SPA.HEMS.100 Helicopter emergency medical service (HEMS) operations

Regulation (EU) 2023/1020

(a) Helicopters shall only be operated for the purpose of HEMS operations 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 CAT and hold a CAT AOC in accordance with Annex III (Part-ORO);

(2) demonstrate to the competent authority compliance with the requirements contained in this Subpart.

(c) Night operations to non-pre-surveyed HEMS operating sites outside congested areas that provide sufficient artificial ambient light shall be conducted under an approval issued in accordance with point SPA.NVIS.100.

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

THE HEMS PHILOSOPHY

(a) Introduction

This GM outlines the HEMS philosophy. Starting with a description of acceptable risk and introducing a taxonomy used in other industries, it describes how risk has been addressed in this Subpart to provide a system of safety to the appropriate standard. It discusses the difference between HEMS and air ambulance - in regulatory terms. It also discusses the application of operations to public interest sites in the HEMS context.

(b) Acceptable risk

The broad aim of any aviation legislation is to permit the widest spectrum of operations with the minimum risk. In fact it may be worth considering who/what is at risk and who/what is being protected. In this view three groups are being protected:

(1) third parties (including property) - highest protection;

(2) passengers (including patients); and

(3) crew members (including technical crew members) – lowest.

It is for the Legislator to facilitate a method for the assessment of risk - or as it is more commonly known, safety management (refer to Part-ORO).

(c) Risk management

Safety management textbooks83 Reason, J., 1997. Managing the Risks of Organizational Accidents. Ashgate, Farnham. describe four different approaches to the management of risk. All but the first have been used in the production of this section and, if it is considered that the engine failure accountability of performance class 1 equates to zero risk, then all four are used (this of course is not strictly true as there are a number of helicopter parts - such as the tail rotor which, due to a lack of redundancy, cannot satisfy the criteria):

(1) Applying the taxonomy to HEMS gives:

(i) zero risk; no risk of accident with a harmful consequence – performance class 1 (within the qualification stated above) - the HEMS operating base;

(ii) de minimis; minimised to an acceptable safety target - for example the exposure time concept where the target is less than 5 x 10-8 (in the case of elevated final approach and take-off areas (elevated FATOs) at hospitals in a congested hostile environment the risk is contained to the deck edge strike case - and so in effect minimised to an exposure of seconds);

(iii) comparative risk; comparison to other exposure - the carriage of a patient with a spinal injury in an ambulance that is subject to ground effect compared to the risk of a HEMS flight (consequential and comparative risk);

(iv) as low as reasonably practicable; where additional controls are not economically or reasonably practicable - operations at the HEMS operating site (the accident site).

(2) HEMS operations are conducted in accordance with the requirements contained in Annex IV (Part-CAT) and Annex III (Part-ORO), except for the variations contained in SPA.HEMS, for which a specific approval is required. In simple terms there are three areas in HEMS operations where risk, beyond that allowed in Part-CAT and Part-ORO, are identified and related risks accepted:

(i) in the en-route phase, where alleviation is given from height and visibility rules;

(ii) at the accident site, where alleviation is given from the performance and size requirement; and

(iii) at an elevated hospital site in a congested hostile environment, where alleviation is given from the deck edge strike - providing elements of the CAT.POL.H.305 are satisfied.

In mitigation against these additional and considered risks, experience levels are set, specialist training is required (such as instrument training to compensate for the increased risk of inadvertent entry into cloud) and operation with two crew (two pilots, or one pilot and a HEMS technical crew member) is mandated. (HEMS crews and medical passengers are also expected to operate in accordance with good crew resource management (CRM) principles.)

(d) Air ambulance

In regulatory terms, air ambulance is considered to be a normal transport task where the risk is no higher than for operations to the full OPS.CAT and Part-ORO compliance. This is not intended to contradict/complement medical terminology but is simply a statement of policy; none of the risk elements of HEMS should be extant and therefore none of the additional requirements of HEMS need be applied.

To provide a road ambulance analogy:

(1) if called to an emergency: an ambulance would proceed at great speed, sounding its siren and proceeding against traffic lights - thus matching the risk of operation to the risk of a potential death (= HEMS operations);

(2) for a transfer of a patient (or equipment) where life and death (or consequential injury of ground transport) is not an issue: the journey would be conducted without sirens and within normal rules of motoring - once again matching the risk to the task (= air ambulance operations).

The underlying principle is that the aviation risk should be proportionate to the task.

It is for the medical professional to decide between HEMS or air ambulance - not the pilot. For that reason, medical staff who undertake to task medical sorties should be fully aware of the additional risks that are (potentially) present under HEMS operations (and the pre-requisite for the operator to hold a HEMS approval). (For example in some countries, hospitals have principal and alternative sites. The patient may be landed at the safer alternative site (usually in the grounds of the hospital) thus eliminating risk - against the small inconvenience of a short ambulance transfer from the site to the hospital.)

Once the decision between HEMS or air ambulance has been taken by the medical professional, the commander makes an operational judgement over the conduct of the flight.

Simplistically, the above type of air ambulance operations could be conducted by any operator holding an Air Operator Certificate (AOC) (HEMS operators hold an AOC) - and usually are when the carriage of medical supplies (equipment, blood, organs, drugs etc.) is undertaken and when urgency is not an issue.

(e) Operating under a HEMS approval

There are only two possibilities: transportation as passengers or cargo under the full auspices of OPS.CAT and Part-ORO (this does not permit any of the alleviations of SPA.HEMS - landing and take-off performance should be in compliance with the performance Subparts of Part-CAT), or operations under a HEMS approval as contained in this Subpart.

(f) HEMS operational sites

The HEMS philosophy attributes the appropriate levels of risk for each operational site; this is derived from practical considerations and in consideration of the probability of use. The risk is expected to be inversely proportional to the amount of use of the site. The types of site are as follows:

(1) HEMS operating base: from which all operations will start and finish. There is a high probability of a large number of take-offs and landings at this HEMS operating base and for that reason no alleviation from operating procedures or performance rules are contained in this Subpart.

(2) HEMS operating site: because this is the primary pick-up site related to an incident or accident, its use can never be pre-planned and therefore attracts alleviations from operating procedures and performance rules, when appropriate.

(3) The hospital site: is usually at ground level in hospital grounds or, if elevated, on a hospital building. It may have been established during a period when performance criteria were not a consideration. The amount of use of such sites depends on their location and their facilities; normally, it will be greater than that of the HEMS operating site but less than for a HEMS operating base. Such sites attract some alleviation under this Subpart.

(g) Problems with hospital sites

During implementation of the original HEMS rules contained in JAR-OPS 3, it was established that a number of States had encountered problems with the impact of performance rules where helicopters were operated for HEMS. Although States accept that progress should be made towards operations where risks associated with a critical engine failure are eliminated, or limited by the exposure time concept, a number of landing sites exist that do not (or never can) allow operations to performance class 1 or 2 requirements.

These sites are generally found in a congested hostile environment:

(1) in the grounds of hospitals; or

(2) on hospital buildings.

