CPDLC  controller pilot data link communications

CM  configuration/context management

D-ATIS  digital ATIS

D-FIS  data link flight information service

D-METAR data link meteorological airport report

DCL  departure clearance

FANS  Future Air Navigation System

FLIPCY  flight plan consistency

OCL  oceanic clearance

SAP  system access parameters

TWIP  terminal weather information for pilots

GM1 SPO.IDE.H.150(a) Data link recording

ED Decision 2015/030/R

APPLICABILITY OF THE DATA LINK RECORDING REQUIREMENT

(a) If it is certain that the helicopter cannot use data link communication messages for ATS communications corresponding to any application designated by SPO.IDE.H.150(a)(1), then the data link recording requirement does not apply.

(b) Examples where the helicopter cannot use data link communication messages for ATS communications include but are not limited to the cases where:

(1) the helicopter data link communication capability is disabled permanently and in a way that it cannot be enabled again during the flight;

(2) data link communications are not used to support air traffic service (ATS) in the area of operation of the helicopter; and

(3) the helicopter data link communication equipment cannot communicate with the equipment used by ATS in the area of operation of the helicopter.

SPO.IDE.H.155 Flight data and cockpit voice combination recorder

Regulation (EU) No 379/2014

Compliance with CVR and FDR requirements may be achieved by one flight data and cockpit voice combination recorder.

GM1 SPO.IDE.H.155 Flight data and cockpit voice combination recorder

ED Decision 2014/018/R

COMBINATION RECORDERS

(a) A flight data and cockpit voice combination recorder is a flight recorder that records:

(1) all voice communications and the aural environment required by SPO.IDE.H.140; and

(2) all parameters and specifications required by SPO.IDE.H.145,

with the same specifications required by SPO.IDE.H.140 and SPO.IDE.H.145.

(b) In addition, a flight data and cockpit voice combination recorder may record data link communication messages and related information required by SPO.IDE.H.150.

SPO.IDE.H.160 Seats, seat safety belts and restraint systems

Regulation (EU) No 379/2014

(a) Helicopters shall be equipped with:

(1) a seat or station for each crew member or task specialist on board;

(2) a seat belt on each seat, and restraint devices for each station;

(3) for helicopters first issued with an individual CofA after 31 December 2012, a seat belt with an upper torso restraint system for each seat; and

(4) a seat belt with upper torso restraint system incorporating a device that will automatically restrain the occupant’s torso in the event of rapid deceleration on each flight crew seat.

(b) A seat belt with upper torso restraint system shall have a single point release.

AMC2 SPO.IDE.H.160 Seats, seat safety belts and restraint systems

ED Decision 2014/018/R

UPPER TORSO RESTRAINT SYSTEM

The following systems are deemed to be compliant with the requirement for an upper torso restraint system:

(a) For other-than complex helicopters, a seat belt with a diagonal shoulder strap;

(b) For all helicopters, a restraint system having a seat belt and two shoulder straps that may be used independently.

(c) For all helicopters, a restraint system having a seat belt, two shoulder straps and additional straps that may be used independently.

SEAT BELT

A seat belt with a diagonal shoulder strap (three anchorage points) is deemed to be compliant with the requirement for a seat belt (two anchorage points).

SPO.IDE.H.165 First-aid kit

Regulation (EU) No 379/2014

(a) Helicopters shall be equipped with a first-aid kit.

(b) The first-aid kit shall be:

(1) readily accessible for use; and

(2) kept up-to-date.

AMC1 SPO.IDE.H.165 First-aid kit

ED Decision 2021/005/R

CONTENT OF FIRST-AID KITS — OTHER-THAN COMPLEX MOTOR-POWERED HELICOPTERS

(a) First-aid kits should be equipped with appropriate and sufficient medications and instrumentation. However, these kits should be supplemented by the operator according to the characteristics of the operation (scope of operation, flight duration, number and demographics of persons on board, etc.).

(b) The following should be included in the FAKs:

(1) bandages (assorted sizes, including a triangular bandage),

(2) burns dressings (large and small),

(3) wound dressings (large and small),

(4) adhesive dressings (assorted sizes),

(5) antiseptic wound cleaner,

(6) safety scissors,

(7) disposable gloves,

(8)  disposable resuscitation aid, and

(9) surgical masks.

AMC2 SPO.IDE.H.165 First-aid kit

ED Decision 2021/005/R

CONTENT OF FIRST-AID KITS — COMPLEX MOTOR-POWERED HELICOPTERS

(a) First-aid kits should be equipped with appropriate and sufficient medications and instrumentation. However, these kits should be supplemented by the operator according to the characteristics of the operation (scope of operation, flight duration, number and demographics of persons on board, etc.).

(b) The following should be included in the FAKs:

(1) Equipment

(i) bandages (assorted sizes, including a triangular bandage);

(ii)  burns dressings (unspecified);

(iii)  wound dressings (large and small);

(iv)  adhesive dressings (assorted sizes);

(v)  adhesive tape;

(vi)  adhesive wound closures;

(vii)  safety pins;

(viii)  safety scissors;

(ix)  antiseptic wound cleaner;

(x)  disposable resuscitation aid;

(xi)  disposable gloves;

(xii) tweezers: splinter;

(xiii) thermometers (non-mercury); and

(xiv) surgical masks.

(2) Medications

(i) simple analgesic;

(ii) antiemetic — non-injectable;

(iii)  nasal decongestant;

(iv)  gastrointestinal antacid, in the case of helicopters carrying more than nine persons;

(v)  anti-diarrhoeal medication in the case of helicopters carrying more than nine persons; and

(vi)  antihistamine.

(3) Other content. The operator should make available instructions either in a paper-based or an electronic format. If an electronic format is available, then all instructions should be kept on the same device. If a paper format is used, then the instructions should be kept in the same kit with the applicable equipment and medication. The instructions should include, as a minimum, the following:

(i) a list of contents in at least two languages (English and one other). This should include information on the effects and side effects of medications carried;

(ii) first-aid handbook, current edition;

(iii) Basic life support instructions cards (summarising and depicting the current algorithm for basic life support);

(iv) medical incident report form;

(v) biohazard disposal bags.; and

(vi) bag-valve masks for adults.

