Easy Access Rules for Air Operations

ED Decision 2023/007/R

HEMS OPERATING SITES USED FOR TRAINING AND CHECKING

In order to ensure that the training and checking is relevant to the duties of the crew members and ground personnel as required by ORO.GEN.110(e), the operator may define HEMS operating sites for the purpose of the HEMS training and checking required in SPA.HEMS.105(b), except for the initial part of the training.

The training and checking may involve all personnel necessary to the HEMS mission.

ED Decision 2023/007/R

AIRWORTHINESS APPROVAL FOR THE CARGO HOOK

A double cargo hook installation should be considered to satisfy the airworthiness criteria for HEMS HEC operations if it meets the criteria of AMC1 SPO.SPEC.HEC.105(b).

A cargo hook system other than a double cargo hook should meet the provisions of point (a) of AMC1 SPO.SPEC.HEC.105(b).

Regulation (EU) 2023/1020

(a)The installation on a helicopter of all dedicated medical equipment and any subsequent modifications to that equipment and, where appropriate, its operation, shall be approved in accordance with Regulation (EU) No 748/2012.

(b)For VFR flights over routes navigated by reference to visual landmarks, the helicopter shall be equipped with a device that provides a moving map display with own-ship position and obstacles. The map and obstacle database(s) shall be kept up to date.

(c)By way of derogation from point CAT.IDE.H.240 of Annex IV, complex, non-pressurised helicopters operated in HEMS with a MOPSC of nine or less shall comply with the oxygen requirements applicable to other than complex, non-pressurised helicopters.

(d)By way of derogation from points CAT.OP.MPA.285 and CAT.IDE.H.240 of Annex IV, short excursions above 13 000 ft without using supplemental oxygen may be undertaken by day, subject to prior approval by the competent authority, provided that all the following conditions are met:

(1)the excursion above 13 000 ft is necessary for the embarkation/disembarkation of persons or for HEMS HEC operations;

(2)the flight is not conducted above 16 000 ft;

(3)the duration of the excursion above 10 000 ft without oxygen is limited to 30 minutes within a HEMS mission;

(4)the safety briefing in accordance with point CAT.OP.MPA.170 of Annex IV includes adequate information to crew members and passengers on the effects of hypoxia;

(5)SOPs are included in the operations manual covering points (1) to (4);

(6)the operator’s experience of conducting operations at high altitudes without using supplemental oxygen is adequate for the operations to be performed;

(7)the experience of the individual crew members and their physiological adaptation to high altitudes are adequate for the operations to be performed;

(8)all crew members involved in the operations have received initial and recurrent training in hypoxia;

(9)none of the crew members involved in the operations have been diagnosed with a medical condition that could lead to hypoxia.

(e)For single-pilot operations at night, the helicopter shall be equipped as follows:

(1)for a helicopter first issued with an individual CofA before 25 May 2024 or earlier, with a suitable stability augmentation system or autopilot;

(2)for a helicopter first issued with an initial CofA on or after 25 May 2024, with an autopilot.

[applicable from 25 May 2028 — Implementing Regulation (EU) 2023/1020]

(f)For HEMS operations by day, the helicopter shall be equipped with the flight instruments required under points (a)(6) and (a)(7) of point CAT.IDE.H.130 of Annex IV.

(g)The helicopter shall be equipped with a radio altimeter capable of emitting an audio warning below a pre-set height and a visual warning at a height selectable by the pilot.

(h)Instruments and equipment required in points (e) and (g) shall be approved in accordance with the applicable airworthiness requirements.

(i)The operator shall ensure that all relevant information is documented in the minimum equipment list.

ED Decision 2023/007/R

MOVING MAP DISPLAYS

The moving map display should show the relative altitude of the surrounding terrain and obstacles to that of the helicopter, and may be any of the following:

(a)an HTAWS that is airworthiness approved;

(b)a display that is integrated in the cockpit environment and is airworthiness approved;

(c)a type B EFB software application.

The database should cover the area where the helicopter usually performs HEMS operations.

ED Decision 2023/007/R

MOVING MAPS — TRAINING

ORO.FC.125 requires differences training or familiarisation when introducing new equipment and procedures. For EFB applications, AMC4 SPA.EFB.100(b)(3) defines the related training.

In either case, the training focuses not only on the usage of the equipment or EFB application, but also on its limitations, including the following limitations of moving maps:

(a)Not all terrain and obstacles will be included in the database.

(b)In VFR, the proper selection of altitude and efficient visual scanning of the environment remain the primary means of obstacle and terrain avoidance.

(c)A type B EFB software application can only be used for increased situational awareness.

ED Decision 2023/007/R

SHORT EXCURSIONS ABOVE 13 000 ft WITHOUT OXYGEN

(a)SPA.HEMS.110(d)(3) limits the duration of excursions above 10 000 ft without oxygen to 30 minutes within a HEMS mission, this being the maximum limit. However, the operator should consider further limiting the duration of the excursion depending on the concrete maximum flight altitude. For that purpose, the operator should meet either of the following:

(1)The operator should comply with the maximum flight altitude and the maximum duration of the excursion above 10 000 ft without oxygen as defined in Table 1; or

(2)If the operator expects flight durations above 10 000 ft greater than 15 minutes but no greater than 30 minutes, combined with a maximum altitude between 14 000 and 16 000 ft, the operator should define its own limitations within these boundaries based on scientific evidence of no risk of hypoxia.