The problem of hospital sites is mainly historical and, whilst the authority could insist that such sites are not used – or used at such a low weight that critical engine failure performance is assured – it would seriously curtail a number of existing operations.

Even though the rule for the use of such sites in hospital grounds for HEMS operations attracts alleviation, it is only partial and will still impact upon present operations.

Because such operations are performed in the public interest, it was felt that the authority should be able to exercise its discretion so as to allow continued use of such sites provided that it is satisfied that an adequate level of safety can be maintained - notwithstanding that the site does not allow operations to performance class 1 or 2 standards. However, it is in the interest of continuing improvements in safety that the alleviation of such operations be constrained to existing sites, and for a limited period.

It is felt that the use of public interest sites should be controlled. This will require that a State directory of sites be kept and approval given only when the operator has an entry in the route manual section of the operations manual.

The directory (and the entry in the operations manual) should contain for each approved site:

(i) the dimensions;

(ii) any non-conformance with ICAO Annex 14;

(iii) the main risks; and

(iv) the contingency plan should an incident occur.

Each entry should also contain a diagram (or annotated photograph) showing the main aspects of the site.

(h) Summary

In summary, the following points are considered to be pertinent to the HEMS philosophy and HEMS regulations:

(1) absolute levels of safety are conditioned by society;

(2) potential risk must only be to a level proportionate to the task;

(3) protection is afforded at levels appropriate to the occupants;

(4) this Subpart addresses a number of risk areas and mitigation is built in;

(5) only HEMS operations are dealt with by this Subpart;

(6) there are three main categories of HEMS sites and each is addressed appropriately; and

(7) State alleviation from the requirement at a hospital site is available but such alleviations should be strictly controlled by a system of registration.

[applicable until 24 May 2024 — ED Decision 2012/019/R]

(a) Introduction

This GM outlines the HEMS philosophy. Starting with a description of acceptable risk and introducing a taxonomy used in other industries, it describes how risk has been addressed in this Subpart to provide a system of safety to the appropriate standard. It discusses the difference between HEMS and air ambulance - in regulatory terms. It also discusses the application of operations to public interest sites in the HEMS context.

Following the extension of the definition of HEMS to rescue operations other than search and rescue (SAR), this GM also discusses rescue operations.

Natural disasters can overwhelm well dimensioned HEMS services at either local or national level. It is up to the State to define how State aircraft or civilian aircraft operated under national rules may complement HEMS services in such [extreme] cases. Operations that take place under national regulations are not discussed in this Regulation.

(b) Acceptable risk

The broad aim of any aviation legislation is to permit the widest spectrum of operations with the minimum risk. In fact it may be worth considering who/what is at risk and who/what is being protected. In this view three groups are being protected:

(1) third parties (including property) - highest protection;

(2) passengers (including patients); and

(3) crew members (including technical crew members) – lowest.

It is for the Legislator to facilitate a method for the assessment of risk - or as it is more commonly known, safety management (refer to Part-ORO).

(c) Risk management

Safety management textbooks84 Reason, J., 1997. Managing the Risks of Organizational Accidents. Ashgate, Farnham. describe four different approaches to the management of risk. All but the first have been used in the production of this section and, if it is considered that the engine failure accountability of performance class 1 equates to zero risk, then all four are used (this of course is not strictly true as there are a number of helicopter parts - such as the tail rotor which, due to a lack of redundancy, cannot satisfy the criteria):

(1) Applying the taxonomy to HEMS gives:

(i) zero risk; no risk of accident with a harmful consequence – performance class 1 (within the qualification stated above) - the HEMS operating base;

(ii) de minimis; minimised to an acceptable safety target - for example the exposure time concept where the target is less than 5 x 10-8 (in the case of elevated final approach and take-off areas (elevated FATOs) at hospitals in a congested hostile environment the risk is contained to the deck edge strike case - and so in effect minimised to an exposure of seconds);

(iii) comparative risk; comparison to other exposure - the carriage of a patient with a spinal injury in an ambulance that is subject to ground effect compared to the risk of a HEMS flight (consequential and comparative risk);

(iv) as low as reasonably practicable; where additional controls are not economically or reasonably practicable - operations at the HEMS operating site (the accident site).

(2) HEMS operations are conducted in accordance with the requirements contained in Annex IV (Part-CAT) and Annex III (Part-ORO), except for the variations contained in SPA.HEMS, for which a specific approval is required. In simple terms there are three areas in HEMS operations where risk, beyond that allowed in Part-CAT and Part-ORO, are identified and related risks accepted:

(i) in the en-route phase, where alleviation is given from height and visibility rules;

(ii) at the accident site, where alleviation is given from the performance and size requirement; and

(iii) at an elevated hospital site in a congested hostile environment, where alleviation is given from the deck edge strike - providing elements of the CAT.POL.H.305 are satisfied.

In mitigation against these additional and considered risks, experience levels are set, specialist training is required (such as instrument training to compensate for the increased risk of inadvertent entry into cloud) and operation with two crew (two pilots, or one pilot and a HEMS technical crew member) is mandated. (HEMS crews and medical passengers are also expected to operate in accordance with good crew resource management (CRM) principles.)

(d) Additional mountain-specific considerations including high altitudes and rescue operations other than search and rescue (SAR)

It was considered necessary to enable sling load operations under HEMS, in addition to the hoist. Environmental, equipment or organisational conditions may lead operators to choose either the external hoist or cargo hook operation, based on a risk assessment.

In order to enable HEMS operations at all altitudes, HEMS operations under performance class 3 have been authorised under the following conditions: operations over a hostile environment should only be conducted when a HEMS operating site used for take-off, landing or HEMS HEC operations is located above 7 000 ft altitude.

The use of category A or equivalent helicopters improves safety during the entire mission, not only in respect of risk of engine failure, but also because of the available system redundancies. Operation in performance class 3 with helicopters not certified as category A or equivalent remains possible under a defined set of conditions and risk mitigations.

(e) Air ambulance

In regulatory terms, air ambulance is considered to be a normal transport task where the risk is no higher than for commercial air transport operations under Part-CAT and Part-ORO. This is not intended to contradict/complement medical terminology but is simply a statement of policy; none of the risk elements of HEMS should be extant and therefore none of the additional requirements of HEMS need to be applied.

To provide a road ambulance analogy:

(1) if called to an emergency: an ambulance would proceed at great speed, sounding its siren and proceeding against traffic lights - thus matching the risk of operation to the risk of a potential death (= HEMS operations);

(2) for a transfer of a patient (or equipment) where life and death (or consequential injury of ground transport) is not an issue: the journey would be conducted without sirens and within normal rules of motoring - once again matching the risk to the task (= air ambulance operations).

The underlying principle is that the aviation risk should be proportionate to the task.