(4) Additional equipment. The operators should carry additional equipment based on an assessment that considers the specificities and the nature of their specialised operations:

(i) automated external defibrillator (AED);

(ii) suitable airway management device (e.g. supraglottic airway devices, oropharyngeal and nasopharyngeal airways); and

(iii) eye irrigator.

AMC3 SPO.IDE.H.165 First-aid kit

ED Decision 2014/018/R

MAINTENANCE OF FIRST-AID KIT

To be kept up to date, the first-aid kit should be:

(a) inspected periodically to confirm, to the extent possible, that contents are maintained in the condition necessary for their intended use;

(b) replenished at regular intervals, in accordance with instructions contained on their labels, or as circumstances warrant; and

(c) replenished after use in-flight at the first opportunity where replacement items are available.

GM1 SPO.IDE.H.165 First-aid kit

ED Decision 2021/005/R

LOCATION AND USE

The location of the first-aid kit is normally indicated using internationally recognisable signs.

The first-aid kit ‘should be readily accessible for use’ in helicopter operations should be understood as the first-aid kit being either accessible in flight or immediately after landing.

In some operations it is not practicable to use the first-aid kit during flight. Therefore, the first-aid kit can be carried in the cargo compartment, where it will be easily accessible for use as soon as the aircraft has landed, when the following conditions are met:

(a) precautionary landing sites are available;

(b) the lack of cabin space is such that movement or use of the first-aid kit is impaired; and

(c) the installation of the first-aid kit in the cabin is not practicable.

GM2 SPO.IDE.H.165 First-aid kit

ED Decision 2021/005/R

STORAGE

As a best practice and wherever practicable, the emergency medical equipment listed under AMC2 SPO.IDE.H.165 should be kept close together.

GM3 SPO.IDE.H.165 First-aid kit

ED Decision 2021/005/R

CONTENT OF FIRST-AID KITS

The operator may supplement first-aid kits according to the characteristics of the operation based on a risk assessment. The assessment does not require an approval by the competent authority.

GM4 SPO.IDE.H.165 First-aid kit

ED Decision 2021/005/R

LITHIUM BATTERIES

Risks related to the presence of lithium batteries should be assessed. All equipment powered by lithium batteries carried on an aeroplane should comply with the provisions of AMC1 CAT.GEN.MPA.140(f) including applicable technical standards such as (E)TSO-C142.

SPO.IDE.H.175 Supplemental oxygen – non-pressurised helicopters

Regulation (EU) No 379/2014

(a) Non-pressurised helicopters operated at flight altitudes when the oxygen supply is required in accordance with (b) shall be equipped with oxygen storage and dispensing apparatus capable of storing and dispensing the required oxygen supplies.

(b) Non-pressurised helicopters operated above flight altitudes at which the pressure altitude in the cabin compartments is above 10 000 ft shall carry enough breathing oxygen to supply:

(1) all crew members for any period in excess of 30 minutes when the pressure altitude in the cabin compartment will be between 10 000 ft and 13 000 ft; and

(2) all crew members and task specialists for any period that the pressure altitude in the cabin compartment will be above 13 000 ft.

(c) Notwithstanding (b), excursions of a specified duration between 13 000 ft and 16 000 ft may be undertaken without oxygen supplies, -in accordance with SPO.OP.195(b).

AMC1 SPO.IDE.H.175 Supplemental oxygen – non-pressurised helicopters

ED Decision 2014/018/R

DETERMINATION OF OXYGEN

The amount of oxygen should be determined on the basis of cabin pressure altitude and flight duration, consistent with the operating procedures, including emergency, procedures, established for each operation and the routes to be flown as specified in the AFM.

SPO.IDE.H.180 Hand fire extinguishers

Regulation (EU) No 379/2014

(a) Helicopters, except ELA2 helicopters, shall be equipped with at least one hand fire extinguisher:

(1) in the flight crew compartment; and

(2) in each cabin compartment that is separate from the flight crew compartment, except if the compartment is readily accessible to the flight crew.

(b) The type and quantity of extinguishing agent for the required fire extinguishers shall be suitable for the type of fire likely to occur in the compartment where the extinguisher is intended to be used and to minimise the hazard of toxic gas concentration in compartments occupied by persons.

AMC1 SPO.IDE.H.180 Hand fire extinguishers

ED Decision 2014/018/R

NUMBER, LOCATION AND TYPE

(a) The number and location of hand fire extinguishers should be such as to provide adequate availability for use, account being taken of the number and size of the cabin compartments, the need to minimise the hazard of toxic gas concentrations and the location of toilets, galleys, etc. These considerations may result in the number of fire extinguishers being greater than the minimum required.

(b) There should be at least one hand fire extinguisher installed in the flight crew compartment and this should be suitable for fighting both flammable fluid and electrical equipment fires. Additional hand fire extinguishers may be required for the protection of other compartments accessible to the flight crew or task specialist in flight. Dry chemical fire extinguishers should not be used in the flight crew compartment, or in any compartment not separated by a partition from the flight crew compartment, because of the adverse effect on vision during discharge and, if conductive, interference with electrical contacts by the chemical residues.

(c) Where only one hand fire extinguisher is required in the cabin compartments, it should be located near the task specialist’s station, where provided.

(d) Where two or more hand fire extinguishers are required in the cabin compartments and their location is not otherwise dictated by consideration of (a), an extinguisher should be located near each end of the cabin with the remainder distributed throughout the cabin as evenly as is practicable.

(e) Unless an extinguisher is clearly visible, its location should be indicated by a placard or sign. Appropriate symbols may also be used to supplement such a placard or sign.

SPO.IDE.H.185 Marking of break-in points

Regulation (EU) No 379/2014

If areas of the helicopter’s fuselage suitable for break-in by rescue crews in an emergency are marked, such areas shall be marked as shown in Figure 1.

