Easy Access Rules for Air Operations

ED Decision 2023/007/R

FLIGHT CREW TRAINING

(a)The number of approaches referred to in AMC2, AMC3, AMC4 and AMC6 to SPA.LVO.120(b) represents the minimum number of approaches that the flight crew members should conduct during initial and recurrent training and checking. More approaches or other training exercises may be required in order to ensure that flight crew members achieve the required proficiency.

(b)Where flight crew members are to be authorised to conduct more than one kind of LVOs including operations with operational credits for which the technology and operating procedures are similar, there is no requirement to increase the number of approaches in initial training if the training programme ensures that the flight crew members are competent for all operations for which they will be authorised. Where flight crew members are to be authorised to conduct more than one kind of LVOs including operations with operational credits using different technology or operating procedures, then the required minimum number of approaches should be completed for each different technology or operating procedure.

(c)Where flight crew members are authorised to conduct more than one kind of LVOs including operations with operational credits for which the technology and operating procedures are similar, then there is no requirement to increase the number of approaches flown during recurrent checking. However, where flight crew members are authorised to conduct more than one kind of LVOs including operations with operational credits using different technology or operating procedures, then the required number of approaches should be completed for each different technology or operating procedure.

(d)Flight crew members are required to complete initial FSTD training and maintain recency for each operating capacity for which they will be authorised (e.g. as pilot flying and/or pilot monitoring). A pilot who will be authorised to operate in either capacity will need to complete the minimum number of approaches in each capacity.

(e)Approaches conducted in a suitably qualified FSTD and/or during a proficiency check or demonstration of competence may be counted towards the recent experience requirements. If a flight crew member has not complied with the recent experience requirements of AMC2 SPA.LVO.120(a) or AMC3 SPA.LVO.120(a), the required approaches may be conducted during recurrent training, an operator proficiency check or a periodic check of competence either in an aircraft or on an FSTD.

(f)Table 1 presents a summary of initial training requirements for LVOs and operations with operational credits.

(g)Table 2 presents a summary of recent experience and recurrent training/checking requirements for LVOs and operations with operational credits.

Table 1

Summary of initial training requirements for LVOs and operations with operational credits

Notes:

1: Fewer landings during LIFUS are required if a level ‘D’ FSTD is used for conversion training.

2: No landings are required if a candidate has completed the zero flight-time (ZFT) type rating.

3: ‘Similar operations’ implies that the level of technology, operating procedures, handling characteristics and HUD/HUDLS or equivalent display systems are the same or similar.

4: ‘operational suitability data established in accordance with Regulation (EU) No 748/2012 may define credits’

Table 2

Summary of recent experience and recurrent training/checking requirements for LVOs and operations with operational credits

Notes:

1: LVTO only required if the minimum approved RVR is less than 150 m.

2: If a flight crew member is authorised to operate as pilot flying and pilot monitoring, then the flight crew member should complete the required number of approaches in each operating capacity.

3: One approach to be flown without natural vision, to the height below which an approach should not be continued if natural visual reference is not acquired.

4: ‘operational suitability data established in accordance with Regulation (EU) No 748/2012 may define credits’

ED Decision 2022/012/R

RECURRENT TRAINING AND CHECKING FOR EFVS OPERATIONS

In order to provide the opportunity to practise decision-making in the event of system failures and failure to acquire natural visual reference, the recurrent training and checking for EFVS operations is recommended to periodically include different combinations of equipment failures, go-around due to loss of visual reference and landings.

ED Decision 2022/012/R

INITIAL TRAINING AND CHECKING FOR SA CAT I, CAT II, SA CAT II AND CAT III APPROACH OPERATIONS

The ground training referred to in points (a)(1)(i) and (iv) of AMC2 SPA.LVO.120(b) may include:

(a)airborne and ground equipment:

(1)technical requirements;

(2)operational requirements;

(3)operational reliability;

(4)fail-operational;

(5)fail-passive;

(6)equipment reliability;

(7)operating procedures;

(8)preparatory measures;

(9)operational downgrading; and

(10)communications; and

(b)procedures and limitations:

(1)operating procedures; and

(2)crew coordination.

Regulation (EU) No 965/2012

(a)The operator shall establish procedures and instructions to be used for LVOs. These procedures and instructions shall be included in the operations manual or procedures manual and contain the duties of flight crew members during taxiing, take-off, approach, flare, landing, rollout and missed approach operations, as appropriate.

(b)Prior to commencing an LVO, the pilot-in-command/commander shall be satisfied that:

(1)the status of the visual and non-visual facilities is sufficient;

(2)appropriate LVPs are in force according to information received from air traffic services (ATS);

(3)flight crew members are properly qualified.

Regulation (EU) No 965/2012

(a)The operator shall include the minimum equipment that has to be serviceable at the commencement of an LVO in accordance with the aircraft flight manual (AFM) or other approved document in the operations manual or procedures manual, as applicable.

(b)The pilot-in-command/commander shall be satisfied that the status of the aircraft and of the relevant airborne systems is appropriate for the specific operation to be conducted.