It is for the medical professional to decide between HEMS or air ambulance - not the pilot. For that reason, medical staff who undertake to task medical sorties should be fully aware of the additional risks that are (potentially) present under HEMS operations (and the pre-requisite for the operator to hold a HEMS approval). (For example in some countries, hospitals have principal and alternative sites. The patient may be landed at the safer alternative site (usually in the grounds of the hospital) thus eliminating risk - against the small inconvenience of a short ambulance transfer from the site to the hospital.)

Once the decision between HEMS or air ambulance has been taken by the medical professional, the commander makes an operational judgement over the conduct of the flight.

Simplistically, the above type of air ambulance operations could be conducted by any operator holding an Air Operator Certificate (AOC) (HEMS operators hold an AOC) — and usually are conducted when the carriage of medical supplies (equipment, blood, organs, drugs, etc.) is undertaken and when urgency is not an issue.

Regarding other than SAR rescue operations, if a person without a medical condition is endangered by the environment, then a helicopter may be needed. Such danger may arise, for instance, from temperature, wind, or snow. The same principles as for air ambulance operations should apply when the person’s life is not immediately endangered by the situation, however action is required. In that case, the flight is considered to be a normal transport task where the risk is not higher than for commercial air transport operations under Part-CAT and Part-ORO. None of the additional requirements of HEMS need to be applied. Such a rescue operation may also be conducted by a HEMS operator.

When the medical condition of the person is not known in advance, in a situation of time pressure, then this rescue operation is part of the definition of HEMS.

(f) Operating under a HEMS approval

There are only two possibilities: transportation as passengers or cargo under the full auspices of OPS.CAT and Part-ORO (this does not permit any of the alleviations of SPA.HEMS - landing and take-off performance should be in compliance with the performance Subparts of Part-CAT), or operations under a HEMS approval as contained in this Subpart.

(g) HEMS operational sites

The HEMS philosophy attributes the appropriate levels of risk for each operational site; this is derived from practical considerations and in consideration of the probability of use. The risk is expected to be inversely proportional to the amount of use of the site. The types of site are as follows:

(1) HEMS operating base: from which all operations will start and finish. There is a high probability of a large number of take-offs and landings at this HEMS operating base and for that reason no alleviation from operating procedures or performance rules are contained in this Subpart.

(2) HEMS operating site: because this is the primary pick-up site related to an incident or accident, its use can never be pre-planned and therefore attracts alleviations from operating procedures and performance rules, when appropriate.

(3) Additional HEMS operating site: each HEMS mission is different, especially in mountainous areas where the crew and helicopter need to adapt to different conditions. High altitude, unstable wind conditions, degraded vision, and difficult terrain are some of the characteristics of HEMS operations. Sometimes, the mission requires an additional HEMS operating site to be used, due to performance issues (weight reduction by unloading equipment), for hook preparation and stowage, or for dispatching ground rescue units when the accident or rescue site is not reachable.

(4) The hospital site: is usually at ground level in hospital grounds or, if elevated, on a hospital building. It may have been established during a period when performance criteria were not a consideration. The amount of use of such sites depends on their location and their facilities; normally, it will be greater than that of the HEMS operating site but less than for a HEMS operating base. Such sites attract some alleviation under this Subpart.

(h) Problems with hospital sites are described in GM1 CAT.POL.H.225.

(i) Summary

In summary, the following points are considered to be pertinent to the HEMS philosophy and HEMS regulations:

(1) absolute levels of safety are conditioned by society;

(2) potential risk must only be to a level proportionate to the task;

(3) protection is afforded at levels appropriate to the occupants;

(4) this Subpart addresses a number of risk areas and mitigation is built in;

(5) only HEMS operations are dealt with by this Subpart;

(6) there are three main categories of HEMS sites and each is addressed appropriately; and

(7) State alleviation from the requirement at a hospital site is available but such alleviations should be strictly controlled by a system of registration.

[applicable from 25 May 2024 — ED Decision 2023/007/R]

HEMS OPERATIONS AT NIGHT WITHOUT NVIS

(a) A pre-surveyed HEMS operating site is a site that has been surveyed by day, is included in an operator’s operating site directory, and is re-surveyed on a regular basis as per AMC1 CAT.OP.MPA.105.

(b) For the purpose of taking off at night after a landing by day, the HEMS operating site need not be included in the operating site directory.

[applicable from 25 May 2026 — ED Decision 2023/007/R]

SPA.HEMS.105 HEMS HEC operations

Regulation (EU) 2023/1020

(a) HEMS HEC operations may be conducted with either of the following:

(1) a helicopter hoist, under the conditions prescribed in Subpart I (Helicopter Hoist Operations);

(2) a cargo sling, under the conditions prescribed in point (b).

(b) For HEMS HEC operations conducted with a cargo sling, the operator shall:

(1) comply with the requirements of point SPO.SPEC.HEC.105 of Annex VIII;

(2) use an approved double cargo hook, or a cargo hook system approved under a relevant airworthiness standard;

(3) limit the operations to the technical phase of the flight for rescuing injured, ill or endangered persons, or to carry persons that are necessary for the mission;

(4) ensure that sling technical crew members are adequately equipped, trained, checked and briefed;

(5) develop specific HEMS HEC SOPs, following the risk assessment referred to in point SPA.HEMS.140;

(6) ensure that all flight crew members involved in HEMS HEC operations are experienced, trained and checked for HEMS HEC operations, and have recent experience with such activity.

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

HEMS HEC CARGO SLING OPERATIONS

TECHNICAL CREW MEMBERS AND GROUND OPERATIONS PERSONNEL

(a) During HEMS HEC cargo sling operations, the operator should ensure that a trained crew member, referred to as the sling technical crew member, is in charge of:

(1) ensuring that the rope is safely connected to the helicopter hook; and

(2) when relevant, guiding the pilot from the cabin, from the ground, or when carried externally.

(b) The operator should ensure that the person securing themselves or other persons to the rope is trained in accordance with ORO.GEN.110(e). This person should be nominated by the operator or should be part of an external organisation contracted by the operator. If the person is a member of an external organisation, ORO.GEN.205 applies. This person may be a sling technical crew member.

(c) The sling technical crew member may be the HEMS technical crew member if the training and checking requirements for both roles are met.

(d) The sling technical crew member and the person responsible to secure themselves or other persons to the rope, referred to in (b) should comply with the training, checking and briefing defined for task specialists in point (e) of AMC1 SPO.SPEC.HEC.100.

EQUIPMENT

(e) The sling technical crew member and the person responsible to secure themselves or other persons to the rope referred to in (b) should be equipped with communication equipment and personal protective equipment meeting the criteria of point (c)(4) of AMC1 SPO.SPEC.HEC.100. The helicopter should be equipped in accordance with point (c)(3) of AMC1 SPO.SPEC.HEC.100.

(f) When conducting single-pilot vertical reference operations with no assistance of a crew member, additional engine monitoring in the pilot line of vision or an audio warning system is recommended.

FLIGHT CREW

(g) A pilot involved in HEMS HEC cargo sling operations should be trained and experienced as defined in points (b) and (d) of AMC1 SPO.SPEC.HEC.100.