Figure 1

Marking of break-in points

AMC1 SPO.IDE.H.185 Marking of break-in points

ED Decision 2014/018/R

COLOUR AND CORNERS’ MARKING

(a) The colour of the markings should be red or yellow and, if necessary, should be outlined in white to contrast with the background.

(b) If the corner markings are more than 2 m apart, intermediate lines 9 cm x 3 cm should be inserted so that there is no more than 2 m between adjacent markings.

SPO.IDE.H.190 Emergency locator transmitter (ELT)

Regulation (EU) 2023/1020

(a) Helicopters certified for a maximum seating configuration above six shall be equipped with:

(1) an automatic ELT; and

(2) one survival ELT (ELT(S)) in a life-raft or life-jacket when the helicopter is operated at a distance from land corresponding to more than 3 minutes flying time at normal cruising speed.

(b) Helicopters certified for a maximum seating configuration of six or less shall be equipped with an ELT(S) or a personal locator beacon (PLB), carried by a crew member or a task specialist, or with an automatic ELT.

(c) ELTs of any type and PLBs shall be capable of transmitting simultaneously on 121,5 MHz and 406 MHz.

AMC1 SPO.IDE.H.190 Emergency locator transmitter (ELT)

ED Decision 2014/018/R

BATTERIES

(a) All batteries used in ELTs or PLBs should be replaced (or recharged if the battery is rechargeable) when the equipment has been in use for more than 1 cumulative hour or in the following cases:

(1) Batteries specifically designed for use in ELTs and having an airworthiness release certificate (EASA Form 1 or equivalent) should be replaced (or recharged, if the battery is rechargeable) before the end of their useful life in accordance with the maintenance instructions applicable to the ELT.

(2) Standard batteries manufactured in accordance with an industry standard and not having an airworthiness release certificate (EASA Form 1 or equivalent), when used in ELTs should be replaced (or recharged if the battery is rechargeable) when 50 % of their useful life (or for rechargeable, 50 % of their useful life of charge), as established by the battery manufacturer, has expired.

(3) All batteries used in PLBs should be replaced (or recharged, if the battery is rechargeable) when 50 % of their useful life (or for rechargeable 50 % of their useful life of charge), as established by the battery manufacturer, has expired.

(4) The battery useful life (or useful life of charge) criteria in (1),(2) and (3) do not apply to batteries (such as water-activated batteries) that are essentially unaffected during probable storage intervals.

(b) The new expiry date for a replaced (or recharged) battery should be legibly marked on the outside of the equipment.

AMC2 SPO.IDE.H.190 Emergency locator transmitter (ELT)

ED Decision 2021/008/R

TYPES OF ELTs AND GENERAL TECHNICAL SPECIFICATIONS

(a) The ELT required by this provision should be one of the following:

(1) Automatic fixed (ELT(AF)). An automatically activated ELT that is permanently attached to an aircraft and is designed to aid SAR teams in locating the crash site.

(2) Automatic portable (ELT(AP)). An automatically activated ELT that is rigidly attached to an aircraft before a crash, but is readily removable from the aircraft after a crash. It functions as an ELT during the crash sequence. If the ELT does not employ an integral antenna, the aircraft-mounted antenna may be disconnected and an auxiliary antenna (stored on the ELT case) attached to the ELT. The ELT can be tethered to a survivor or a life-raft. This type of ELT is intended to aid SAR teams in locating the crash site or survivor(s).

(3) Automatic deployable (ELT(AD)). An ELT that is rigidly attached to the aircraft before the crash and that is automatically deployed and activated by an impact, and, in some cases, also by water sensors. This type of ELT should float in water and is intended to aid SAR teams in locating the crash site. The ELT(AD) may be either a stand-alone beacon or an inseparable part of a deployable recorder.

(4) Survival ELT (ELT(S)). An ELT that is removable from an aircraft, stowed so as to facilitate its ready use in an emergency, and manually activated by a survivor. An ELT(S) may be activated manually or automatically (e.g. by water activation). It should be designed to be tethered to a life-raft or a survivor. A water-activated ELT(S) is not an ELT(AP).

(b) To minimise the possibility of damage in the event of crash impact, the automatic ELT should be rigidly fixed to the aircraft structure, as far aft as is practicable, with its antenna and connections arranged so as to maximise the probability of the signal being transmitted after a crash.

(c) Any ELT carried should operate in accordance with the relevant provisions of ICAO Annex 10, Volume III and should be registered with the national agency responsible for initiating search and rescue or other nominated agency.

AMC3 SPO.IDE.H.190 Emergency locator transmitter (ELT)

ED Decision 2014/018/R

PLB TECHNICAL SPECIFICATIONS

(a) A personal locator beacon (PLB) should have a built-in GNSS receiver with a cosmicheskaya sistyema poiska avariynich sudov — search and rescue satellite-aided tracking (COSPAS-SARSAT) type approval number. However, devices with a COSPAS-SARSAT with a number belonging to series 700 are excluded as this series of numbers identifies the special-use beacons not meeting all the technical requirements and all the tests specified by COSPAS-SARSAT.

(b) Any PLB carried should be registered with the national agency responsible for initiating search and rescue or other nominated agency.

AMC4 SPO.IDE.H.190 Emergency locator transmitter (ELT)

ED Decision 2014/018/R

BRIEFING ON PLB USE

When a PLB is carried by a task specialist, he/she should be briefed on its characteristics and use by the pilot-in-command before the flight.

GM1 SPO.IDE.H.190 Emergency locator transmitter (ELT)

ED Decision 2021/008/R

TERMINOLOGY

GM1 CAT.IDE.H.280 contains explanations of terms used in point SPO.IDE.H.190 and in the related AMC.

GM2 SPO.IDE.H.190 Emergency locator transmitter (ELT)

ED Decision 2014/018/R

MAXIMUM CERTIFIED SEATING CONFIGURATION

The maximum certified seating configuration does not include flight crew seats.

GM3 SPO.IDE.H.190 Emergency locator transmitter (ELT)

ED Decision 2021/008/R

ADDITIONAL GUIDANCE

The guidance provided in GM2 CAT.IDE.H.280 is applicable to point SPO.IDE.H.190.