SUBPART F: EXTENDED RANGE OPERATIONS WITH TWO-ENGINED AEROPLANES (ETOPS)

Regulation (EU) No 965/2012

In commercial air transport operations, two-engined aeroplanes shall only be operated beyond the threshold distance determined in accordance with CAT.OP.MPA.140 if the operator has been granted an ETOPS operational approval by the competent authority.

Regulation (EU) No 965/2012

To obtain an ETOPS operational approval from the competent authority, the operator shall provide evidence that:

(a)the aeroplane/engine combination holds an ETOPS type design and reliability approval for the intended operation;

(b)a training programme for the flight crew members and all other operations personnel involved in these operations has been established and the flight crew members and all other operations personnel involved are suitably qualified to conduct the intended operation;

(c)the operator’s organisation and experience are appropriate to support the intended operation;

(d)operating procedures have been established.

ED Decision 2012/019/R

AMC 20-6

AMC 20-6 provides further criteria for the operational approval of ETOPS.

Regulation (EU) No 965/2012

(a)An ETOPS en-route alternate aerodrome shall be considered adequate, if, at the expected time of use, the aerodrome is available and equipped with necessary ancillary services such as air traffic services (ATS), sufficient lighting, communications, weather reporting, navigation aids and emergency services and has at least one instrument approach procedure available.

(b)Prior to conducting an ETOPS flight, the operator shall ensure that an ETOPS en-route alternate aerodrome is available, within either the operator’s approved diversion time, or a diversion time based on the MEL generated serviceability status of the aeroplane, whichever is shorter.

(c)The operator shall specify any required ETOPS en-route alternate aerodrome(s) in the operational flight plan and ATS flight plan.

Regulation (EU) No 965/2012

(a)The operator shall only select an aerodrome as an ETOPS en-route alternate aerodrome when the appropriate weather reports or forecasts, or any combination thereof, indicate that, between the anticipated time of landing until one hour after the latest possible time of landing, conditions will exist at or above the planning minima calculated by adding the additional limits of Table 1.

(b)The operator shall include in the operations manual the method for determining the operating minima at the planned ETOPS en-route alternate aerodrome.

Table 1

Planning minima for the ETOPS en-route alternate aerodrome

SUBPART G: TRANSPORT OF DANGEROUS GOODS

Regulation (EU) 2024/1111

Except as provided for in Annex IV (Part-CAT), Annex VI (Part-NCC), Annex VII (Part-NCO), Annex VIII (Part-SPO) and Annex IX (Part-IAM) to this Regulation, the operator shall only transport dangerous goods by air if it has been approved by the competent authority.

Regulation (EU) No 965/2012

To obtain the approval to transport dangerous goods, the operator shall in accordance with the technical instructions:

(a)establish and maintain a training programme for all personnel involved and demonstrate to the competent authority that adequate training has been given to all personnel;

(b)establish operating procedures to ensure the safe handling of dangerous goods at all stages of air transport, containing information and instructions on:

(1)the operator’s policy to transport dangerous goods;

(2)the requirements for acceptance, handling, loading, stowage and segregation of dangerous goods;

(3)actions to take in the event of an aircraft accident or incident when dangerous goods are being carried;

(4)the response to emergency situations involving dangerous goods;

(5)the removal of any possible contamination;

(6)the duties of all personnel involved, especially with relevance to ground handling and aircraft handling;

(7)inspection for damage, leakage or contamination;

(8)dangerous goods accident and incident reporting.

ED Decision 2017/009/R

TRAINING PROGRAMME

(a)The operator should indicate for the approval of the training programme how the training will be carried out. For formal training courses, the course objectives, the training programme syllabus/curricula and examples of the written examination to be undertaken should be included.

(b)Instructors should have knowledge of training techniques as well as in the field of transport of dangerous goods by air so that the subject is covered fully and questions can be adequately answered.

(c)Training intended to give general information and guidance may be by any means including handouts, leaflets, circulars, slide presentations, videos, computer-based training, etc., and may take place on-the-job or off-the-job. The person being trained should receive an overall awareness of the subject. This training should include a written, oral or computer-based examination covering all areas of the training programme, showing that a required minimum level of knowledge has been acquired.

(d)Training intended to give an in-depth and detailed appreciation of the whole subject or particular aspects of it should be by formal training courses, which should include a written examination, the successful passing of which will result in the issue of the proof of qualification. The course may be by means of tuition, as a self-study programme, or a mixture of both. The person being trained should gain sufficient knowledge so as to be able to apply the detailed rules of the Technical Instructions.

(e)Training in emergency procedures should include as a minimum:

(1)for personnel other than crew members:

(i)dealing with damaged or leaking packages; and

(ii)other actions in the event of ground emergencies arising from dangerous goods;

(2)for flight crew members:

(i)actions in the event of emergencies in flight occurring in the passenger compartment or in the cargo compartments; and

(ii)the notification to ATS should an in-flight emergency occur;

(3)for crew members other than flight crew members:

(i)dealing with incidents arising from dangerous goods carried by passengers; or

(ii)dealing with damaged or leaking packages in flight.

(f)Training should be conducted at intervals of no longer than 2 years. If the recurrent training is undertaken within the last 3 calendar months of the validity period, the new validity period should be counted from the original expiry date.