(h) A pilot involved in HEMS HEC cargo sling operations should complete a flight check at least annually to demonstrate competence in carrying out HEMS HEC operations. The checking may be combined with the line check or with a HEC training flight. If the operator is involved in HEMS HEC cargo sling operations by night, the flight check should take place by night.

(i) A pilot involved in HEMS HEC cargo sling operations should have completed in the last 90 days:

(1) when operating by day: any combination of three day or night cycles, each of which shall include a transition to and from the hover;

(2) when operating by night: three night cycles, each of which shall include a transition to and from the hover.

Cycles may include HEMS HEC cargo sling cycles, SPO.SPEC.HEC cycles, SPO.SPEC.HESLO cycles or hoist cycles.

(j) In the context of HEMS, the validity period of flight and technical crew recurrent training and checking as well as recency should be as specified in AMC1 ORO.FC.145(g).

SOPs

(k) HEMS HEC standard operating procedures (SOPs) should be developed in accordance with points (g) and (h) of AMC1 SPO.SPEC.HEC.100.

[applicable from 25 May 2024 — 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.

[applicable from 25 May 2024 — 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).

[applicable from 25 May 2024 — ED Decision 2023/007/R]

SPA.HEMS.110 Equipment requirements for HEMS operations

Regulation (EU) 2023/1020

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

[applicable until 24 May 2024 — Regulation (EU) No 965/2012]

(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.

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

(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.

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

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.

[applicable from 25 May 2024 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.

[applicable from 25 May 2024 — 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

Maximum altitude

Maximum duration of the excursion above 10 000 ft

14 000 ft

30 minutes

16 000 ft

15 minutes

[applicable from 25 May 2024 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.

[applicable from 25 May 2024 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.

[applicable from 25 May 2024 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 1178/201185 Commission Regulation (EU) No 1178/2011 of 3 November 2011 laying down technical requirements and administrative procedures related to civil aviation aircrew pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the Council (OJ L 311, 25.11.2011, p. 1) (https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX:32011R1178)..

(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).

[applicable from 25 May 2024 — 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]

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

SPA.HEMS.115 Communication

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.

SPA.HEMS.120 HEMS operating minima

Regulation (EU) 2023/1020

(a) HEMS flights operated in performance class 1 and 2 shall comply with the weather minima in Table 1 for dispatch and en-route phase of the HEMS flight. In the event that during the en-route phase the weather conditions fall below the cloud base or visibility minima shown, 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.

Table 1

HEMS operating minima

2 PILOTS

1 PILOT

DAY

Ceiling

Visibility

Ceiling

Visibility

500 ft and above

As defined by the applicable airspace VFR minima

500 ft and above

As defined by the applicable airspace VFR minima

499 - 400 ft

1000 m(*)

499 – 400 ft

2 000 m

2 PILOTS

1 PILOT

399 - 300 ft

2 000 m

399 – 300 ft

3 000 m

NIGHT

Cloud base

Visibility

Cloud base

Visibility

1 200 ft(**)

2 500 m

1 200 ft(**)

3 000 m

(*)  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 any obstacles in time to avoid a collision.

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

(b) The weather minima for the dispatch and en-route phase of a HEMS flight operated in performance class 3 shall be a cloud ceiling of 600 ft and a visibility of 1500 m. 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 any obstacle and avoid a collision.

[applicable until 24 May 2024 — Regulation (EU) No 965/2012]

(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.

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

REDUCED VISIBILITY

(a) In the rule the ability to reduce the visibility for short periods has been included. This 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).

[applicable until 24 May 2024 — ED Decision 2012/019/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).

[applicable from 25 May 2024 — ED Decision 2023/007/R]

(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

Visibility (m)

Advisory speed (kt)

800

50

1 500

100

2 000

120

HEMS TRAINING MINIMA

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

[applicable from 25 May 2024 — 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

DAY

Ceiling

Visibility

500 ft and above

As defined by the applicable airspace VFR minima (*)

499–300 ft

1 500 m (*)

NIGHT

NVIS

No NVIS

Cloud base (***)

Visibility

Cloud base(***)

Visibility

1 200 ft (**)

3 000 m

1 200 ft (**)

5 000 m

 

 

1 500 ft (**)

3 000 m

(*) 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

DAY

 

Visibility

Ceiling

x  1 500 m

x but at least 800 m

MDH

x > 1 500 m

1 500 m

MDH or 300 ft (*)

NIGHT

 

Visibility

Ceiling

x < 2 000 m

x + 500 m but at least 1 500 m

MDH

with NVIS: 2 000  x < 5 000 m

2 500 m

MDH or 400 ft (*)

no NVIS: 2 000  x < 5000 m

x+500 or 3 000 m

whichever is lower

MDH or 500 ft (*)

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

DAY

 

Visibility

Crossing height at IDF

x  3000 m

800 m

Crossing height at IDF

3 000 m < x  5 000 m

1 500 m

Crossing height at IDF

NIGHT

 

Visibility

Ceiling

x < 2 500 m

x but at least 1 500 m

Crossing height at IDF

with NVIS: 2 500  x < 5 000 m

2 500 m

Crossing height at IDF

no NVIS: 2 500  x < 5 000 m

x or 3 000 m

whichever is lower

Crossing height at IDF

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.

[applicable from 25 May 2024 — 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.

[applicable from 25 May 2024 — ED Decision 2023/007/R]

SPA.HEMS.125 Performance requirements for HEMS operations

Regulation (EU) 2023/1020

(a) Performance class 3 operations shall not be conducted over a hostile environment.

(b) Take-off and landing

(1) Helicopters conducting operations to/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 conducting operations to/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 CAT.POL.H.225.

(3) Helicopters conducting operations to/from a HEMS operating site located in a hostile environment shall be operated in accordance with performance class 2 and be exempt from the approval required by CAT.POL.H.305(a), provided compliance is shown with CAT.POL.H.305(b)(2) and (b)(3).

(4) The HEMS operating site shall be big enough to provide adequate clearance from all obstructions. For night operations, the site shall be illuminated to enable the site and any obstructions to be identified.

[applicable until 24 May 2024 — Regulation (EU) No 965/2012]

(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]

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).

[applicable from 25 May 2024 — 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.

[applicable from 25 May 2024 — 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.

[applicable from 25 May 2024 — ED Decision 2023/007/R]

GM1 SPA.HEMS.125(b)(3) Performance requirements for HEMS operations

ED Decision 2023/007/R

[applicable until 24 May 2024 — ED Decision 2012/019/R]

GM1 SPA.HEMS.125(c)(3) Performance requirements for HEMS operations

ED Decision 2023/007/R

[applicable from 25 May 2024 — 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).

HEMS OPERATING SITE DIMENSIONS

(a) When selecting a HEMS operating site it should have a minimum dimension of at least 2 x D (the largest dimensions of the helicopter when the rotors are turning). For night operations, unsurveyed HEMS operating sites should have dimensions of at least 4 x D in length and 2 x D in width.

(b) For night operations, the illumination may be either from the ground or from the helicopter.