SPO.IDE.H.195 Flight over water – other-than complex motor-powered helicopters

Regulation (EU) 2015/140

(a) Helicopters shall be equipped with a life-jacket for each person on board, that shall be worn or stowed in a position that is readily accessible from the seat or station of the person for whose use it is provided, when:

(1) flying over water beyond autorotational distance from the land where in case of the critical engine failure, the helicopter is not able to sustain level flight; or

(2) flying over water at a distance of land corresponding to more than 10 minutes flying at normal cruising speed, where in case of the critical engine failure, the helicopter is able to sustain level flight; or

(3) taking off or landing at an aerodrome/operating site where the take-off or approach path is over water.

(b) Each life-jacket shall be equipped with a means of electric illumination for the purpose of facilitating the location of persons.

(c) The pilot-in-command of a helicopter operated on a flight over water at a distance from land corresponding to more than 30 minutes flying time at normal cruising speed or 50 NM, whichever is less, shall determine the risks to survival of the occupants of the helicopter in the event of a ditching, based on which he/she shall determine the carriage of:

(1) equipment for making the distress signals;

(2) life-rafts in sufficient numbers to carry all persons on board, stowed so as to facilitate their ready use in emergency; and

(3) life-saving equipment to provide the means of sustaining life, as appropriate to the flight to be undertaken.

(d) The pilot-in-command shall determine the risks to survival of the occupants of the helicopter in the event of a ditching, when deciding if the life-jackets required in (a) shall be worn by all occupants.

AMC1 SPO.IDE.H.195 Flight over water – other-than complex motor-powered helicopters

ED Decision 2014/018/R

ACCESSIBILITY OF LIFE-JACKETS

The life-jacket, if not worn, should be accessible from the seat or station of the person for whose use it is provided, with a safety belt or a restraint system fastened.

MEANS OF ILLUMINATION FOR LIFE-JACKETS

The means of electric illumination should be a survivor locator light as defined in the applicable ETSO issued by the Agency or equivalent.

RISK ASSESSMENT

(a) When conducting the risk assessment, the pilot-in-command should base his/her decision, as far as is practicable, on the Implementing Rules and AMCs applicable to the operation of the helicopter.

(b) The pilot-in-command should, for determining the risk, take the following operating environment and conditions into account:

(1) sea state;

(2) sea and air temperatures;

(3) the distance from land suitable for making an emergency landing; and

(4) the availability of search and rescue facilities.

GM1 SPO.IDE.H.195 Flight over water – other-than complex motor-powered helicopters

ED Decision 2014/018/R

SEAT CUSHIONS

Seat cushions are not considered to be flotation devices.

SPO.IDE.H.197 Life-jackets – complex motor-powered helicopters

Regulation (EU) No 379/2014

(a) Helicopters shall be equipped with a life-jacket for each person on board, that shall be worn or stowed in a position that is readily accessible from the seat or station of the person for whose use it is provided, when:

(1) operated on a flight over water at a distance from land corresponding to more than 10 minutes flying time at normal cruising speed, where in the case of the critical engine failure, the helicopter is able to sustain level flight;

(2) operated on a flight over water beyond auto-rotational distance from the land, where in the case of the critical engine failure, the helicopter is not able to sustain level flight; or

(3) taking off or landing at an aerodrome or operating site where the take-off or approach path is so disposed over water that in the event of a mishap there would be the likelihood of a ditching.

(b) Each life-jacket shall be equipped with a means of electric illumination for the purpose of facilitating the location of persons.

AMC1 SPO.IDE.H.197 Life-jackets – complex motor-powered helicopters

ED Decision 2014/018/R

ACCESSIBILITY OF LIFE-JACKETS

The life-jacket, if not worn, should be accessible from the seat or station of the person for whose use it is provided, with a safety belt or a restraint system fastened.

MEANS OF ILLUMINATION FOR LIFE-JACKETS

The means of electric illumination should be a survivor locator light as defined in the applicable ETSO issued by the Agency or equivalent.

GM1 SPO.IDE.H.197 Life-jackets – complex motor-powered helicopters

ED Decision 2014/018/R

SEAT CUSHIONS

Seat cushions are not considered to be flotation devices.

SPO.IDE.H.198 Survival suits – complex motor-powered helicopters

Regulation (EU) 2016/1199

Each person on board shall wear a survival suit when so determined by the pilot-in-command based on a risk assessment taking into account the following conditions:

(a) flights over water beyond autorotational distance or safe forced-landing distance from land, where, in the case of a critical engine failure, the helicopter is not able to sustain level flight; and

(b) the weather report or forecasts available to the pilot-in-command indicate that the sea temperature will be less than plus 10 °C during the flight.

GM1 SPO.IDE.H.198 Survival suits – complex motor-powered helicopters

ED Decision 2014/018/R

ESTIMATING SURVIVAL TIME

(a) Introduction

(1) A person accidentally immersed in cold seas (typically offshore Northern Europe) will have a better chance of survival if he/she is wearing an effective survival suit in addition to a life-jacket. By wearing the survival suit, he/she can slow down the rate which his/her body temperature falls and, consequently, protect himself/herself from the greater risk of drowning brought about by incapacitation due to hypothermia.

(2) The complete survival suit system – suit, life-jacket and clothes worn under the suit – should be able to keep the wearer alive long enough for the rescue services to find and recover him/her. In practice the limit is about 3 hours. If a group of persons in the water cannot be rescued within this time they are likely to have become so scattered and separated that location will be extremely difficult, especially in the rough water typical of Northern European sea areas. If it is expected that in water protection could be required for periods greater than 3 hours, improvements should, rather, be sought in the search and rescue procedures than in the immersion suit protection.

(b) Survival times

(1) The aim should be to ensure that a person in the water can survive long enough to be rescued, i.e. the survival time should be greater than the likely rescue time. The factors affecting both times are shown in Figure 1. The figure emphasises that survival time is influenced by many factors, physical and human. Some of the factors are relevant to survival in cold water and some are relevant in water at any temperature.