Table 1 — Maximum duration of the excursion above 10 000 ft, based on the maximum altitude reached

ED Decision 2023/007/R

SHORT EXCURSIONS ABOVE 13 000 ft WITHOUT OXYGEN

(a)The duration of the excursion includes all time spent above 10 000 ft during the HEMS mission. This includes:

(1)all time spent on ground above 10 000 ft;

(2)all time spent in flight above 10 000 ft within a single HEMS mission.

(b)The HEMS mission ends on return to base. Temporarily flying below 10 000 ft without returning to base does not reset the duration of the excursion.

ED Decision 2023/007/R

SHORT EXCURSIONS ABOVE 13 000 FT WITHOUT OXYGEN

If the operator or an individual crew member has no experience in flying without oxygen above 13 000 ft, then the operator should set operating conditions or individual limitations for crew members to progressively gain experience and adapt to altitude, based on a risk assessment.

The limitations may restrict the maximum duration spent above 10 000 ft, or the maximum altitude, and should be removed when no longer relevant.

The altitude of the HEMS operating base should be taken into account to assess the physiological adaptation of the crew member to high altitudes.

ED Decision 2023/007/R

HYPOXIA TRAINING

(a)Required crew members planning to fly above 13 000 ft without oxygen should have training aimed at the following:

(1)knowing themselves and identifying early signs of hypoxia; and

(2)recognising early signs of hypoxia in other crew members.

(b)The crews should undergo both theoretical and practical training.

(c)The theoretical training should take place every 3 years and should include the learning objectives of module 050 of the CPL/ATPL theoretical knowledge that are relevant to hypoxia, as defined in Annex I (Part-FCL) to Regulation (EU) No 1178/2011⁸⁷.

(d)The initial and recurrent practical training of (a)(1) should take place every 6 years and should take place in one of the following:

(1)a hypobaric chamber that simulates an altitude for a sufficient duration for hypoxia to occur in an oxygen-deprivation scenario that is representative of a helicopter mission;

(2)a device that ensures that the gas the trainee breathes has the same partial pressure of oxygen as at the desired altitude, for a sufficient duration for hypoxia to occur in an oxygen-deprivation scenario that is representative of a helicopter mission. (e.g. reduced oxygen breathing device);

(3)a helicopter at the altitude required for the individual trainee to experience hypoxia, for the recurrent training only, provided that the trainee is in the cabin with medical assistance and an instructor using oxygen is able to ensure the safety of the training.

(e)The initial and recurrent practical training of (a)(2) should take place every 6 years and should comply with one of the following:

(1)The trainee should not be deprived of oxygen and should observe another crew member that undergoes the training described in (d) and that becomes hypoxic;

(2)The training takes place in a helicopter / FSTD where the instructor plays the role of a hypoxic crew member. The instructor should have attended at least 6 training sessions described under (d) as an observer or instructor or active crew member. In this case, neither the trainee nor the instructor need to be deprived of oxygen.

(f)In the context of hypoxia training, the validity period of flight and technical crew recurrent training should be as specified in AMC1 ORO.FC.145(g).

ED Decision 2023/007/R

SUITABLE STABILITY AUGMENTATION SYSTEM (SAS) OR AUTOPILOT

The SAS or autopilot should have at least the following functions:

(a)Pitch rate damping and attitude / attitude rate stabilisation;

(b)Roll rate damping and attitude / attitude rate stabilisation; and

(c)Yaw damping.

[applicable from 25 May 2028 — ED Decision 2023/007/R]

ED Decision 2023/007/R

AUTOPILOT

The autopilot should have at least the following functions:

(a)Attitude hold;

(b)Altitude hold mode; and

(c)Heading hold mode.

[applicable from 25 May 2028 — ED Decision 2023/007/R]

Regulation (EU) No 965/2012

In addition to that required by CAT.IDE.H, helicopters conducting HEMS flights shall have communication equipment capable of conducting two-way communication with the organisation for which the HEMS is being conducted and, where possible, to communicate with ground emergency service personnel.

Regulation (EU) 2023/1020

(a)HEMS flights operated under VFR shall comply with the HEMS-specific weather minima for the dispatch and en-route phase of the HEMS flight.

(b)If during the en-route phase the weather conditions fall below the cloud base or visibility minima, helicopters certified for flights only under VMC shall abandon the flight or return to base. Helicopters equipped and certified for instrument meteorological conditions (IMC) operations may abandon the flight, return to base or convert in all respects to a flight conducted under instrument flight rules (IFR), provided the flight crew are suitably qualified.

(c)The VFR operating minima shall be as defined by the applicable airspace requirements, except in the following cases where reduced ceiling, visibility and vertical distances from obstacles may be used:

(1)multi-pilot operations;

(2)single-pilot operations with a technical crew member seated in a forward-facing front seat, who is suitably qualified and tasked to mitigate the additional risk.

ED Decision 2023/007/R

(a)The ability to reduce the visibility for short periods will allow the commander to assess the risk of flying temporarily into reduced visibility against the need to provide emergency medical service, taking into account the advisory speeds included in Table 1. Since every situation is different it was not felt appropriate to define the short period in terms of absolute figures. It is for the commander to assess the aviation risk to third parties, the crew and the aircraft such that it is proportionate to the task, using the principles of GM1 SPA.HEMS.100(a).

(b)When flight with a visibility of less than 5 km is permitted, the forward visibility should not be less than the distance travelled by the helicopter in 30 seconds so as to allow adequate opportunity to see and avoid obstacles (see table below).

Table 1

Operating minima – reduced visibility

ED Decision 2023/007/R

HEMS TRAINING MINIMA

When conducting a HEMS training flight, the HEMS operating minima are applicable.