ED Decision 2012/019/R

PROVISION OF INFORMATION IN THE EVENT OF AN IN-FLIGHT EMERGENCY

If an in-flight emergency occurs the pilot-in-command/commander should, as soon as the situation permits, inform the appropriate ATS unit of any dangerous goods carried as cargo on board the aircraft, as specified in the Technical Instructions.

ED Decision 2012/019/R

PERSONNEL

Personnel include all persons involved in the transport of dangerous goods, whether they are employees of the operator or not.

Regulation (EU) 2019/1384

The operator shall, in accordance with the technical instructions:

(a)provide written information to the pilot-in-command/commander:

(1)about dangerous goods to be carried on the aircraft;

(2)for use in responding to in-flight emergencies;

(b)use an acceptance checklist;

(c)ensure that dangerous goods are accompanied by the required dangerous goods transport document(s), as completed by the person offering dangerous goods for air transport, except when the information applicable to the dangerous goods is provided in electronic form;

(d)ensure that where a dangerous goods transport document is provided in written form, a copy of the document is retained on the ground where it will be possible to obtain access to it within a reasonable period until the goods have reached their final destination;

(e)ensure that a copy of the information to the pilot-in-command or the commander is retained on the ground and that that copy, or the information contained in it, is readily accessible to the flight operations officer, flight dispatcher, or the designated ground personnel responsible for their part of the flight operations, until after the completion of the flight to which the information refers;

(f)retain the acceptance checklist, transport document and information to the pilot-in-command/commander for at least three months after completion of the flight;

(g)retain the training records of all personnel for at least three years.

ED Decision 2012/019/R

INFORMATION TO THE PILOT-IN-COMMAND/COMMANDER

If the volume of information provided to the pilot-in-command/commander by the operator is such that it would be impracticable to transmit it in the event of an in-flight emergency, an additional summary of the information should also be provided, containing at least the quantities and class or division of the dangerous goods in each cargo compartment.

ED Decision 2012/019/R

ACCEPTANCE OF DANGEROUS GOODS

(a)The operator should not accept dangerous goods unless:

(1)the package, overpack or freight container has been inspected in accordance with the acceptance procedures in the Technical Instructions;

(2)they are accompanied by two copies of a dangerous goods transport document or the information applicable to the consignment is provided in electronic form, except when otherwise specified in the Technical Instructions; and

(3)the English language is used for:

(i)package marking and labelling; and

(ii)the dangerous goods transport document,

in addition to any other language provision.

(b)The operator or his/her handling agent should use an acceptance checklist which allows for:

(1)all relevant details to be checked; and

(2)the recording of the results of the acceptance check by manual, mechanical or computerised means.

SUBPART H: HELICOPTER OPERATIONS WITH NIGHT VISION IMAGING SYSTEMS

Regulation (EU) No 965/2012

(a)Helicopters shall only be operated under VFR at night with the aid of NVIS if the operator has been approved by the competent authority.

(b)To obtain such approval by the competent authority, the operator shall:

(1)operate in commercial air transport (CAT) and hold a CAT AOC in accordance with Annex III (Part-ORO);

(2)demonstrate to the competent authority:

(i)compliance with the applicable requirements contained in this Subpart;

(ii)the successful integration of all elements of the NVIS.

Regulation (EU) 2023/1020

(a)Before conducting NVIS operations each helicopter and all associated NVIS equipment shall have been issued with the relevant airworthiness approval in accordance with Regulation (EU) No 748/2012.

(b)Radio altimeter. The helicopter shall be equipped with a radio altimeter capable of emitting an audio warning below a pre-set height and an audio and visual warning at a height selectable by the pilot, instantly discernible during all phases of NVIS flight.

(c)Aircraft NVIS compatible lighting. To mitigate the reduced peripheral vision cues and the need to enhance situational awareness, the following shall be provided:

(1)NVIS-compatible instrument panel flood-lighting, if installed, that can illuminate all essential flight instruments;

(2)NVIS-compatible utility lights;

(3)portable NVIS compatible flashlight; and

(4)a means for removing or extinguishing internal NVIS non-compatible lights.

(d)Additional NVIS equipment. The following additional NVIS equipment shall be provided:

(1)a back-up or secondary power source for the night vision goggles (NVG);

(2)a helmet with the appropriate NVG attachment.

(e)All required NVG on an NVIS flight shall be of the same filter class and shall provide for sufficiently equivalent visual acuity.

(f)Continuing airworthiness

(1)Procedures for continuing airworthiness shall contain the information necessary for carrying out ongoing maintenance and inspections on NVIS equipment installed in the helicopter and shall cover, as a minimum:

(i)helicopter windscreens and transparencies;

(ii)NVIS lighting;

(iii)NVGs; and

(iv)any additional equipment that supports NVIS operations.

(2)Any subsequent modification or maintenance to the aircraft shall be in compliance with the NVIS airworthiness approval.

ED Decision 2012/019/R

RADIO ALTIMETER

(a)The radio altimeter should:

(1)be of an analogue type display presentation that requires minimal interpretation for both an instantaneous impression of absolute height and rate of change of height;

(2)be positioned to be instantly visible and discernable from each cockpit crew station;

(3)have an integral audio and visual low height warning that operates at a height selectable by the pilot; and

(4)provide unambiguous warning to the crew of radio altimeter failure.