Figure 1: The survival equation

(2) Broad estimates of likely survival times for the thin individual offshore are given in Table 1 below. As survival time is significantly affected by the prevailing weather conditions at the time of immersion, the Beaufort wind scale has been used as an indicator of these surface conditions.

Table 1: Timescale within which the most vulnerable individuals are likely to succumb to the prevailing conditions.

(3) Consideration should also be given to escaping from the helicopter itself should it submerge or invert in the water. In this case escape time is limited to the length of time the occupants can hold their breath. The breath holding time can be greatly reduced by the effect of cold shock. Cold shock is caused by the sudden drop in skin temperature on immersion, and is characterised by a gasp reflex and uncontrolled breathing. The urge to breath rapidly becomes overwhelming and, if still submerged, the individual will inhale water resulting in drowning. Delaying the onset of cold shock by wearing an immersion suit will extend the available escape time from a submerged helicopter.

(4) The effects of water leakage and hydrostatic compression on the insulation quality of clothing are well recognised. In a nominally dry system the insulation is provided by still air trapped within the clothing fibres and between the layers of suit and clothes. It has been observed that many systems lose some of their insulating capacity either because the clothes under the 'waterproof' survival suit get wet to some extent or because of hydrostatic compression of the whole assembly. As a result of water leakage and compression, survival times will be shortened. The wearing of warm clothing under the suit is recommended.

(5) Whatever type of survival suit and other clothing is provided, it should not be forgotten that significant heat loss can occur from the head.

SPO.IDE.H.199 Life-rafts, survival ELTs and survival equipment on extended overwater flights – complex motor-powered helicopters

Regulation (EU) No 379/2014

Helicopters operated:

(a) on a flight over water at a distance from land corresponding to more than 10 minutes flying time at normal cruising speed where in the case of the critical engine failure, the helicopter is able to sustain level flight; or

(b) on a flight over water at a distance corresponding to more than 3 minutes flying time at normal cruising speed, where in the case of the critical engine failure, the helicopter is not able to sustain level flight, and if so determined by the pilot-in-command by means of a risk assessment, shall be equipped with:

(1) at least one life-raft with a rated capacity of not less than the maximum number of persons on board, stowed so as to facilitate their ready use in emergency;

(2) at least one survival ELT (ELT(S)) for each required life-raft; and

(3) life-saving equipment, including means of sustaining life, as appropriate to the flight to be undertaken.

AMC1 SPO.IDE.H.199 Life-rafts, survival ELTs and survival equipment on extended overwater flights – complex motor-powered helicopters

ED Decision 2014/018/R

LIFE–RAFTS AND EQUIPMENT FOR MAKING DISTRESS SIGNALS

(a) Each required life-raft should conform to the following specifications:

(1) be of an approved design and stowed so as to facilitate their ready use in an emergency;

(2) be radar conspicuous to standard airborne radar equipment;

(3) when carrying more than one life-raft on board, at least 50 % of the rafts should be able to be deployed by the crew while seated at their normal station, where necessary by remote control; and

(4) life-rafts that are not deployable by remote control or by the crew should be of such weight as to permit handling by one person. 40 kg should be considered a maximum weight.

(b) Each required life-raft should contain at least the following:

(1) one approved survivor locator light;

(2) one approved visual signalling device;

(3) one canopy (for use as a sail, sunshade or rain catcher) or other mean to protect occupants from the elements;

(4) one radar reflector;

(5) one 20 m retaining line designed to hold the life-raft near the helicopter but to release it if the helicopter becomes totally submerged;

(6) one sea anchor; and

(7) one survival kit, appropriately equipped for the route to be flown, which should contain at least the following:

(i) one life-raft repair kit;

(ii) one bailing bucket;

(iii) one signalling mirror;

(iv) one police whistle;

(v) one buoyant raft knife;

(vi) one supplementary means of inflation;

(vii) sea sickness tablets;

(viii) one first-aid kit;

(ix) one portable means of illumination;

(x) 500 ml of pure water and one sea water desalting kit; and

(xi) one comprehensive illustrated survival booklet in an appropriate language.

SPO.IDE.H.200 Survival equipment

Regulation (EU) No 379/2014

Helicopters operated over areas in which search and rescue would be especially difficult shall be equipped with:

(a) signalling equipment to make distress signals;

(b) at least one survival ELT (ELT(S)); and

(c) additional survival equipment for the route to be flown taking account of the number of persons on board.

AMC1 SPO.IDE.H.200 Survival equipment

ED Decision 2014/018/R

ADDITIONAL SURVIVAL EQUIPMENT

(a) The following additional survival equipment should be carried when required:

(1) 500 ml of water for each four, or fraction of four, persons on board;

(2) one knife;

(3) first-aid equipment; and

(4) one set of air/ground codes.

(b) In addition, when polar conditions are expected, the following should be carried:

(1) a means of melting snow;

(2) one snow shovel and one ice saw;

(3) sleeping bags for use by 1/3 of all persons on board and space blankets for the remainder or space blankets for all persons on board; and

(4) one arctic/polar suit for each crew member.

(c) If any item of equipment contained in the above list is already carried on board the aircraft in accordance with another requirement, there is no need for this to be duplicated.

AMC1 SPO.IDE.H.200(b) Survival equipment

ED Decision 2014/018/R

SURVIVAL ELT

An ELT(AP) may be used to replace one required ELT(S) provided that it meets the ELT(S) requirements. A water-activated ELT(S) is not an ELT(AP).

GM1 SPO.IDE.H.200 Survival equipment

ED Decision 2014/018/R

SIGNALLING EQUIPMENT

The signalling equipment for making distress signals is described in ICAO Annex 2, Rules of the Air.

GM2 SPO.IDE.H.200 Survival equipment

ED Decision 2014/018/R

AREAS IN WHICH SEARCH AND RESCUE WOULD BE ESPECIALLY DIFFICULT

The expression ‘areas in which search and rescue would be especially difficult’ should be interpreted, in this context, as meaning:

(a) areas so designated by the authority responsible for managing search and rescue; or

(b) areas that are largely uninhabited and where:

(1) the authority referred to in (a) has not published any information to confirm whether search and rescue would be or would not be especially difficult; and

(2) the authority referred to in (a) does not, as a matter of policy, designate areas as being especially difficult for search and rescue.