ED Decision 2023/007/R

HEMS VFR MINIMA: CEILING, CLOUD BASE AND VISIBILITY

(a)The operator should define minimum ceiling, cloud base and visibility no lower than those defined in Table 1.

Table 1 — HEMS operating minima

(*)During the en-route phase, visibility may be reduced to 800 m for short periods when in sight of land if the helicopter is manoeuvred at a speed that will give adequate opportunity to observe other traffic or any obstacles in time to avoid a collision.

(**)During the en-route phase, ceiling or cloud base may be reduced to 1 000 ft for short periods.

(***)For the dispatch phase, ceiling can be used instead of cloud base if the clouds below the ceiling are not relevant to the planned flight path.

REDUCED VFR MINIMA TO BE USED WHEN INSTRUCTED TO ‘PROCEED VFR’

(b)The operator may define lower HEMS operating minima than those defined in Table 1 above, when an IFR departure or approach chart instructs the pilot to ‘proceed VFR’ prior to an IFR departure or following an IFR approach procedure, both for day and night. If the corresponding HEMS operating minima for the VFR segment of this flight are lower than those defined in Table 1, they should not be lower than those defined in Tables 2 and 3 below. The applicable minima should be published in the operations manual.

Table 2 — Reduced HEMS operating minima when instructed to ‘proceed VFR’ following an IFR approach

x is the distance between the missed approach point (MAPt) and the heliport or operating site

(*) whichever is higher

Table 3 — Reduced HEMS operating minima when instructed to ‘proceed VFR’ prior to an IFR departure

x is the distance between the heliport or operating site and the initial departure fix (IDF)

HEMS VFR OPERATING MINIMA: VERTICAL DISTANCE TO OBSTACLES

(c)When operating VFR in HEMS below minimum flight altitudes prescribed by the rules of the air or with visibility lower than prescribed in the rules of the air, the operator should define in the operations manual:

(1)the minimum safe cruising height(s) for the area(s) overflown, the minimum distance to obstacles and, when necessary, the appropriate maximum helicopter speed(s);

(2)the minimum safe height (safety height) over relevant obstacles in the flight path during the cruise phase for VFR operations, which should not be less than 200 ft during the day and 500 ft during the night.

ED Decision 2023/007/R

HEMS VFR OPERATING MINIMA: MISCELLANEOUS

Requirements in the rules of the air to remain out of clouds or in sight of the surface are unaffected by the HEMS VFR operating minima. Minimum horizontal distances to obstacles are also unchanged.

ED Decision 2023/007/R

TASKS AND QUALIFICATION OF THE HEMS TECHNICAL CREW MEMBER

The HEMS technical crew member should be considered to be suitably qualified for the purpose of using the HEMS minima if he or she has completed the training for all the following tasks and is effectively tasked with them, as defined in AMC1 SPA.HEMS.130(e):

(a)training for the primary tasks of the technical crew member;

(b)navigation training;

(c)communications training;

(d)monitoring training.

Regulation (EU) 2023/1020

(a)Performance class 3 operations over a hostile environment shall only be conducted provided one of the following conditions are met:

(1)The HEMS operating site used for take-off, landing or HEMS HEC operations is located above 7000-ft altitude and the helicopter is certified as Category A or equivalent, as determined by the Agency;

(2)The planned HEMS operation does not require the transportation of medical personnel, medical supplies or ill or injured persons, and either the helicopter is certified as Category A or equivalent, as determined by the Agency, or all the following conditions are met:

(i)the helicopter is equipped with crash-resistant fuel systems;

(ii)the helicopter is equipped with a safety belt with upper torso restraint system for use on each passenger seat for each passenger aged 24 months or more;

(iii)the altitude of at least one of the HEMS operating sites used during the HEMS operation is not lower than 3 000 ft;

(iv)the operator has been granted an approval by the competent authority in accordance with point CAT.POL.H.420 of Annex IV;

(3)At least one HEMS operating site used for take-off, landing or HEMS HEC operations during the HEMS operation is located at or above 8 000-ft altitude and all the following conditions are met:

(i)the helicopter is equipped with crash-resistant fuel systems;

(ii)the helicopter is equipped with a safety belt with upper torso restraint system for use on each passenger seat for each passenger aged 24 months or more;

(iii)a helicopter certified as Category A or equivalent, as determined by the Agency, is not available or not suitable for the operation due to either of the following reasons:

(A)insufficient performance margins to operate at the HEMS operating site, or no capability to conduct HEMS HEC operations, if applicable;

(B)helicopters certified as Category A or equivalent, as determined by the Agency, and that might otherwise be dispatched, are on a HEMS mission or not yet ready for the next mission, leading to a delay in the intervention incompatible with the emergency;

(iv)the operator has established a procedure to achieve compliance with point (iii);

(v)the operator has been granted an approval by the competent authority in accordance with point CAT.POL.H.420 of Annex IV;

(vi)the operator shall record all missions flown with a helicopter that is not certified as Category A or equivalent, as determined by the Agency.

(b)By way of derogation from point CAT.POL.H.400(d)(2) of Annex IV, if the criteria of point (a)(1) are met, then helicopter night operations may be conducted in performance class 3.

(c)Take-off and landing

(1)Helicopters that conduct operations to or from a final approach and take-off area (FATO) at a hospital that is located in a congested hostile environment and that is used as a HEMS operating base shall be operated in accordance with performance class 1.

(2)Helicopters that conduct operations to or from a FATO at a hospital that is located in a congested hostile environment and that is not a HEMS operating base shall be operated in accordance with performance class 1 except when the operator holds an approval in accordance with point CAT.POL.H.225.