(b)The visual warning should provide:

(1)clear visual warning at each cockpit crew station of height below the pilot-selectable height; and

(2)adequate attention-getting-capability for typical NVIS operations.

(c)The audio warning should:

(1)be unambiguous and readily cancellable;

(2)not extinguish any visual low height warnings when cancelled; and

(3)operate at the same pilot-selectable height as the visual warning.

ED Decision 2012/019/R

RADIO ALTIMETER

An analogue type display presentation may be, for example, a representation of a dial, ribbon or bar, but not a display that provides numbers only. An analogue type display may be embedded into an electronic flight instrumentation system (EFIS).

ED Decision 2023/007/R

DEMONSTRATION OF EQUIVALENT VISUAL ACUITY

(a)When demonstrating the equivalent visual acuity of the required NVG, the operator should ensure that one of the following conditions are met:

(1)all required NVG should be of the same make and model;

(2)the operator ensures that both:

(i)the different NVG meet the same set of specifications (e.g. generation); and

(ii)the lowest figure of merit of the different models is no less than 85 % of the higher figure of merit;

(3)the operator:

(i)analyses the available specifications of the NVG that are considered for compatibility. If, based on the specifications that are available, the different models of NVG appear to be of different generations, they should only be used together on the same flight on a temporary basis, as part of an operator’s upgrade to a better generation of NVG;

(ii)conducts an operational demonstration to assess the differences in visual acuity of the different models of NVG that are considered for compatibility, in accordance with (b) below;

(iii)conducts a risk assessment to determine whether the different models can be used by different crew members on the same flight and under which conditions, in accordance with (c) below.

(b)The operational demonstration referred to in (a)(3)(ii) above should include the following:

(1)Environmental conditions. The operational demonstration should take place in all of the following environmental conditions:

(i)Full moon and moisture < 70 % relative humidity

(ii)At least one lighting condition that is in-between

(iii)No moon (e.g. 5 mlux).

(2)Relevant terrain and lights. The operational demonstration should compare the visual acuity offered by the different NVG for a representative set of terrain and lights under all environmental conditions specified above.

(3)Operational environment.

(i)The operational demonstration may take place on dedicated non-commercial flights, or during commercial operations if the following conditions are met:

(A)On any given flight, all crew members use NVG of the same make and model.

(B)Different models of NVG are used on different flights within the same mission.

(C)The lighting conditions remain the same within the same mission.

(ii)An FSTD should not be used for the operational demonstration.

(4)The operator should define the operational demonstration methodology in the operations manual, and should provide to crew members in charge of the assessment an ‘operational demonstration sheet’, which includes all defined elements to be assessed under all defined light conditions.

(5)Crew members in charge of the assessment should have logged at least 100 NVIS flights or 30 hours’ flight time under NVIS as a pilot-in-command/commander.

(c)The risk assessment referred to in (a)(3)(iii) above should consider the following:

(1)The operator should consider the results of the analysis of the available specifications and the results of the operational demonstration in its risk assessment. The conclusion may be one of the following:

(i)The different models of NVG should not be used together on the same flight;

(ii)The different models of NVG may be used on the same flight with no restrictions;

(iii)The different models of NVG may be used on the same flight with one or more of the following restrictions:

(A)The pilot flying uses the best NVG available;

(B)On dark nights, a briefing is made on the differences. Dark nights could be defined either as less than 1mLux or be defined by the operator based on the assessment results;

(C)Any additional restrictions as defined by the operator.

(2)The risk assessment should consider the interchangeability of the NVG available on board, including any NVG of different makes and models, as well as spare NVG.

(3)The risk assessment may consider the benefits of upgrading the NVG to a better standard.

(i)The duration of the transition to new NVG should be taken into account at operator level.

(ii)If the operator has more than one operating base, it may be possible to equip a given operating base with NVG of the same model, whereas another operating base will have different NVG. In such case the operator should determine the conditions under which the crew changes from one operating base to another.

(iii)If the operator defines that a crew member usually uses the same upgraded model of NVG except when one of these is in maintenance, in which case a previous model is used, the operator may need to define additional restrictions and conditions for the use of the previous model. Such conditions may include a familiarisation on ground during the night or training flight before the spare model is planned to be used in flight.

(d)SOPs. The operator should develop SOPs to comply with any restrictions established in its risk assessment.

DEMONSTRATION THAT DIFFERENT NVG ARE OF THE SAME FILTER CLASS

(e)The operator should demonstrate that NVG of different models have the same filter class, in order to ensure that they will not filter out different external lights. This might be possible despite both NVG models being compatible with the helicopter as determined in the flight manual.

ED Decision 2023/007/R

DEMONSTRATION OF EQUIVALENT VISUAL ACUITY — SET OF SPECIFICATIONS AND GENERATIONS

(a)When assessing whether different NVG meet the same set of specifications for the purpose of demonstrating equivalent visual acuity, as described in point (a)(2)(ii) of AMC1 SPA.NVIS.110(e), generations may be defined as per US military specifications or using the following criteria:

(1)Generation 0 typically uses an S-1 photocathode with peak response in the blue-green region (with a photosensitivity of 60 micro A /lm), electrostatic inversion, and electron acceleration to achieve gain. Consequently generation 0 tubes are characterised by the presence of geometric distortion and the need for active infrared illumination.