SPO.IDE.H.202 Helicopters certified for operating on water – miscellaneous equipment

Regulation (EU) No 379/2014

Helicopters certified for operating on water shall be equipped with:

(a) a sea anchor and other equipment necessary to facilitate mooring, anchoring or manoeuvring the helicopter on water, appropriate to its size, weight and handling characteristics; and

(b) equipment for making the sound signals prescribed in the International Regulations for Preventing Collisions at Sea, where applicable.

GM1 SPO.IDE.H.202 Helicopters certificated for operating on water – miscellaneous equipment

ED Decision 2014/018/R

INTERNATIONAL REGULATIONS FOR PREVENTING COLLISIONS AT SEA

International Regulations for Preventing Collisions at Sea are those that were published by the International Maritime Organisation (IMO) in 1972.

SPO.IDE.H.203 All helicopters on flights over water – ditching

Regulation (EU) 2015/140

Complex motor-powered helicopters operated on a flight over water in a hostile environment at a distance from land corresponding to more than 10 minutes' flying time at normal cruising speed and other-than complex motor-powered helicopters flying over water in a hostile environment beyond a distance of 50 NM from land shall be:

(a) designed for landing on water in accordance with the relevant airworthiness code;

(b) certified for ditching in accordance with the relevant airworthiness code; or

(c) fitted with emergency flotation equipment.

AMC1 SPO.IDE.H.203 All helicopters on flights over water – ditching

ED Decision 2016/022/R

EMERGENCY FLOTATION EQUIPMENT

The considerations of AMC1 SPA.HOFO.165(d) should apply in respect of emergency flotation equipment.

SPO.IDE.H.205 Individual protective equipment

Regulation (EU) No 379/2014

Each person on board shall wear individual protective equipment that is adequate for the type of operation being undertaken.

GM1 SPO.IDE.H.205 Individual protective equipment

ED Decision 2014/018/R

TYPES OF INDIVIDUAL PROTECTIVE EQUIPMENT

Personal protective equipment should include, but is not limited to: flying suits, gloves, helmets, protective shoes, etc.

SPO.IDE.H.210 Headset

Regulation (EU) No 379/2014

Whenever a radio communication and/or radio navigation system is required, helicopters shall be equipped with a headset with boom microphone or equivalent and a transmit button on the flight controls for each required pilot, crew member and/or task specialist at his/her assigned station.

AMC1 SPO.IDE.H.210 Headset

ED Decision 2014/018/R

GENERAL

(a) A headset consists of a communication device that includes two earphones to receive and a microphone to transmit audio signals to the helicopter’s communication system. To comply with the minimum performance requirements, the earphones and microphone should match the communication system’s characteristics and the flight crew compartment environment. The headset should be adequately adjustable in order to fit the flight crew’s head. Headset boom microphones should be of the noise cancelling type.

(b) If the intention is to utilise noise cancelling earphones, the operator should ensure that the earphones do not attenuate any aural warnings or sounds necessary for alerting the flight crew on matters related to the safe operation of the helicopter.

GM1 SPO.IDE.H.210 Headset

ED Decision 2014/018/R

GENERAL

The term ‘headset’ includes any aviation helmet incorporating headphones and microphone worn by a flight crew member.

SPO.IDE.H.215 Radio communication equipment

Regulation (EU) No 379/2014

(a) Helicopters operated under IFR or at night, or when required by the applicable airspace requirements, shall be equipped with radio communication equipment that, under normal radio propagating conditions, shall be capable of:

(1) conducting two-way communication for aerodrome control purposes;

(2) receiving meteorological information;

(3) conducting two-way communication at any time during flight with those aeronautical stations and on those frequencies prescribed by the appropriate authority; and

(4) providing for communication on the aeronautical emergency frequency 121,5 MHz.

(b) When more than one communications equipment unit is required, each shall be independent of the other or others to the extent that a failure in any one will not result in failure of any other.

(c) When a radio communication system is required, and in addition to the flight crew interphone system required in SPO.IDE.H.135, helicopters shall be equipped with a transmit button on the flight controls for each required pilot and crew member at his/her assigned station.

GM1 SPO.IDE.H.215 Radio communication equipment

ED Decision 2014/018/R

APPLICABLE AIRSPACE REQUIREMENTS

For helicopters being operated under European air traffic control, the applicable airspace requirements include the Single European Sky legislation.

SPO.IDE.H.220 Navigation equipment

Regulation (EU) 2019/1384

(a) Helicopters shall be equipped with navigation equipment that will enable them to proceed in accordance with:

(1) the ATS flight plan, if applicable; and

(2) the applicable airspace requirements.

(b) Helicopters shall have sufficient navigation equipment to ensure that, in the event of the failure of one item of equipment at any stage of the flight, the remaining equipment shall allow safe navigation in accordance with (a), or an appropriate contingency action to be completed safely.

(c) Helicopters operated on flights in which it is intended to land in IMC shall be equipped with navigation equipment capable of providing guidance to a point from which a visual landing can be performed. This equipment shall be capable of providing such guidance for each aerodrome at which it is intended to land in IMC and for any designated alternate aerodromes.

(d) For PBN operations the aircraft shall meet the airworthiness certification requirements for the appropriate navigation specification.

(e) Helicopters shall be equipped with surveillance equipment in accordance with the applicable airspace requirements.

AMC1 SPO.IDE.H.220 Navigation equipment

ED Decision 2014/018/R

NAVIGATION WITH VISUAL REFERENCE TO LANDMARKS — OTHER-THAN COMPLEX HELICOPTERS

Where other-than complex helicopters, with the surface in sight, can proceed according to the ATS flight plan by navigation with visual reference to landmarks, no additional equipment is needed to comply with SPO.IDE.H.220(a)(1).