(3)Helicopters that conduct operations to or from a HEMS operating site located in a hostile environment shall be:

(i)operated in accordance with performance class 2, or if the conditions defined in point (a) are met, in performance class 3;

(ii)exempt from the approval required by point CAT.POL.H.305(a) of Annex IV, provided compliance is shown with point CAT.POL.H.305(b)(2) and (b)(3) of Annex IV.

(4)The HEMS operating site features shall provide adequate clearance from all obstructions, and shall provide for safe operations. For night operations, the helicopter lighting system shall adequately illuminate the landing site and surrounding obstacles.

[for HEMS operations covered by point (61)(a) of Annex I to Regulation (EU) No 965/2012

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

for HEMS operations covered by point (61)(b) of Annex I to Regulation (EU) No 965/2012

applicable from 25 May 2028 — Implementing Regulation (EU) 2023/1020]

ED Decision 2023/007/R

CRASH-RESISTANT FUEL SYSTEMS

A crash-resistant fuel system is a system that has been demonstrated to comply with CS 27.952(a)(1)(2)(3)(5)&(6), CS 27.952(f), and CS 27.963(g) Initial Issue of 14 November 2003 (or any subsequent amendment) or CS 29.952(a)(1)(2)(3)(5)&(6), CS 29.952(f), and CS 29.963(b) Initial Issue of 14 November 2003 (or any subsequent amendment) or one of the following or equivalent:

(a)FAR 27.952(a)(1)(2)(3)(5)&(6), FAR 27.952.(f), and FAR 27.963(g) at Amendment 27-30 of 2 November 1994 or any subsequent amendment;

(b)FAR 29.952(a)(1)(2)(3)(5)&(6), FAR 29.952(f), and FAR 29.963(b) at Amendment 29-35 of 2 November 1994 or any subsequent amendment;

(c)JAR 27.952(a)(1)(2)(3)(5)&(6), JAR 27.952.(f), and JAR 27.963(g) Change 0 of 6 September 1993 or any subsequent amendment;

(d)JAR 29.952(a)(1)(2)(3)(5)&(6), JAR 29.952(f), and JAR 29.963(b) change 0 of 5 November 1993 or any subsequent amendment.

NOTE: If compliance with CS 27.952 (a)(4), CS 29.952 (a)(4), FAR 27.952 (a)(4), FAR 29.952 (a)(4), JAR 27.952 (a)(4) or JAR 29.952 (a)(4) is addressed, then only 114 kg (250 lbs) is required under CS 27.963(g), CS 29.963(b), FAR 27.963(g), FAR 29.963(b), JAR 27.963(g) or JAR 29.963(b).

ED Decision 2023/007/R

CRASH-RESISTANT FUEL SYSTEMS

The operator may ensure compliance of the fuel system based on a statement by the type-certificate or supplemental type-certificate holder.

ED Decision 2023/007/R

PERFORMANCE CLASS 3 WITH A HELICOPTER NOT CERTIFIED AS CATEGORY A OR EQUIVALENT

(a)If a stretcher is likely to be necessary for the mission, the helicopter should be able to carry a deployed stretcher without preventing compliance with the crew composition requirements of SPA.HEMS.130, i.e. without preventing the two pilots, or a pilot and a HEMS crew member, from occupying the two forward-facing seats in the cockpit.

(b)Considering the limitations for Performance class 3 operations included in CAT.POL.H.400, the planned mission needs to remain outside congested hostile areas and is expected to be completed by sunset.

(c)If the HEMS mission unexpectedly needs to be continued by night, or it unexpectedly requires a HEMS flight into a congested hostile area, the operator should ensure that a category A helicopter is dispatched.

(d)The records required by point (vi) of SPA.HEMS.125(a)(3) should contain the following information for each mission, and be kept for 3 years:

(1)the criteria that the operator used for the dispatch in accordance with SPA.HEMS.125 (a)(3);

(2)the criteria that the operator used for the dispatch as described in (a) and (b) above;

(3)the contingency options that were available to meet (c), and whether they were triggered or not;

(4)all elements relevant to the mission including destinations, altitude, weather conditions, mass and balance.

ED Decision 2023/007/R

PERFORMANCE CLASS 2 OPERATIONS AT A HEMS OPERATING SITE

As the risk profile at a HEMS operating site is already well known, operations without an assured safe forced landing capability do not need a separate approval and the requirements does not call for the additional risk assessment that is specified in CAT.POL.H.305(b)(1).

ED Decision 2023/007/R

TAKE-OFF AND LANDING PERFORMANCE — HEMS OPERATING SITES USED FOR TRAINING AND CHECKING

The operator’s risk assessment required under CAT.POL.H.305(b)(1) may take into consideration the following elements pertaining to take-off and landing performance when defining such HEMS operating sites, for the purpose of compliance with SPA.HEMS.125(c)(3)(ii):

(a)altitude;

(b)direction of the approach to the operating site;

(c)prevalent winds;

(d)site weather conditions and operating limitations;

(e)whether there are safe forced landing options, the helicopter has flyaway capability, or none of these;

(f)performance margins regarding hover out of ground effect (HOGE) capability, considering the expected average temperature for exercise;

(g)any defined escape routes during operations;

(h)the maximum number of people on board during manoeuvres in addition to the flight crew and technical crew members.