[applicable until 24 May 2024 — ED Decision 2012/019/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.

[applicable from 25 May 2024 — 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.

[applicable from 25 May 2024 — 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.

[applicable from 25 May 2024 — 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.

[applicable from 25 May 2024 — ED Decision 2023/007/R]

SPA.HEMS.130 Crew requirements

Regulation (EU) 2023/1020

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

(b) Experience. The minimum experience level for the commander conducting HEMS flights shall not be less than:

(1) either:

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

(ii) 1 000 hours as co-pilot in HEMS operations of which 500 hours are as pilot-in-command under supervision and 100 hours pilot-in-command/commander of helicopters;

(2) 500 hours’ operating experience in helicopters, gained in an operational environment similar to the intended operation; and

(3) for pilots engaged in night operations, 20 hours of VMC at night as pilot-in-command/commander.

(c) Operational training. Successful completion of operational training in accordance with the HEMS procedures contained in the operations manual.

(d) Recency. All pilots conducting HEMS operations shall have completed a minimum of 30 minutes’ flight by sole reference to instruments in a helicopter or in an FSTD within the last six months.

(e) Crew composition

(1) Day flight. The minimum crew by day shall be one pilot and one HEMS technical crew member.

(i) This may be reduced to one pilot only when:

(A) at a HEMS operating site the commander is required to fetch additional medical supplies. In such case the HEMS technical crew member may be left to give assistance to ill or injured persons while the commander undertakes this flight;

(B) after arriving at the HEMS operating site, the installation of the stretcher precludes the HEMS technical crew member from occupying the front seat; or

(C) the medical passenger requires the assistance of the HEMS technical crew member in flight.

(ii) In the cases described in (i), the operational minima shall be as defined by the applicable airspace requirements; the HEMS operating minima contained in Table 1 of SPA.HEMS.120 shall not be used.

(iii) Only in the case described in (i)(A) may the commander land at a HEMS operating site without the technical crew member assisting from the front seat.

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

(i) two pilots; or

(ii) one pilot and one HEMS technical crew member in specific geographical areas defined by the operator in the operations manual taking into account the following:

(A) adequate ground reference;

(B) flight following system for the duration of the HEMS mission;

(C) reliability of weather reporting facilities;

(D) HEMS minimum equipment list;

(E) continuity of a crew concept;

(F) minimum crew qualification, initial and recurrent training;

(G) operating procedures, including crew coordination;

(H) weather minima; and

(I) additional considerations due to specific local conditions.

(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 HEMS working environment and equipment; improve crew coordination; and include measures to minimise the risks associated with en-route transit in low visibility conditions, selection of HEMS operating sites and approach and departure profiles.

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

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

(B) line checks.

[applicable until 24 May 2024 — Regulation (EU) No 965/2012]

(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]

AMC1 SPA.HEMS.130 Crew requirements

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).

[applicable from 25 May 2024 — 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.

[applicable from 25 May 2024 — ED Decision 2023/007/R]

EXPERIENCE

The minimum experience level for a commander conducting HEMS flights should take into account the geographical characteristics of the operation (sea, mountain, big cities with heavy traffic, etc.).

[applicable until 24 May 2024 — ED Decision 2012/019/R]

RECENCY

This recency may be obtained in a visual flight rules (VFR) helicopter using vision limiting devices such as goggles or screens, or in an FSTD.

[applicable until 24 May 2024 — ED Decision 2012/019/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.

[applicable from 25 May 2024 — 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 front seat (co-pilot seat) during the flight, so as to be able to carry out his/her primary task of assisting the commander in:

(1) collision avoidance;

(2) the selection of the landing site; and

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

(b) 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) reading of checklists; and

(4) monitoring of parameters.

(c) The commander may also delegate to the HEMS technical crew member tasks on the ground:

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

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

(d) There may be exceptional circumstances when it is not possible for the HEMS technical crew member to carry out his/her primary task as defined under (a).

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.)

(e) 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.

[applicable until 24 May 2024 — ED Decision 2012/019/R]

(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 748/201286.

[applicable from 25 May 2024 — 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.

[applicable from 25 May 2024 — ED Decision 2023/007/R]

SPECIFIC GEOGRAPHICAL AREAS

In defining those specific geographical areas, the operator should take account of the cultural lighting and topography. In those areas where the cultural lighting an topography make it unlikely that the visual cues would degrade sufficiently to make flying of the aircraft problematical, the HEMS technical crew member is assumed to be able to sufficiently assist the pilot, since under such circumstances instrument and control monitoring would not be required. In those cases where instrument and control monitoring would be required the operations should be conducted with two pilots.

[applicable until 24 May 2024 — ED Decision 2012/019/R]

FLIGHT FOLLOWING SYSTEM

A flight following system is a system providing contact with the helicopter throughout its operational area.

[applicable until 24 May 2024 — ED Decision 2012/019/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.

[applicable from 25 May 2024 — ED Decision 2023/007/R]

TRAINING AND CHECKING SYLLABUS

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

(1) meteorological training concentrating 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) 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 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; and

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

(c) HEMS technical crew members should be trained and checked in the following items:

(1) duties in the HEMS role;

(2) map reading, navigation aid principles and use;

(3) operation of radio equipment;

(4) use of on-board medical equipment;

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

(6) instrument reading, warnings, use of normal and emergency checklists in assistance of the pilot as required;

(7) basic understanding of the helicopter type in terms of location and design of normal and emergency systems and equipment;

(8) crew coordination;

(9) practice of response to HEMS call out;

(10) conducting refuelling and rotors running refuelling;

(11) HEMS operating site selection and use;

(12) techniques for handling patients, the medical consequences of air transport and some knowledge of hospital casualty reception;

(13) marshalling signals;

(14) underslung load operations as appropriate;

(15) winch operations as appropriate;

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

(17) the use of the helicopter inter-communications system.

[applicable until 24 May 2024 — ED Decision 2012/019/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 1178/201187 Commission Regulation (EU) No 1178/2011 of 3 November 2011 laying down technical requirements and administrative procedures related to civil aviation aircrew pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the Council (OJ L 311, 25.11.2011, p. 1) (https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX:32011R1178).; 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.

[applicable from 25 May 2024 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).

[applicable from 25 May 2024 — ED Decision 2023/007/R]

HEMS TECHNICAL CREW MEMBER THEORETICAL TRAINING

(a) The HEMS technical crew member training and checking syllabus required by SPA.HEMS.130(f)(1) may be adapted to the knowledge of the technical crew member and structured as shown in Table 1.