GM1 SPO.IDE.H.220 Navigation equipment

ED Decision 2016/021/R

AIRCRAFT ELIGIBILITY FOR PBN SPECIFICATION NOT REQUIRING SPECIFIC APPROVAL

(a) The performance of the aircraft is usually stated in the AFM.

(b) Where such a reference cannot be found in the AFM, other information provided by the aircraft manufacturer as TC holder, the STC holder or the design organisation having a privilege to approve minor changes may be considered.

(c) The following documents are considered acceptable sources of information:

(1) AFM, supplements thereto, and documents directly referenced in the AFM;

(2) FCOM or similar document;

(3) Service Bulletin or Service Letter issued by the TC holder or STC holder;

(4) approved design data or data issued in support of a design change approval;

(5) any other formal document issued by the TC or STC holders stating compliance with PBN specifications, AMC, Advisory Circulars (AC) or similar documents issued by the State of Design; and

(6) written evidence obtained from the State of Design.

(d) Equipment qualification data, in itself, is not sufficient to assess the PBN capabilities of the aircraft, since the latter depend on installation and integration.

(e) As some PBN equipment and installations may have been certified prior to the publication of the PBN Manual and the adoption of its terminology for the navigation specifications, it is not always possible to find a clear statement of aircraft PBN capability in the AFM. However, aircraft eligibility for certain PBN specifications can rely on the aircraft performance certified for PBN procedures and routes prior to the publication of the PBN Manual.

(f) Below, various references are listed which may be found in the AFM or other acceptable documents (see listing above) in order to consider the aircraft’s eligibility for a specific PBN specification if the specific term is not used.

(g) RNAV 5

(1) If a statement of compliance with any of the following specifications or standards is found in the acceptable documentation as listed above, the aircraft is eligible for RNAV 5 operations.

(i) B-RNAV;

(ii) RNAV 1;

(iii) RNP APCH;

(iv) RNP 4;

(v) A-RNP;

(vi) AMC 20-4;

(vii) JAA TEMPORARY GUIDANCE MATERIAL, LEAFLET NO. 2 (TGL 2)

(viii) JAA AMJ 20X2;

(ix) FAA AC 20-130A for en route operations;

(x) FAA AC 20-138 for en route operations; and

(xi) FAA AC 90-96.

(h) RNAV 1/RNAV 2

(1) If a statement of compliance with any of the following specifications or standards is found in the acceptable documentation as listed above, the aircraft is eligible for RNAV 1/RNAV 2 operations.

(i) RNAV 1;

(ii) PRNAV;

(iii) US RNAV type A;

(iv) FAA AC 20-138 for the appropriate navigation specification;

(v) FAA AC 90-100A;

(vi) JAA TEMPORARY GUIDANCE MATERIAL, LEAFLET NO. 10 Rev1 (TGL 10);

(vii) FAA AC 90-100.

(2) However, if position determination is exclusively computed based on VOR-DME, the aircraft is not eligible for RNAV 1/RNAV 2 operations.

(i) RNP 1/RNP 2 continental

(1) If a statement of compliance with any of the following specifications or standards is found in the acceptable documentation as listed above, the aircraft is eligible for RNP 1/RNP 2 continental operations.

(i) A-RNP;

(ii) FAA AC 20-138 for the appropriate navigation specification; and

(iii) FAA AC 90-105.

(2) Alternatively, if a statement of compliance with any of the following specifications or standards is found in the acceptable documentation as listed above and position determination is primarily based on GNSS, the aircraft is eligible for RNP 1/RNP 2 continental operations. However, in these cases, loss of GNSS implies loss of RNP 1/RNP 2 capability.

(i) JAA TEMPORARY GUIDANCE MATERIAL, LEAFLET NO. 10 (TGL 10) (any revision); and

(ii) FAA AC 90-100.

(j) RNP APCH — LNAV minima

(1) If a statement of compliance with any of the following specifications or standards is found in the acceptable documentation as listed above, the aircraft is eligible for RNP APCH LNAV operations.

(i) A-RNP;

(ii) AMC 20-27;

(iii) AMC 20-28;

(iv) FAA AC 20-138 for the appropriate navigation specification; and

(v) FAA AC 90-105 for the appropriate navigation specification.

(2) Alternatively, if a statement of compliance with RNP 0.3 GNSS approaches in accordance with any of the following specifications or standards is found in the acceptable documentation as listed above, the aircraft is eligible for RNP APCH — LNAV operations. Any limitation such as ‘within the US National Airspace’ may be ignored since RNP APCH procedures are assumed to meet the same ICAO criteria around the world.

(i) JAA TEMPORARY GUIDANCE MATERIAL, LEAFLET NO. 3 (TGL 3);

(ii) AMC 20-4;

(iii) FAA AC 20-130A; and

(iv) FAA AC 20-138.

(k) RNP APCH — LNAV/VNAV minima

(1) If a statement of compliance with any of the following specifications or standards is found in the acceptable documentation as listed above, the aircraft is eligible for RNP APCH — LNAV/VNAV operations.

(i) A-RNP;

(ii) AMC 20-27 with Baro VNAV;

(iii) AMC 20-28;

(iv) FAA AC 20-138; and

(v) FAA AC 90-105 for the appropriate navigation specification.

(2) Alternatively, if a statement of compliance with FAA AC 20-129 is found in the acceptable documentation as listed above, and the aircraft complies with the requirements and limitations of EASA SIB 2014-04¹⁰⁷ http://ad.easa.europa.eu/ad/2014-04, the aircraft is eligible for RNP APCH — LNAV/VNAV operations. Any limitation such as ‘within the US National Airspace’ may be ignored since RNP APCH procedures are assumed to meet the same ICAO criteria around the world.

(l) RNP APCH — LPV minima

(1) If a statement of compliance with any of the following specifications or standards is found in the acceptable documentation as listed above, the aircraft is eligible for RNP APCH — LPV operations.

(i) AMC 20-28;

(ii) FAA AC 20-138 for the appropriate navigation specification; and

(iii) FAA AC 90-107.