ED Decision 2023/007/R

CRITERIA FOR THE HEMS OPERATING SITE

(a)In order to select a HEMS operating site from the air, the operator should define either:

(1)minimum HEMS operating site dimensions of at least 2 × D by day (the largest dimensions of the helicopter when the rotors are turning) and at least 4 × D in length and 2 × D in width by night, to be estimated by the crew from the air; or

(2)alternative criteria for the HEMS operating site together with operating procedures and training, which mitigate the risks identified in the operator’s risk assessment. In this case the operator may choose not to define minimum site dimensions. By night, for operations other than HEC, the HEMS operating site should include an area that the crew estimates to be least at least 4 × D in length and 2 × D in width, which should be free of relevant obstacles.

(b)The pre-surveyed HEMS operating site dimensions should be at least 2 × D.

(c)The operator may provide guidelines to its commanders on whether to land, proceed with e.g. a one-skid landing, hover landing or proceed with HEMS HEC operations. The commander should decide which technique to employ.

(d)Before operating at a HEMS operating site, the commander should estimate whether it is suitable for safe operations based on the above and on the environmental conditions.

ED Decision 2023/007/R

ILLUMINATION OF HEMS OPERATING SITES AT NIGHT

For night operations, the illumination should be sufficient to allow the pilot to:

(a)identify the landing area in flight and determine the landing direction; and

(b)make a safe approach, landing and take-off.

ED Decision 2023/007/R

ILLUMINATION OF HEMS OPERATING SITES AT NIGHT

A landing site may provide additional illumination from the ground, which complements the illumination from the helicopter but does not replace it. Some ground lights might contribute to blinding or masking obstacles.

Regulation (EU) 2024/2076

(a)Selection. The operator shall establish criteria for the selection of flight crew members for the HEMS task, taking their previous experience into account.

(b)INTENTIONALLY LEFT BLANK

(c)Operational training. Crew members shall successfully complete operational training in accordance with the HEMS procedures contained in the operations manual.

(d)Flight training by sole reference to instruments. Flight crew members that conduct HEMS operations without a valid instrument rating shall complete flight training to proficiency by sole reference to instruments in a helicopter or in an FSTD to have the skills to escape unintended IMC conditions. The validity period of the flight training shall be 6 calendar months.

(e)Crew composition

(1)Day flight. The minimum crew composition shall at least satisfy the following requirements:

(i)comprise either two pilots or one pilot and one HEMS technical crew member;

(ii)the crew composition may be reduced to only one pilot only if one of the situations below occur; once the crew composition is reduced to one pilot, the commander shall only operate to or from HEMS operating sites if they have previously conducted an in-flight reconnaissance with two crew members during the same HEMS mission:

(A)the commander is required to fetch additional medical supplies, refuel, or reposition while the HEMS technical crew member provides medical assistance on the ground;

(B)the medical passenger requires the assistance of the HEMS technical crew member in flight;

(C)the HEMS technical crew member disembarks to supervise a HEMS HEC cargo sling operation from outside the helicopter;

(2)Night flight. The minimum crew composition shall be:

(i)either two pilots or one pilot and one HEMS technical crew member;

(ii)one pilot where the following conditions are met:

(A)the medical passenger requires the assistance of the HEMS technical crew member during the flight;

(B)neither the departure nor the destination is a HEMS operating site.

(3)The operator shall ensure that the continuity of the crew concept is maintained throughout the HEMS mission.

(f)Flight and technical crew training and checking

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

(2)Crew members

(i)All relevant elements of the crew training programmes defined in Subpart FC and TC of Annex III (Part-ORO), including helicopter/FSTD training, shall improve the crew’s knowledge of the HEMS working environment and equipment, improve crew coordination, and include measures to minimise the risks associated with enroute transit in low-visibility conditions, the selection of HEMS operating sites, and approach and departure profiles.

(ii)The measures referred to in point (i) shall be assessed during both of the following:

(A)VMC day proficiency checks, or VMC night proficiency checks when night HEMS operations are undertaken by the operator;

(B)line checks.

(iii)the HEMS components of the proficiency checks and line checks referred to in point (ii) shall both have a validity period of 12 calendar months.

[for HEMS operations covered by point (61)(a) of Annex I to Regulation (EU) No 965/2012

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

for HEMS operations covered by point (61)(b) of Annex I to Regulation (EU) No 965/2012

applicable from 25 May 2026 — Implementing Regulation (EU) 2023/1020]

(g)Flight crew members who have attained the age of 60 years and who perform single-pilot HEMS operations in accordance with point FCL.065(a) of Annex I (Part-FCL) to Regulation (EU) No 1178/2011

(1)For flight crew members who have attained the age of 60 years and who perform single-pilot HEMS operations in accordance with point FCL.065(a) of Annex I (Part-FCL) to Regulation (EU) No 1178/2011, the operator shall take into account in its risk evaluation performed in accordance with ORO.GEN.200 the increase of the risk of incapacitation due to cardiovascular and cerebrovascular factors linked with operational circumstances.

(2)Training and checking for flight crew members referred to in point (1) shall be conducted by personnel that has received appropriate training to help them detect mild cognitive decline and request medical assessment of crew member where necessary.

ED Decision 2023/007/R

FLIGHT CREW AND TECHNICAL CREW — VALIDITY OF RECURRENT TRAINING AND CHECKING

In the context of HEMS, the validity period of recurrent training and checking of all crew members should be as specified in AMC1 ORO.FC.145(g).