(2)Generation 1 typically uses an S-20 photocathode (with a photosensitivity of 180-200 micro A /lm), electrostatic inversion, and electron acceleration to achieve gain. Because of higher photo-sensitivity, generation 1 was the first truly passive image intensifier. Generation 1 is characterised by the presence of geometric distortion, low performance at low light level and blooming.

(3)Generation 2 typically uses an S-25 photocathode (extended red, with a photosensitivity of 240 micro A /lm or more), and a microchannel to achieve gain. Generation 2 tubes provide satisfactory performance at low light levels and low distortion.

(4)Generation 3 uses gallium-arsenide for the photocathode (photosensitivity of 800+ micro A /lm in the near infrared) and a micro-channel plate for gain. The microchannel is coated with an ion barrier film to increase tube life. Generation 3 has very good to excellent performance at low light level. Recent models have no perceptible distortion.

(b)NVG of ‘generation 3 autogated’ or ‘generation 3+’ as defined by the US military are sometimes called ‘generation 4’ commercially. The differences with generation 3 are limited to the following and are therefore considered not to be significant. Generations 3 to 4 as mentioned above may be considered to be the same generation.

(1)they are autogated, therefore more robust to high illumination and abrupt changes of the illumination level

(2)they are unfilmed, which gives less image noise

(c)A non-civilian set of specifications — other than generations — that ensures sufficient equivalent visual acuity may also be used. For example, OMNI specifications from the US military may be used.

(d)The figure of merit is resolution * signal to noise ratio.

ED Decision 2012/019/R

MODIFICATION OR MAINTENANCE TO THE HELICOPTER

It is important that the operator reviews and considers all modifications or maintenance to the helicopter with regard to the NVIS airworthiness approval. Special emphasis needs to be paid to modification and maintenance of equipment such as light emitting or reflecting devices, transparencies and avionics equipment, as the function of this equipment may interfere with the NVGs.

Regulation (EU) 2021/2237

(a)Operations shall not be conducted below the weather minima for the type of night operations being conducted.

(b)The operator shall establish the minimum transition height from where a change to/from aided flight may be continued.

ED Decision 2022/012/R

NVIS OPERATIONS UNDER IFR

(a)Any limitation in the rotorcraft flight manual should be complied with.

(b)Night-vision goggles may be used in a flipped-down position during a flight under IFR:

(1)under VMC;

(2)under IMC:

(i)in preparation of the visual segment of an instrument approach or a visual approach;

(ii)during the visual segment of an instrument approach or departure;

(iii)during a visual approach;

(iv)in preparation of a transition to VFR.

(c)The pilot-in-command/commander should not proceed on a visual segment of an IFR flight unless the visual cues required for the visual segment are visible using unaided vision.

(d)The pilot-in-command/commander should not proceed VFR unless the VFR weather minima are assessed without using unaided vision.

ED Decision 2022/012/R

NVIS OPERATIONS UNDER IFR

The use of night-vision goggles in a flipped-down position does not prevent the use of unaided vision, by looking out below the goggles or to the sides.

Regulation (EU) No 965/2012

(a)Selection. The operator shall establish criteria for the selection of crew members for the NVIS task.

(b)Experience. The minimum experience for the commander shall not be less than 20 hours VFR at night as pilot-in-command/commander of a helicopter before commencing training.

(c)Operational training. All pilots shall have completed the operational training in accordance with the NVIS procedures contained in the operations manual.

(d)Recency. All pilots and NVIS technical crew members conducting NVIS operations shall have completed three NVIS flights in the last 90 days. Recency may be re-established on a training flight in the helicopter or an approved full flight simulator (FFS), which shall include the elements of (f)(1).

(e)Crew composition. The minimum crew shall be the greater of that specified:

(1)in the aircraft flight manual (AFM);

(2) for the underlying activity; or

(3)in the operational approval for the NVIS operations.

(f)Crew training and checking

(1)Training and checking shall be conducted in accordance with a detailed syllabus approved by the competent authority and included in the operations manual.

(2)Crew members

(i)Crew training programmes shall: improve knowledge of the NVIS working environment and equipment; improve crew coordination; and include measures to minimise the risks associated with entry into low visibility conditions and NVIS normal and emergency procedures.

(ii)The measures referred to in (f)(2)(i) shall be assessed during:

(A)night proficiency checks; and

(B)line checks.

ED Decision 2012/019/R

UNDERLYING ACTIVITY

Examples of an underlying activity are:

(a)commercial air transport (CAT);

(b)helicopter emergency medical service (HEMS); and

(c)helicopter hoist operation (HHO).

ED Decision 2019/019/R

OPERATIONAL APPROVAL

(a)When determining the composition of the minimum crew, the competent authority should take account of the type of operation that is to be conducted. The minimum crew should be part of the operational approval.

(b)If the operational use of NVIS is limited to the en-route phase of a CAT flight, a single-pilot operation may be approved.

(c)Where operations to/from a HEMS operating site are to be conducted, a crew of at least one pilot and one NVIS technical crew member would be necessary (this may be the suitably qualified HEMS technical crew member).