Table 1 — HEMS technical crew member training

HEMS TECHNICAL CREW MEMBER TRAINING

 

TRAINING TOPIC

 

Trainee with PPL(H)*

Trainee with PPL(A)**

Other Trainee

(1) Applicable laws and regulations

 

(i) introduction to the regulatory environment applicable to  HEMS operations, including SERA

 

 

X

(ii) HEMS philosophy and HEMS rules

X

X

X

(iii) public interest sites (PISs) if applicable

X

X

X

(2) Helicopter general knowledge

 

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

 (A) safe storage of loose personal objects and medical    equipment

 (B) securing patients on the EMS stretcher

 (C) influence of medical equipment usage on helicopter    systems (e.g. defibrillator)

 

 

 

 

X

 

 

 

 

X

 

X

 

X

X

(ii) general knowledge of helicopter operations

 (A) general principles of flight

 (B) helicopter mass and balance

 (C) helicopter performance (including definitions of     helicopter certification as category A and performance                                           classes 1, 2 and 3 )

 (D) location and design of normal and emergency systems    and equipment including all helicopter lights and                                           operation of doors

 (E) intercommunication system

 

 

 

X

 

 

 

 

X

 

X

 

 

 

 

X

X

X

 

 

X

 

 

X

(3) Meteorology

 

(i) meteorology as relevant to the operating area

 

 

X

(ii) meteorology as a limiting factor for mission  planning/execution

 

 

X

(4) Operational procedures

 

(i) company procedures

 (A) the relevant extracts of the organisation’s management   manual and operations manual

 (B) operational control and supervision

 

X

 

X

 

X

 

X

 

X

 

X

(iii) response to HEMS dispatch  flight planning, preparation, and  in-flight operations

X

X

X

(iv) HEMS operating site selection and use

 (A) minimum dimensions or equivalent criteria

 (B) effects of downwash

 (C) accessibility

 

X

X

X

 

X

X

X

 

X

X

X

(v) patients

 (A) aspects of landing site selection for patient transport

 (B) patient on-/off-loading

 (C) medical consequences of air transport on patients    including influence of noise, vibration, air pressure and                                           temperature

 (D) consequences of hospital selection on flight (endurance,   weather)

 (E) knowledge of hospital casualty reception

 

X

X

X

 

 

X

 

X

 

X

X

X

 

 

X

 

X

 

X

X

X

 

 

X

 

X

(vi) portable electronic devices and electronic flight bags, as  applicable

X

X

X

(5) Crew coordination, including checklists

 

(i) crew concept

X

X

X

(ii) checklist reading philosophy, initiation, interruptions, and  termination

X

X

X

(iii) communication and call-outs

X

X

X

(iv) effective use of intercommunication system

X

X

X

(v) early identification of pilot incapacitation

X

X

X

(vi) debriefing

X

X

X

(6) Human performance and limitations, CRM: as per  AMC1 ORO.FC.115

 

X

X

X

(7) Flight safety

 

(i) general flight safety in helicopter operations

 (A) noise protection for crew members      embarking/disembarking with running rotors

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

 (C) effects of downwash on persons and objects

 (D) dangers of main and tail rotors hitting objects on    ground and in flight

 (E) safety at the HEMS operating site

 (F) safety at other landing sites including the HEMS     operating base

 

 

X

 

X

 

X

X

 

X

X

 

X

 

X

 

X

X

 

X

X

(ii) obstacle and traffic clearance

 (A) importance of lookout for collision avoidance and    associated call-outs

 (B) sterile cockpit during critical phases of flight

 (C) identification of obstacles and conflicting terrain

 

 

 

X

 

X

X

(iii) handling of abnormal and emergency situations including  checklists

 (A) necessary coordination procedures between flight and    technical/other crew members including checklists as                                           applicable

 (B) early identification of pilot incapacitation

 (C) emergency evacuation

 

 

X

 

 

X

X

 

 

X

 

 

X

X

 

 

X

 

 

X

X

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

 (A) DGs that might be in medical passengers’ luggage    including oxygen, if not part of the cabin design

 (B) awareness of DGs that might be in patients’ or other    passengers’ luggage, backpacks or clothes

 

 

 

X

 

X

(8) Security

 

 

 

 

(i) the operator’s security programme

X

X

X

(ii) HEMS operating sites and operating base

X

X

X

* applicable to trainees that have passed the theoretical knowledge examination for at least PPL(H) or that hold at least a PPL(H).

** applicable to trainees that have passed the theoretical knowledge examination for at least PPL(A) or that hold at least a PPL(A).

(b) The operator may consider that trainees that have passed the theoretical knowledge examination for at least PPL(A) or PPL(H) or that hold at least a PPL(A) or PPL(H) do not require additional navigation training. In all other cases, if the HEMS technical crew member is tasked to provide assistance in navigation, the navigation training may be structured as follows:

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

(2) Basic navigation training:

(i) charts (convergence, scale, projections, symbology, plotting);

(ii) measuring distances and courses;

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

(iv) moving map if applicable;

(v) identification of obstacles and conflicting terrain;

(vi) time (local/UTC, sunrise/sunset) and speed;

(vii) units and unit conversion;

(3) Principles and use of navigation aids:

(i) navigation equipment and AFCS operations as applicable;

(ii) transponder;

(iii) ACAS, HTAWS, weather radar, moving map as applicable;

(iv) inadvertent IMC;

(4) Airspace, restricted areas, and noise-abatement procedures:

(i) air traffic services;

(ii) aerodrome procedures;

(iii) AIP;

(iv) NOTAMS;

(5) Crew coordination: assignment of navigation tasks.

(c) The operator may consider that trainees that have passed the theoretical knowledge examination for at least PPL(A) or PPL(H) or that hold at least a PPL(A) or PPL(H) licence do not require additional navigation training. In all other cases, if the HEMS technical crew member is tasked to provide assistance in radio communications, the radio communications training may be structured as follows:

(1) Operation of relevant radio equipment: radio licence as applicable to the frequencies used by the technical crew member

(2) Crew coordination: effective use of radio communication system

(d) If the HEMS technical crew member is tasked to provide assistance in monitoring, the training towards monitoring may be adapted to the knowledge of the technical crew member and structured as shown in Table 2.

Table 2 — HEMS technical crew member monitoring training

HEMS TECHNICAL CREW MEMBER

MONITORING TRAINING

 

TRAINING TOPIC

 

Trainee with PPL(H)*

Trainee with PPL(A)**

Other Trainee

(1) General knowledge of helicopter operations

 

(i) general knowledge of helicopter structure, power plant,  systems, instruments, and airworthiness

 

X

X

(ii) limitations, normal and abnormal procedures, including  Category A certification, performance class 1, performance               class 2, and performance class 3, as applicable

X

X

X

(2) Monitoring function

 

(i) assignment of cockpit tasks

X

X

X

(ii) parameters the HEMS crew member is tasked to monitor

X

X

X

(iii) flight path monitoring in the context of collision avoidance  and, if applicable, navigation

X

X

X

(3) Crew coordination

 

(i) assignment of monitoring tasks

X

X

X

(ii) emphasis on call-outs and actions resulting from the  monitoring process

X

X

X

(4) Handling of abnormal and emergency situations, as applicable

 

(i) definition of warnings, cautions and advisories

 

 

X

(ii) identification of malfunctions (visual and aural)

 

 

X

(iii) selection of appropriate abnormal or emergency procedure in  checklist

 

 

X

(iv) abnormal or emergency procedures checklist reading

 

 

X

(v) monitoring of critical actions (e.g. engine shutdown)

 

 

X

(vi) distress call and other means of emergency signalling

 

 

X

* applicable to trainees that have passed the theoretical knowledge examination for at least PPL(H) or that hold at least a PPL(H).