ED Decision 2023/007/R

HEMS COMMANDER MINIMUM EXPERIENCE

The minimum experience level for the commander who conducts HEMS flights should not be less than:

(a)either:

(1)1 000 hours as a pilot-in-command/commander of aircraft, of which 500 hours are as a pilot-in-command/commander on helicopters; or

(2)1 000 hours as a co-pilot in HEMS operations of which at least 500 hours are as a pilotincommand under supervision, and 100 hours as a pilot-in-command/commander on helicopters;

(b)500 hours’ operating experience in helicopters, gained in an operational environment similar to that of the intended operation;

(c)for pilots engaged in restricted night operations that do not include landing at night at HEMS operating sites, 20 hours of VMC at night as a pilot-in-command/commander; and

(d)for pilots engaged in unrestricted night operations:

(1)30 hours of VMC at night, to which 3 hours may be credited for every hour flown as part of a structured night HEMS training programme on a suitable FSTD. The structured training programme may be part of the operator conversion course or command course of the HEMS operator. This experience comes in addition to point (c);

(2)10 approaches, landings and take-offs by night at operating sites in an operational environment similar to that of the intended operation in the helicopter or in a FFS level D.

ED Decision 2023/007/R

FLIGHT TRAINING WITH SOLE REFERENCE TO INSTRUMENTS

(a)The flight training should include training as pilot flying with sole reference to instruments.

(b)The training duration should be at least 45 minutes.

(c)The training should be conducted by a(n) FI/TRI/SFI and should be sufficient for the pilot to demonstrate competence in recovery from inadvertent entry into IMC conditions including the following manoeuvres:

(1)transition to instrument flight during climb-out;

(2)climbing and descending turns on to specified headings;

(3)level flight, control of heading, altitude and speed;

(4)level turns with 30 degrees bank, 180 to 360 degrees left and right;

(5)recovering from unusual attitudes;

(6)emergency let-down procedures;

(7)with a validity period of 12 calendar months, use of the autopilot including upper modes, if fitted.

(e)The instrument flight training should take place in a helicopter FSTD that is suitable for the training, or if no suitable FSTD is available, in a helicopter using vision-limiting devices such as goggles or screens. The helicopter used for the training should be a helicopter type used in the HEMS operation. The helicopter is not required to be certified for IFR operations.

ED Decision 2023/007/R

HEMS TECHNICAL CREW MEMBER

(a)When the crew is composed of one pilot and one HEMS technical crew member, the latter should be seated in the forward-facing front seat (co-pilot seat) during the flight.

However, by day the HEMS technical crew member may be seated in the cabin at the discretion of the commander if all of the following conditions are met:

(1)the HEMS technical crew member is likely to be tasked with HEMS HEC duties from the cabin during the HEMS mission;

(2)the flight is conducted to or from a HEMS operating site;

(3)the operator’s risk assessment determines that the technical crew member can carry out their primary tasks from the cabin; this risk assessment may determine that the rear door(s) needs (need) to remain open for better visibility.

In addition, both by day and by night, the HEMS technical crew member may also re-position from the front seat to the cabin and back in the hover phase at the HEMS operating site used for HEMS HEC, if conditions (a)(1) to (a)(3) and all the following additional conditions are met:

(4)the risk assessment determines that the technical crew member can safely move from one position to the other;

(5)the helicopter is so equipped that the repositioning does not result in inadvertent interference with flight controls or aircraft systems;

(6)the operator defines SOPs for the transitioning to unaided visual references prior to entering the hover phase and for the re-positioning of the crew member;

(7)the operator defines initial and recurrent training towards these SOPs as well as recency requirements for technical crew members involved; and for night operations the training takes place by night;

(8)for night operations, the operator defines criteria to determine whether the HEC operation takes place with sufficient visual references at pre-flight stage and on-site. Sufficient visual references should be considered not to be met in the context of offshore operations;

(9)by night, the commander determines whether the pre-flight criteria defined in (8) are likely to be met without the use of NVG, and on-site, whether the criteria are met without the use of NVG. The commander should only use the procedure if the criteria are met.

(b)The primary tasks of the HEMS technical crew members are to assist the commander in:

(1)collision avoidance;

(2)the selection of the landing site;

(3)the detection of obstacles during approach and take-off phases; and

(4)the reading of checklists when seated in the front seat.

(c)The commander may delegate other aviation tasks to the HEMS technical crew member, as necessary:

(1)assistance in navigation;

(2)assistance in radio communication/radio navigation means selection;

(3)if properly qualified and licensed, radio communications;

(4)reading of checklists from the cabin; and

(5)monitoring of parameters.

(d)The commander may also delegate to the HEMS technical crew member tasks on the ground, as necessary:

(1)assistance in preparing the helicopter and dedicated medical specialist equipment for subsequent HEMS departure;

(2)assistance in the application of safety measures during ground operations with rotors turning (including: crowd control, embarking and disembarking of passengers, refuelling etc.).

(e)There may be exceptional circumstances when it is not possible for the HEMS technical crew member to carry out their primary task as defined under (b).

This is to be regarded as exceptional and is only to be conducted at the discretion of the commander, taking into account the dimensions and environment of the HEMS operating site.

(f)When two pilots are carried, there is no requirement for a HEMS technical crew member, provided that the pilot monitoring performs the aviation tasks of a technical crew member.

(g)When selecting flight crew in accordance with SPA.HEMS.130(a), for single-pilot operations the operator should consider the experience of both the pilot and the technical crew member.

(1)The operator should consider that a HEMS technical crew member is inexperienced until he or she has completed 50 HEMS missions. The operator may include HEMS missions flown during line flying under supervision.

(2)When an inexperienced HEMS technical crew member is part of the crew, the following should apply:

(i)the pilot has achieved 50 flight hours on the type within a period of 60 days since the completion of the operator’s conversion course on the type; or

(ii)the pilot has achieved 100 flight hours on the type since the completion of the operator’s conversion course on the type.