(d)A similar assessment may be made for night HHO, when operating to unprepared sites.

ED Decision 2012/019/R

TRAINING AND CHECKING SYLLABUS

(a)The flight crew training syllabus should include the following items:

(1)NVIS working principles, eye physiology, vision at night, limitations and techniques to overcome these limitations;

(2)preparation and testing of NVIS equipment;

(3)preparation of the helicopter for NVIS operations;

(4)normal and emergency procedures including all NVIS failure modes;

(5)maintenance of unaided night flying;

(6)crew coordination concept specific to NVIS operations;

(7)practice of the transition to and from NVG procedures;

(8)awareness of specific dangers relating to the operating environment; and

(9)risk analysis, mitigation and management.

(b)The flight crew checking syllabus should include:

(1)night proficiency checks, including emergency procedures to be used on NVIS operations; and

(2)line checks with special emphasis on the following:

(i)local area meteorology;

(ii)NVIS flight planning;

(iii)NVIS in-flight procedures;

(iv)transitions to and from night vision goggles (NVG);

(v)normal NVIS procedures; and

(vi)crew coordination specific to NVIS operations.

(c)Whenever the crew is required to also consist of an NVIS technical crew member, he/she should be trained and checked in the following items:

(1)NVIS working principles, eye physiology, vision at night, limitations, and techniques to overcome these limitations;

(2)duties in the NVIS role, with and without NVGs;

(3)the NVIS installation;

(4)operation and use of the NVIS equipment;

(5)preparing the helicopter and specialist equipment for NVIS operations;

(6)normal and emergency procedures;

(7)crew coordination concepts specific to NVIS operations;

(8)awareness of specific dangers relating to the operating environment; and

(9)risk analysis, mitigation and management.

ED Decision 2022/012/R

CHECKING OF NVIS CREW MEMBERS

(a)The operator proficiency check and line check required in SPA.NVIS.130(f) should have a validity of 12 calendar months. The validity period should be counted from the end of the month when the training was taken. When the check is undertaken within the last 3 months of the validity period, the new validity period should be counted from the previous expiry date.

(b)These checks may be combined with those checks required for the underlying activity.

ED Decision 2022/012/R

CREW TRAINING AND CHECKING — NVIS OPERATIONS UNDER IFR

(a)The minimum crew should be two pilots, or one pilot and one NVIS technical crew member.

(b)The crew training and experience should ensure:

(1)efficient scanning of the instruments with the night-vision goggles (NVGs) flipped up or down as defined in the standard operating procedures (SOPs);

(2)proficiency during the transition phase;

(3)proficient use of the NVGs on the visual segments of the flight during which they are expected to be used;

(4)the continuity of a crew concept.

(c)A crew member that is involved in NVIS operations under IFR should undergo initial and recurrent training using a suitable FSTD as part of the normal crew complement. The training should cover at least the following items under a variety of weather conditions and cultural lighting:

(1)transition from instrument to visual flight during the final approach;

(2)transition from visual to instrument flight on departure.

(d)In addition to (b) and (c), a technical crew member that is involved in NVIS operations under IFR should be trained to perform navigation and monitoring functions under IFR, as described under AMC3 SPA.NVIS.130(f). The training should include all of the following on the given helicopter type:

(1)initial and recurrent general training;

(2)initial and recurrent monitoring training;

(3)initial and recurrent navigation training;

(4)initial and recurrent aircraft/FSTD training focusing on crew cooperation with the pilot;

(5)LIFUS.

(e)An FSTD suitable for the NVIS training described in (c) should meet all of the following criteria:

(1)be a helicopter FSTD;

(2)have a NVIS-compatible cockpit;

(3)have a night visual system that can be representative of different moon phases and allows external visual cues to be adjusted to the point where they are no longer visible without NVGs and remain visible with NVGs, when simulating night conditions;

(4)The night visual system should be able to support atmospheric conditions such as:

(i)more than one cloud layer or one cloud layer with a geographically variable cloud base;

(ii)variable visibility; and

(iii)snow, light rain and heavy rain with and without NVGs;

(5)be of a helicopter type on which the crew member is current unless the crew member receives additional training for the use of the FSTD.

(f)The person conducting the training defined in (c) above should be a NVIS instructor and should hold an instrument rating in accordance with Regulation (EU) No 1178/2011.

(g)The training should have a validity of 12 calendar months. The validity period should be counted from the end of the month when the training was taken. When the training is undertaken within the last 3 months of the validity period, the new validity period should be counted from the previous expiry date.

(h)The flight crew operator proficiency check should include one transition from instrument to visual flight during the final approach, using NVIS. This manoeuvre may be combined with a 2D or 3D approach to minima.

(i)NVIS operations under IFR on more than one type or variant with different levels of automation

(1)The crew member should be provided with differences training or familiarisation.

(2)The flight crew member should perform the manoeuvre defined in (h) each time on a different type or variant.