(2) For aircraft that have a TAWS Class A installed and do not provide Mode-5 protection on an LPV approach, the DH is limited to 250 ft.

(m) RNAV 10

(1) If a statement of compliance with any of the following specifications or standards is found in the acceptable documentation as listed above, the aircraft is eligible for RNAV 10 operations.

(i) RNP 10;

(ii) FAA AC 20-138 for the appropriate navigation specification;

(iii) AMC 20-12;

(iv) FAA Order 8400.12 (or later revision); and

(v) FAA AC 90-105.

(n) RNP 4

(1) If a statement of compliance with any of the following specifications or standards is found in the acceptable documentation as listed above, the aircraft is eligible for RNP 4 operations.

(i) FAA AC 20-138B or later, for the appropriate navigation specification;

(ii) FAA Order 8400.33; and

(iii) FAA AC 90-105 for the appropriate navigation specification.

(o) RNP 2 oceanic

(1) If a statement of compliance with FAA AC 90-105 for the appropriate navigation specification is found in the acceptable documentation as listed above, the aircraft is eligible for RNP 2 oceanic operations.

(2) If the aircraft has been assessed eligible for RNP 4, the aircraft is eligible for RNP 2 oceanic.

(p) Special features

(1) RF in terminal operations (used in RNP 1 and in the initial segment of the RNP APCH)

(i) If a statement of demonstrated capability to perform an RF leg, certified in accordance with any of the following specifications or standards, is found in the acceptable documentation as listed above, the aircraft is eligible for RF in terminal operations:

(A) AMC 20-26;

(B) FAA AC 20-138B or later.

(ii) If there is a reference to RF and a reference to compliance with AC 90-105, then the aircraft is eligible for such operations.

(q) Other considerations

(1) In all cases, the limitations in the AFM need to be checked, in particular the use of AP or FD which can be required to reduce the FTE primarily for RNP APCH, RNAV 1, and RNP 1.

(2) Any limitation such as ‘within the US National Airspace’ may be ignored since RNP APCH procedures are assumed to meet the same ICAO criteria around the world.

GM2 SPO.IDE.H.220 Navigation equipment

ED Decision 2016/021/R

GENERAL

(a) The PBN specifications for which the aircraft complies with the relevant airworthiness criteria are set out in the AFM, together with any limitations to be observed.

(b) Because functional and performance requirements are defined for each navigation specification, an aircraft approved for an RNP specification is not automatically approved for all RNAV specifications. Similarly, an aircraft approved for an RNP or RNAV specification having a stringent accuracy requirement (e.g. RNP 0.3 specification) is not automatically approved for a navigation specification having a less stringent accuracy requirement (e.g. RNP 4).

RNP 4

(c) For RNP 4, at least two LRNSs, capable of navigating to RNP 4, and listed in the AFM, may be operational at the entry point of the RNP 4 airspace. If an item of equipment required for RNP 4 operations is unserviceable, then the flight crew may consider an alternate route or diversion for repairs. For multi-sensor systems, the AFM may permit entry if one GNSS sensor is lost after departure, provided one GNSS and one inertial sensor remain available.

SPO.IDE.H.225 Transponder

Regulation (EU) No 379/2014

Where required by the airspace being flown, helicopters shall be equipped with a secondary surveillance radar (SSR) transponder with all the required capabilities.

AMC1 SPO.IDE.H.225 Transponder

ED Decision 2014/018/R

GENERAL

(a) The SSR transponders of helicopters being operated under European air traffic control should comply with any applicable Single European Sky legislation.

(b) If the Single European Sky legislation is not applicable, the SSR transponders should operate in accordance with the relevant provisions of Volume IV of ICAO Annex 10.

SPO.IDE.H.230 Management of aeronautical databases

Regulation (EU) 2016/1199

(a) Aeronautical databases used on certified aircraft system applications shall meet data quality requirements that are adequate for the intended use of the data.

(b) The operator shall ensure the timely distribution and insertion of current and unaltered aeronautical databases to all aircraft that require them.

(c) Notwithstanding any other occurrence reporting requirements as defined in Regulation (EU) No 376/2014, the operator shall report to the database provider instances of erroneous, inconsistent or missing data that might be reasonably expected to constitute a hazard to flight.

In such cases, the operator shall inform flight crew and other personnel concerned, and shall ensure that the affected data is not used.

AMC1 SPO.IDE.H.230 Management of aeronautical databases

ED Decision 2014/018/R

AERONAUTICAL DATABASES

When the operator of an aircraft uses an aeronautical database that supports an airborne navigation application as a primary means of navigation used to meet the airspace usage requirements, the database provider should be a Type 2 DAT provider certified in accordance with Regulation (EU) 2017/373 or equivalent.

GM1 SPO.IDE.H.230 Management of aeronautical databases

ED Decision 2017/003/R

AERONAUTICAL DATABASE APPLICATIONS

(a) Applications using aeronautical databases for which Type 2 DAT providers should be certified in accordance with Regulation (EU) 2017/373 may be found in GM1 DAT.OR.100.

(b) The certification of a Type 2 DAT provider in accordance with Regulation (EU) 2017/373 ensures data integrity and compatibility with the certified aircraft application/equipment.

GM2 SPO.IDE.H.230 Management of aeronautical databases

ED Decision 2017/003/R

TIMELY DISTRIBUTION

The operator should distribute current and unaltered aeronautical databases to all aircraft requiring them in accordance with the validity period of the databases or in accordance with a procedure established in the operations manual if no validity period is defined.

GM3 SPO.IDE.H.230 Management of aeronautical databases

ED Decision 2017/003/R

STANDARDS FOR AERONAUTICAL DATABASES AND DAT PROVIDERS

(a) A ‘Type 2 DAT provider’ is an organisation as defined in Article 2(5)(b) of Regulation (EU) 2017/373.

(b) Equivalent to a certified ‘Type 2 DAT provider’ is defined in any Aviation Safety Agreement between the European Union and a third country, including any Technical Implementation Procedures, or any Working Arrangements between EASA and the competent authority of a third country.