(3)A smaller number of flight hours or missions than those defined in (1) or (2) above, and subject to any other conditions which the competent authority may impose, may be acceptable to the competent authority when one of the following applies:

(i)a new operator commences operations;

(ii)an operator introduces a new helicopter type;

(iii)the pilot has previously completed a type conversion course with the same operator (reconversion);

(iv)credits are defined in the operational suitability data established in accordance with Commission Regulation (EU) No 748/2012⁸⁸.

ED Decision 2023/007/R

REDUCTION OF THE CREW COMPOSITION — SINGLE-PILOT OPERATIONS WITH NO TECHNICAL CREW MEMBER

(a)The commander should decide whether he or she needs the assistance of a technical crew member, or if the technical crew member can be relieved from flight duties to provide medical assistance from the cabin or on site.

(b)When relieved from flight duties at a HEMS operating site, the technical crew member should take part in the departure briefing that summarises the relevant obstacles and threats.

ED Decision 2023/007/R

CONTINUITY OF THE CREW CONCEPT

The crew concept includes the operator’s normal crew composition and variations to it that the operator accepts that will occur during the HEMS mission. The operator ensures the continuity of the crew concept by managing these variations.

ED Decision 2023/007/R

FLIGHT CREW TRAINING AND CHECKING SYLLABUS

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

(1)meteorological training focusing on the understanding and interpretation of available weather information;

(2)preparing the helicopter and specialist medical equipment for subsequent HEMS departure;

(3)practice of HEMS departures;

(4)the assessment from the air of the suitability of HEMS operating sites; and

(5)the medical effects air transport may have on the patient.

(b)Single-pilot operations

(1)The flight crew training syllabus should include initial and annual recurrent helicopter/FSTD training focusing on crew cooperation with the technical crew member.

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

(i)the pilot holds a certificate of satisfactory completion of a multi-crew cooperation course in accordance with Commission Regulation (EU) No 1178/2011⁸⁹; or

(ii)the pilot has at least 500 hours in either multi-pilot operations or single-pilot operations with a HEMS or equivalent technical crew member, or a combination of these.

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

(4)The training described in (1) and (2) should be conducted by a suitably qualified commander with a minimum experience of 350 hours in either multi-pilot operations or single-pilot operations with a HEMS technical crew member, or a combination of these.

(c)The flight crew checking syllabus should include:

(1)proficiency checks, which should include landing and take-off profiles likely to be used at HEMS operating sites; and

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

(i)local area meteorology;

(ii)HEMS flight planning;

(iii)HEMS departures;

(iv)the selection from the air of HEMS operating sites;

(v)low-level flight in poor weather;

(vi)familiarity with established HEMS operating sites in the operator’s local area register;

(vii)crew cooperation.

ED Decision 2023/007/R

HEMS TECHNICAL CREW MEMBER TRAINING AND CHECKING SYLLABUS

INITIAL AND RECURRENT TRAINING COVERING PRIMARY TASKS

(a)The HEMS technical crew member initial and recurrent training and checking syllabus required by SPA.HEMS.130(f)(1) and covering primary tasks as defined in point (b) of AMC1 SPA.HEMS.130(e), and tasks required by the operator’s refuelling procedure in compliance with SPA.HEMS.155, and meeting the objectives of points (e)(3) and (f)(2) of SPA.HEMS.130 should include the following items:

(1)Applicable laws and regulations;

(2)Helicopter general knowledge:

(i)stowage, cabin safety and use of on-board medical equipment;

(ii)general knowledge of helicopter operations;

(3)Meteorology;

(4)Operational procedures:

(i)company procedures;

(ii)duties in the HEMS role;

(ii)response to HEMS dispatch;

(iii)HEMS operating site selection and use;

(iv)patients;

(v)portable electronic devices and electronic flight bags, as applicable;

(5)Crew coordination including checklists;

(6)Human performance and limitations, CRM;

(7)Flight safety:

(i)general flight safety in helicopter operations;

(ii)obstacle and traffic clearance;

(iii)handling of abnormal and emergency situations including checklists;

(iv)dangerous goods (DGs), as relevant for HEMS operation;

(8)Security.

NAVIGATION TRAINING

(b)If the HEMS technical crew member is tasked to provide assistance in navigation, as defined in AMC1 SPA.HEMS.130(e), points (c)(1) and (c)(2), the initial and recurrent training and checking syllabus should also include the following items:

(1)applicable parts of SERA, as relevant to the navigation tasks of the HEMS crew member;

(2)basic navigation training;

(3)navigation aid principles and use;

(4)airspace, restricted areas, and noise-abatement procedures;

(5)crew coordination.

COMMUNICATION TRAINING

(c)If the HEMS technical crew member is tasked to provide assistance in radio communications as defined in AMC1 SPA.HEMS.130(e), points (c)(2) and (c)(3), the initial and recurrent training and checking syllabus should also include the following items:

(1)operation of relevant radio equipment;

(2)crew coordination.

MONITORING TRAINING

(d)If the HEMS technical crew member is tasked to provide assistance in monitoring the flight path and instruments as defined in AMC1 SPA.HEMS.130(e), point (c)(5), the initial and recurrent training and checking syllabus should also include the following items:

(1)general knowledge of helicopter operations;

(2)monitoring function;

(3)crew coordination;

(4)handling of abnormal and emergency situations, as applicable.