ED Decision 2022/012/R

CREW TRAINING AND CHECKING — TECHNICAL CREW MEMBER TRAINING FOR OPERATIONS UNDER IFR — INITIAL AND RECURRENT GENERAL TRAINING AND CHECKING

(a)The technical crew member initial and recurrent training and checking syllabus should include the following items:

(1)duties in the technical crew member role;

(2)map reading, including:

(i)ability to keep track with helicopter position on map;

(ii)ability to detect conflicting terrain/obstacles on a given route, and at a given altitude;

(iii)use of moving maps, as required;

(3)basic understanding of the helicopter type in terms of location and design of normal and emergency systems and equipment, including all helicopter lights and operation of doors, and including knowledge of helicopter systems and understanding of the terminology used in checklists;

(4)the dangers of rotor-running helicopters;

(5)outside lookout during the flight;

(6)crew coordination with in-flight call-outs, with emphasis on crew coordination regarding the tasks of the technical crew member, including checklist initiation, interruptions and termination;

(7)warnings, and use of normal, abnormal and emergency checklists assisting the pilot as required;

(8)the use of the helicopter intercommunications system;

(9)basic helicopter performance principles, including the definitions of Category A certification, performance class 1 and performance class 2;

(10)operational control and supervision;

(11)meteorology;

(12)applicable parts of SERA, including instrument flight rules (IFR), as relevant to the tasks of the technical crew member;

(13)mission planning;

(14)early identification of pilot incapacitation;

(15)debriefing; and

(16)PBN, as necessary.

INITIAL AND RECURRENT NAVIGATION TRAINING AND CHECKING

(b)The initial and recurrent navigation training and checking syllabus should include the following items:

(1)aeronautical map reading (additional training to (a)(4) above), navigation principles;

(2)navigation aid principles and use;

(3)crew coordination with in-flight call-outs, with emphasis on navigation issues;

(4)applicable parts of SERA; and

(5)airspace, restricted areas, and noise-abatement procedures.

INITIAL AND RECURRENT MONITORING TRAINING AND CHECKING

(c)The initial and recurrent monitoring training and checking syllabus should include the following items:

(1)basic understanding of the helicopter type, including knowledge of any limitations to the parameters the crew member is tasked to monitor, and knowledge of the basic principles of flight;

(2)instrument reading;

(3)inside monitoring during the flight;

(i)aircraft state/cockpit cross-check;

(ii)automation philosophy and autopilot status monitoring, as relevant;

(iii)FMS, as relevant;

(4)crew coordination with in-flight call-outs, with emphasis on call-outs and actions resulting from the monitoring process; and

(5)flight path monitoring.

INITIAL AIRCRAFT/FSTD TRAINING

(d)The technical crew member training syllabus should include aircraft/FSTD training focusing on crew cooperation with the pilot.

(1)The initial training should include at least 4 hours instruction dedicated to crew cooperation unless:

(i)the technical crew member has undergone this training under another operator; or

(ii)the technical crew member has performed at least 50 missions in assisting the pilot from the front seat as a technical crew member.

(2)The training described in (1) should be organised with a crew composition of one pilot and one technical crew member.

(3)The training described in (1) should be supervised by a pilot with a minimum experience of 500 hours in either multi-pilot operations or single-pilot operations with a technical crew member assisting from the front seat, or a combination of these.

(4)The training may be combined with the LIFUS.

LINE FLYING UNDER SUPERVISION (LIFUS)

(e)LIFUS

(1)LIFUS should take place during the operator’s conversion course.

(2)Line flights under supervision provide the opportunity for a technical crew member to practise the procedures and techniques he or she should be familiar with, regarding ground and flight operations, including any elements that are specific to a particular helicopter type. Upon completion of the LIFUS, the technical crew member should be able to safely conduct the flight operational duties assigned to him or her according to the procedures laid down in the operator’s operations manual.

(3)LIFUS should be conducted by a suitably qualified technical crew member or commander nominated by the operator.

(4)LIFUS should include a minimum of five sectors under IFR.

RECURRENT AIRCRAFT/FSTD TRAINING

(f)Recurrent helicopter/FSTD training

(1)The recurrent training should focus on crew cooperation and contain a minimum of 2 hours of flight.

(2)The training described in (1) should take place in the same conditions as the initial training in (d) above.

ED Decision 2022/012/R

TRAINING GUIDELINES AND CONSIDERATIONS

(a)Purpose

The purpose of this GM is to recommend the minimum training guidelines and any associated considerations necessary for the safe operation of a helicopter while operating with night vision imaging systems (NVISs).

To provide an appropriate level of safety, training procedures should accommodate the capabilities and limitations of the NVIS and associated systems as well as the restraints of the operational environment.

(b)Assumptions

The following assumptions were used in the creation of this material:

(1)Most civilian operators may not have the benefit of formal NVIS training, similar to that offered by the military. Therefore, the stated considerations are predicated on that individual who has no prior knowledge of NVIS or how to use them in flight. The degree to which other applicants who have had previous formal training should be exempted from this training will be dependent on their prior NVIS experience.

(2)While NVIS are principally an aid to flying under VFR at night, the two- dimensional nature of the NVG image necessitates frequent reference to the flight instruments for spatial and situational awareness information. The reduction of peripheral vision and increased reliance on focal vision exacerbates this requirement to monitor flight instruments. Therefore, any basic NVIS training syllabus should include some instruction on basic instrument flight.