** applicable to trainees that have passed the theoretical knowledge examination for at least PPL(A) or that hold at least a PPL(A).

(e) If the HEMS technical crew member is involved in flights under IFR, the additional training towards flights under IFR may be structured as follows:

(1) introduction to IFR operations covering IFR parts of the operations manual, including MEL

(2) applicable parts of SERA

(3) human performance and limitations

(4) navigation sources, charts, and procedures

(5) navigation equipment and AFCS operations as applicable

(6) flight instrument systems

(7) ACAS, HTAWS, weather radar, moving map as applicable

(8) air traffic control

(9) meteorology as relevant to the operating area

(10) flight planning

(f) If the HEMS technical crew member is tasked to provide assistance on the ground or is involved in operations under a specific approval, the training towards these tasks may be structured as in AMC2 SPA.HEMS.130(f)(1).

[applicable from 25 May 2024 — ED Decision 2023/007/R]

HEMS TECHNICAL CREW MEMBER OBSERVATION FLIGHTS

If the candidate HEMS crew member has no flight experience as technical crew member, flight crew member or student pilot in day VMC, night VMC or IMC, the operator may provide observation flights on HEMS missions in day/night VMC and IMC as relevant, prior to the helicopter/FSTD training, once the ground training and checking of the conversion course has been completed, as part of the detailed training syllabus defined in SPA.HEMS.130(f)(1).

[applicable from 25 May 2024 — ED Decision 2023/007/R]

USE OF HEMS OPERATING SITES 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.130, including training for HEMS HEC operations, except for the initial part of the training.

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

[applicable from 25 May 2024 — ED Decision 2023/007/R]

LINE CHECKS

Where due to the size, the configuration, or the performance of the helicopter, the line check cannot be conducted on an operational flight, it may be conducted on a specially arranged representative flight. This flight may be immediately adjacent to, but not simultaneous with, one of the biannual proficiency checks.

SPA.HEMS.135 HEMS medical passenger and other personnel briefing

Regulation (EU) No 965/2012

(a) Medical passenger. Prior to any HEMS flight, or series of flights, medical passengers shall have been briefed to ensure that they are familiar with the HEMS working environment and equipment, can operate on-board medical and emergency equipment and can take part in normal and emergency entry and exit procedures.

(b) Ground emergency service personnel. The operator shall take all reasonable measures to ensure that ground emergency service personnel are familiar with the HEMS working environment and equipment and the risks associated with ground operations at a HEMS operating site.

(c) Medical patient. Notwithstanding CAT.OP.MPA.170, a briefing shall only be conducted if the medical condition makes this practicable.

HEMS MEDICAL PASSENGER BRIEFING

The briefing should ensure that the medical passenger understands his/her role in the operation, which includes:

(a) familiarisation with the helicopter type(s) operated;

(b) entry and exit under normal and emergency conditions both for self and patients;

(c) use of the relevant on-board specialist medical equipment;

(d) the need for the commander’s approval prior to use of specialised equipment;

(e) method of supervision of other medical staff;

(f) the use of helicopter inter-communication systems;

(g) location and use of on board fire extinguishers; and

(h) the operator’s crew coordination concept including relevant elements of crew resource management.

HEMS MEDICAL PASSENGER BRIEFING

Another means of complying with the rule as compared to that contained in AMC1 SPA.HEMS.135(a) is to make use of a training programme as mentioned in AMC1.1 CAT.OP.MPA.170.

GROUND EMERGENCY SERVICE PERSONNEL

(a) The task of training large numbers of emergency service personnel is formidable. Wherever possible, helicopter operators should afford every assistance to those persons responsible for training emergency service personnel in HEMS support. This can be achieved by various means, such as, but not limited to, the production of flyers, publication of relevant information on the operator’s web site and provision of extracts from the operations manual.

(b) The elements that should be covered include:

(1) two-way radio communication procedures with helicopters;

(2) the selection of suitable HEMS operating sites for HEMS flights;

(3) the physical danger areas of helicopters;

(4) crowd control in respect of helicopter operations; and

(5) the evacuation of helicopter occupants following an on-site helicopter accident.

[applicable until 24 May 2024 — ED Decision 2012/019/R]

(a) The task of training large numbers of emergency service personnel is formidable. Wherever possible, helicopter operators should afford every assistance to those persons responsible for training emergency service personnel in HEMS support. This can be achieved by various means, such as, but not limited to, the production of flyers, publication of relevant information on the operator’s web site, development of applications and provision of extracts from the operations manual.

(b) The elements that should be covered include:

(1) two-way radio communication procedures with helicopters;

(2) the selection of suitable HEMS operating sites for HEMS flights;

(3) the physical danger areas of helicopters;

(4) crowd control in respect of helicopter operations; and

(5) the evacuation of helicopter occupants following an on-site helicopter accident.

[applicable from 25 May 2024 — ED Decision 2023/007/R]

GROUND EMERGENCY SERVICE PERSONNEL

(a) When covering the items in AMC1 SPA.HEMS.135(b), the following could be described:

(1) Definitions: List applicable definitions and abbreviations.

(2) Helicopter(s):

(i) A basic description of the type(s) of helicopter(s) in use and layout(s) such as doors for loading and offloading with text(s), figure(s) or photo(s); and

(ii) Describe hazardous areas with figure(s) or photo(s), emphasise dangers with respect to rotors and sloping terrain and carrying of patient(s) or item(s) under the rotor disc.

(3) Types, and selection, of HEMS operating sites as applicable to the operation:

(i) Describe different types of HEMS operating sites (for example, roads, mountains, gardens, fields, mountain ledges, steep terrain, football fields, school yards, presurveyed sites, aerodromes);

(ii) Describe different types of advantages and disadvantages, hazards (for example, weather and light conditions, the use of flashlights/searchlights, surface, dust, snow, fixed and loose obstacles, wires, downwash, open fires/fireplaces, traffic and bystanders), limitations and procedures associated with the different types of HEMS operating sites;

(iii) Describe challenges related to weather (temperature, wind, fog, low clouds, rain, snow) and light (night/non-NVIS/NVIS) conditions;

(iv) Describe HEMS operating site dimension(s) for the different type(s) of helicopter(s) with text(s), figure(s) or photo(s);

(v) Describe how to illuminate the HEMS operating site from the ground;

(vi) Describe light on skid/wheel;

(vii) Describe HHO or HEC with cargo sling;

(viii) Describe ground to helicopter signals;

(ix) Describe special hazards related to fire or chemical, biological, or radiological accidents and the importance of selecting a safe HEMS operating site(s) for the protection of both ground emergency services personnel and crew; and

(x) Describe communication between the ground emergency services personnel and helicopter during landing (radio communications or hand signals).