GROUND CREW TRAINING

(e)If the HEMS technical crew member is tasked to provide assistance to the helicopter on the ground as defined in AMC1 SPA.HEMS.130(e), point (d), the initial and recurrent training and checking syllabus should also include the following items as applicable to their tasks:

(1)safety and security at the HEMS operating site;

(2)the dangers to self and others of rotor running helicopters, including loading of patients;

(3)preparing the helicopter and specialist medical equipment for subsequent HEMS departure;

(4)conducting refuelling, and conducting refuelling with rotors turning;

(5)marshalling signals;

(6)safety on the aerodrome/operating site, including fire prevention and ramp safety areas;

(7)towing of helicopter/trolley.

ADDITIONAL TRAINING (as appropriate)

(f)The initial and recurrent training and checking syllabus should also include the following items as relevant to the operations:

(1)HEMS HEC cargo sling operations, as defined in AMC1 SPA.HEMS.105(b);

(2)hoist operations, as defined in SPA.HHO;

(3)NVIS, as defined in SPA.NVIS;

(4)IFR/PBN.

CONVERSION COURSE GROUND TRAINING AND CHECKING WHEN CHANGING HELICOPTER TYPES OR CHANGING OPERATORS

(g)The conversion course ground training and checking when changing helicopter types should include the elements of (a) to (f) above that are relevant to the new helicopter type.

(h)The conversion course ground training and checking when changing operators should include the elements of (a) to (f) above that are relevant in the context of changing operators.

INITIAL AIRCRAFT/FSTD TRAINING

(i)The technical crew member training syllabus should include helicopter/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 HEMS crew member has undergone this training under another operator; or

(ii)the HEMS crew member has performed at least 50 missions in HEMS or equivalent role as a technical crew member.

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

(3)The training may be combined with the line flying under supervision.

LINE FLYING UNDER SUPERVISION

(j)Line flying under supervision

(1)Line flying under supervision should take place during the operator’s conversion course.

(2)Line flights under supervision provide the opportunity for a HEMS 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 line flying under supervision, the HEMS 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.

(4)For the conversion course that takes place when joining the operator, line flying under supervision should include a minimum of five sectors. These sectors should include a minimum of one low-height en-route transit and a minimum of three HEMS operating sites that the technical crew member is not familiar with.

RECURRENT AIRCRAFT/FSTD TRAINING

(k)Recurrent helicopter/FSTD training

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

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

(3)The validity period of the aircraft/FSTD training should be 12 calendar months.

LINE CHECKS

(l)Line checks

(1)The line check should be performed during a HEMS mission. If practically necessary, because of the difficulty to anticipate an actual HEMS activity or a cabin layout or helicopter performance making it difficult to carry an extra person, a helicopter flight representative of a HEMS mission may be carried out for the purpose of the line check.

(2)The operator’s conversion course should include a line check. The line check should take place after the completion of the line flying under supervision.

(3)Any task-specific items may be checked by a suitably qualified HEMS technical crew member nominated by the operator and trained in CRM concepts and the assessment of non-technical skills.

OPERATOR PROFICIENCY CHECKS

(m)Operator proficiency checks

(1)The HEMS technical crew member should complete an operator proficiency check to demonstrate his or her competence in carrying out normal, abnormal and emergency procedures, covering the relevant aspects associated with the flight operational tasks described in the operations manual and not already covered in the line check.

(2)The conversion course should include an operator proficiency check.

(3)The operator proficiency check should be valid for a given helicopter type. In order to consider an operator proficiency check to be valid for several helicopter types, the operator should demonstrate that the types are sufficiently similar from the technical crew member’s perspective.

PROVISION OF TRAINING AND CHECKING

(n)Use of FSTDs

(1)The line check and line flying under supervision should be performed in the helicopter.

(2)Notwithstanding (1), the operator may perform the line check in two parts, in a suitable FSTD and on ground, if all of the following conditions are met:

(i)The FSTD part of the line check takes place in a line-oriented evaluation;

(ii)The ground part of the line check takes place at the HEMS operating base and includes all normal operating procedures not checked in the FSTD;

(iii)Both parts of the line check are conducted within 3 months of each other;

(iv)For the purpose of AMC1 SPA.HEMS.130, the line check is considered to be performed on the day when the last part of the line check is completed;

(v)For the purpose of (ii), the operator should arrange to replicate realistic conditions as much as practicable, so that normal operating procedures that take place on ground at the HEMS operating site are also checked.

(3)Operator proficiency checks and aircraft/FSTD training should be performed in an suitable FSTD or, if it is not reasonably practicable to gain access to such devices, in an aircraft of the same type.

(o)Emergency and safety equipment training should be performed in a representative training device or in an aircraft of the same type.

(p)The type of equipment used for training and checking should be representative of the instrumentation, equipment and layout of the aircraft type operated by the crew member.

(q)Training and checking in the aircraft/FSTD should take place as part of the normal crew complement.

(r)The person conducting the training and checking should be a suitably qualified commander nominated by the operator. In the case of the training described in (i)(1) and (k)(1) above, the person conducting the training should have a minimum experience of 350 hours in either multipilot operations or single-pilot operations with a HEMS technical crew member or a combination of these. The person conducting a CRM assessment should be trained in CRM concepts and the assessment of CRM skills.

(s)Notwithstanding (r), the person conducting the training and checking of tasks conducted in the cabin where crew cooperation is not essential may be a suitably qualified technical crew member nominated by the operator.

CRM ASSESSMENT OF THE HEMS TECHNICAL CREW MEMBER

(t)A CRM assessment should take place during the line check or should take place annually in a line-oriented flight scenario (LOFT or line-oriented section of the OPC) of an FSTD session in a suitable FSTD. The CRM assessment in the helicopter should take place as described for pilots in AMC1 ORO.FC.230 point (b)(3)(vi) or (b)(3)(vii).