(c)Two-tiered approach: basic and advance training

To be effective, the NVIS training philosophy would be based on a two-tiered approach: basic and advanced NVIS training. The basic NVIS training would serve as the baseline standard for all individuals seeking an NVIS endorsement. The content of this initial training would not be dependent on any operational requirements. The training required for any individual pilot should take into account the previous NVIS flight experience. The advanced training would build on the basic training by focusing on developing specialised skills required to operate a helicopter during NVIS operations in a particular operational environment. Furthermore, while there is a need to stipulate minimum flight hour requirements for an NVIS endorsement, the training should also be event-based. This necessitates that operators be exposed to all of the relevant aspects, or events, of NVIS flight in addition to acquiring a minimum number of flight hours. NVIS training should include flight in a variety of actual ambient light and weather conditions.

(d)Training requirements

(1)Flight crew ground training

The ground training necessary to initially qualify a pilot to act as the pilot of a helicopter using NVGs should include at least the following subjects:

(i)applicable aviation regulations that relate to NVIS limitations and flight operations;

(ii)aero-medical factors relating to the use of NVGs to include how to protect night vision, how the eyes adapt to operate at night, self-imposed stresses that affect night vision, effects of lighting (internal and external) on night vision, cues utilized to estimate distance and depth perception at night, and visual illusions;

(iii)NVG performance and scene interpretation;

(iv)normal, abnormal, and emergency operations of NVGs; and

(v)NVIS operations flight planning to include night terrain interpretation and factors affecting terrain interpretation.

The ground training should be the same for flight crew and crew members other than flight crew. An example of a ground training syllabus is presented in Table 1 of GM2 SPA.NVIS.130(f).

(2)Flight crew flight training

The flight training necessary to initially qualify a pilot to act as the pilot of a helicopter using NVGs may be performed in a helicopter or FSTD approved for the purpose, and should include at least the following subjects:

(i)preparation and use of internal and external helicopter lighting systems for NVIS operations;

(ii)pre-flight preparation of NVGs for NVIS operations;

(iii)proper piloting techniques (during normal, abnormal, and emergency helicopter operations) when using NVGs during the take-off, climb, en-route, descent, and landing phases of flight that includes unaided flight and aided flight; and

(iv)normal, abnormal, and emergency operations of the NVIS during flight.

Crew members other than flight crew should be involved in relevant parts of the flight training. An example of a flight training syllabus is presented in Table 1 of GM3 SPA.NVIS.130(f).

(3)Training crew members other than flight crew

Crew members other than flight crew (including the technical crew member) should be trained to operate around helicopters employing NVIS. These individuals should complete all phases of NVIS ground training that is given to flight crew. Due to the importance of crew coordination, it is imperative that all crew members are familiar with all aspects of NVIS flight. Furthermore, these crew members may have task qualifications specific to their position in the helicopter or areas of responsibility. To this end, they should demonstrate competency in those areas, both on the ground and in flight.

(4)Ground personnel training

Non-flying personnel who support NVIS operations should also receive adequate training in their areas of expertise. The purpose is to ensure, for example, that correct light discipline is used when helicopters are landing in a remote area.

(5)Instructor qualifications

An NVIS flight instructor should at least have the following licences and qualifications:

(i)at least flight instructor (FI(H)) or type rating instructor (TRI(H)) with the applicable type rating on which NVIS training will be given; and

(ii)logged at least 100 NVIS flights or 30 hours’ flight time under NVIS as pilotincommand/commander.

(6)NVIS equipment minimum requirements (training)

While minimum equipment lists and standard NVIS equipment requirements may be stipulated elsewhere, the following procedures and minimum equipment requirements should also be considered:

(i)NVIS: the following is recommended for minimum NVIS equipment and procedural requirements:

(A)back-up power supply;

(B)NVIS adjustment kit or eye lane;

(C)use of helmet with the appropriate NVG attachment; and

(D)both the instructor and student should wear the same NVG type, generation and model.

(ii)Helicopter NVIS compatible lighting, flight instruments and equipment: given the limited peripheral vision cues and the need to enhance situational awareness, the following is recommended for minimum compatible lighting requirements:

(A)NVIS compatible instrument panel flood lighting that can illuminate all essential flight instruments;

(B)NVIS compatible hand-held utility lights;

(C)portable NVIS compatible flashlight;

(D)a means for removing or extinguishing internal NVIS non-compatible lights;

(E)NVIS pre-flight briefing/checklist (an example of an NVIS pre-flight briefing/checklist is in Table 1 of GM4 SPA.NVIS.130(f));

(F)training references:

a number of training references are available, some of which are listed below:

—DO 295 US CONOPS civil operator training guidelines for integrated NVIS equipment

—United States Marine Corp MAWTS-1 Night Vision Device (NVD) Manual;

—U.S. Army Night Flight (TC 1-204);

—U.S. Army NVIS Operations, Exportable Training Package;

—U.S. Army TM 11-5855-263-10;

—Air Force TO 12S10-2AVS6-1;

—Navy NAVAIR 16-35AVS-7; and

—U.S. Border Patrol, Helicopter NVIS Ground and Flight Training Syllabus.

There may also be further documents available from European civil or military sources.