(b) The operator could make available a short checklist, covering, for example, the following items:

(1) Establish communication;

(2) Select operating site;

(3) Secure the operating site (public/bystanders/crowd control/obstacles/loose objects); and

(4) Communicate with the helicopter the position of/how to identify the operating site, weather, and hazards.

(c) It is advantageous if operators in the same operating area collaborate when developing checklists and when describing items covered in AMC1 SPA.HEMS.135(b).

[applicable from 25 May 2024 — ED Decision 2023/007/R]

SPA.HEMS.140 Information, procedures and documentation

(a) The operator shall assess, mitigate, and minimise the risks associated with the HEMS environment as part of its risk analysis and management process. The operator shall describe the mitigating measures, including operating procedures, in the operations manual.

(b) The operator shall ensure that the HEMS commander assesses specific risks associated with the particular HEMS mission.

(c) Notwithstanding point CAT.OP.MPA.175 of Annex IV, the operator does not need to complete an operational flight plan if the HEMS mission includes a flight to or from a non-pre-surveyed HEMS operating site.

(d) Relevant extracts from the operations manual shall be made available to the organisation for which the operator performs HEMS operations.

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

OPERATIONS MANUAL

The operations manual should include:

(a) the use of portable equipment on board;

(b) guidance on take-off and landing procedures at previously unsurveyed HEMS operating sites;

(c) the final reserve fuel, in accordance with SPA.HEMS.150;

(d) operating minima;

(e) recommended routes for regular flights to surveyed sites, including the minimum flight altitude;

(f) guidance for the selection of the HEMS operating site in case of a flight to an unsurveyed site;

(g) the safety altitude for the area overflown; and

(h) procedures to be followed in case of inadvertent entry into cloud.

[applicable until 24 May 2024 — ED Decision 2012/019/R]

AMC1 SPA.HEMS.140 Information, procedures and documentation

The operations manual should include all of the following:

(a) the use of portable equipment on board;

(b) guidance on take-off and landing procedures at previously unsurveyed HEMS operating sites;

(c) the final reserve fuel, in accordance with SPA.HEMS.150;

(d) operating minima;

(e) recommended routes for regular flights to surveyed sites, including the minimum flight altitude;

(f) guidance for the selection of the HEMS operating site in case of a flight to an unsurveyed site;

(g) the safety altitude for the area overflown;

(h) abnormal procedures including procedures to be followed in case of inadvertent entry into cloud;

(i) operational dispatch criteria;

(j) a description of the crew composition for all phases of flight and conditions, standard operating procedures for the described crew composition including any procedures to ensure the continuity of the crew concept;

(k) flight crew and technical crew training and checking syllabi, as required by SPA.HEMS.130.

[applicable from 25 May 2024 — ED Decision 2023/007/R]

HEMS RISK ASSESSMENT

The operator’s HEMS risk assessment should take into account, but not be limited to, all of the following for both day and night operations:

(a) adequate ground reference;

(b) reliability of weather reporting facilities;

(c) crew composition, minimum crew qualification, initial and recurrent training;

(d) flight time limitations and crew fatigue;

(e) operating procedures, including crew coordination;

(f) weather minima;

(g) equipment of the helicopter;

(h) additional considerations due to specific local conditions.

[applicable from 25 May 2024 — ED Decision 2023/007/R]

HEMS TACTICAL RISK ASSESSMENT — SPECIFIC RISKS ASSOCIATED WITH THE HEMS MISSION

The commander’s HEMS tactical risk assessment may be included in the daily briefing and amended as necessary.

The following may be considered:

(a) operating environment, including airspace and local geography;

(b) weather;

(c) NOTAMs;

(d) performance;

(e) aircraft, equipment and defects, MEL, and medical equipment;

(f) fuel planning;

(g) crew fatigue, recency and qualifications;

(h) dispatch criteria;

(i) tasking, roles and responsibilities;

(j) in-flight replanning;

(k) for NVIS, the elements in GM4 SPA.NVIS.130(f); and

(l) relevant threats.

[applicable from 25 May 2024 — ED Decision 2023/007/R]

SPA.HEMS.145 HEMS operating base facilities

Regulation (EU) No 965/2012

(a) If crew members are required to be on standby with a reaction time of less than 45 minutes, dedicated suitable accommodation shall be provided close to each operating base.

(b) At each operating base the pilots shall be provided with facilities for obtaining current and forecast weather information and shall be provided with satisfactory communications with the appropriate air traffic services (ATS) unit. Adequate facilities shall be available for the planning of all tasks.

FACILITIES FOR OBTAINING CURRENT AND FORECAST WEATHER INFORMATION AT OPERATING BASES THAT ARE INTENDED TO BE USED AT NIGHT

At a HEMS operating base that is intended to be used for night operations, the operator should have access to one of the following:

(a) meteorological information from a certified service provider at the operating base;

(b) meteorological information from a certified service provider at an aerodrome or location where the operator determines that local meteorological conditions are likely to be similar to that of the operating base on most nights; or

(c) supplemental weather information at the operating base, as described in point (e)(4) of AMC1 CAT.OP.MPA.192, provided that the provisions of (e)(9) of AMC1 CAT.OP.MPA.192 are met.

[applicable from 25 May 2026 — ED Decision 2023/007/R]

SPA.HEMS.150 Fuel/energy supply – alleviation

Regulation (EU) 2021/1296

As an alternative to points CAT.OP.MPA.191(b), (c), and (d), when the helicopter emergency medical services (HEMS) mission is conducted under visual flight rules (VFR) within a local and defined geographical area, the fuel/energy policy shall ensure that on completion of the mission, the final reserve fuel/energy is sufficient for:

(a) 30-minute flying time at best-range speed; or

(b) 20-minute flying time at best-range speed by day, when operating within an area providing continuous and suitable operating sites.

SPA.HEMS.151 Aircraft tracking system

Regulation (EU) 2023/1020

The operator shall establish and maintain a monitored aircraft tracking system for HEMS operations for the entire duration of the HEMS mission.

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

GENERAL

(a) The operator should track and monitor HEMS flights from take-off to landing.

(b) The operator should establish a detailed procedure describing how the aircraft tracking system is to be monitored, what actions are to be taken if a deviation or anomaly has been detected, and when those actions are to be taken.

OPERATIONAL PROCEDURE

(c) The procedure should take into account the following aspects:

(1) the outcome of the risk assessment made when the frequency of position reports was defined;

(2) the local environment of the intended operations; and

(3) the interface with the operator’s emergency response plan.

(d) Aircraft tracking data should be recorded on the ground and retained for at least 48 h. Following an accident or a serious incident subject to investigation, the data should be retained for at least 30 days, and the operator should be capable of providing a copy of this data without delay.

[applicable from 25 May 2024 — ED Decision 2023/007/R]

SPA.HEMS.155 Refuelling with passengers on board

Regulation (EU) 2021/1296

A refuelling procedure with either rotors stopped or rotors turning shall be provided in accordance with point CAT.OP.MPA.200 ‘Special refuelling or defuelling of the aircraft.