Commission Regulation (EU) No 965/2012 of 5 October 2012 laying down technical requirements and administrative procedures related to air operations pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the Council

• (a) The operator shall:
• (1) establish a fuel/energy planning and in-flight re-planning policy as part of the fuel/energy scheme;
• (2) ensure that the aeroplane carries a sufficient amount of usable fuel/energy to safely complete the planned flight and to allow for deviations from the planned operation;
• (3) develop procedures for the fuel/energy planning and in-flight re-planning policy that shall be contained in the operations manual.
• (4) ensure that the fuel/energy planning of the flight is based on:
• (i) current aircraft-specific data derived from a fuel/energy consumption monitoring system or, if not available;
• (ii) data provided by the aeroplane manufacturer.

• (b) The operator shall ensure that the planning of flights includes the operating conditions under which the flight is to be conducted; the operating conditions shall include at least:
• (1) aircraft fuel/energy consumption data;
• (2) anticipated masses;
• (3) anticipated meteorological conditions;
• (4) the effects of deferred maintenance items and/or of configuration deviations;
• (5) the expected departure and arrival routing and runways; and
• (6) anticipated delays.

• (c) The operator shall ensure that the pre-flight calculation of the usable fuel/energy that is required for a flight includes:
• (1) taxi fuel/energy that shall not be less than the amount expected to be used prior to take-off;
• (2) trip fuel/energy that shall be the amount of fuel/energy that is required to enable the aeroplane to fly from take-off, or from the point of in-flight re-planning, to landing at the destination aerodrome;
• (3) contingency fuel/energy that shall be the amount of fuel/energy required to compensate for unforeseen factors;
• (4) destination alternate fuel/energy:
• (i) when a flight is operated with at least one destination alternate aerodrome, it shall be the amount of fuel/energy required to fly from the destination aerodrome to the destination alternate aerodrome; or
• (ii) when a flight is operated with no destination alternate aerodrome, it shall be the amount of fuel/energy required to hold at the destination aerodrome, while enabling the aeroplane to perform a safe landing, and to allow for deviations from the planned operation; as a minimum, this amount shall be 15-minute fuel/energy at holding speed at 1 500 ft (450 m) above the aerodrome elevation in standard conditions, calculated according to the estimated aeroplane mass on arrival at the destination aerodrome;
• (5) final reserve fuel/energy that shall be the amount of fuel/energy that is calculated at holding speed at 1 500 ft (450 m) above the aerodrome elevation in standard conditions according to the aeroplane estimated mass on arrival at the destination alternate aerodrome, or destination aerodrome when no destination alternate aerodrome is required, and shall not be less than:
• (i) for aeroplanes with reciprocating engines, the fuel/energy to fly for 45 minutes; or
• (ii) for turbine-engined aeroplanes, the fuel/energy to fly for 30 minutes;
• (6) additional fuel/energy, if required by the type of operation; it shall be the amount of fuel/energy to enable the aeroplane to land at a fuel/energy en route alternate aerodrome (fuel/energy ERA aerodrome critical scenario) in the event of an aircraft failure that significantly increases the fuel/energy consumption at the most critical point along the route; this additional fuel/energy is required only if the minimum amount of fuel/energy that is calculated according to points (c)(2) to (c)(5) is not sufficient for such an event;
• (7) extra fuel/energy to take into account anticipated delays or specific operational constraints; and
• (8) discretionary fuel/energy, if required by the commander.

- (d) The operator shall ensure that in-flight re-planning procedures for calculating the usable fuel/energy that is required when a flight proceeds along a route or to a destination aerodrome other than the ones originally planned include points (c)(2) to (c)(7).

CAT.OP.MPA.182   Fuel/energy scheme – aerodrome selection policy – aeroplanes

• (a) At the planning stage, the operator shall ensure that once the flight has commenced, there is reasonable certainty that an aerodrome where a safe landing can be made will be available at the estimated time of use of that aerodrome.

• (b) At the planning stage, to allow for a safe landing in case of an abnormal or emergency situation after take-off, the operator shall select and specify in the operational flight plan a take-off alternate aerodrome if either:
• (1) the meteorological conditions at the aerodrome of departure are below the operator’s established aerodrome landing minima for that operation; or
• (2) it would be impossible to return to the aerodrome of departure for other reasons.

• (c) The take-off alternate aerodrome shall be located within a distance from the departure aerodrome that minimises the risk of exposure to potential abnormal or emergency situations. In selecting the take-off alternate aerodrome, the operator shall consider at least the following:
• (1) actual and forecast meteorological conditions;
• (2) availability and quality of the aerodrome infrastructure;
• (3) navigation and landing capabilities of the aircraft in abnormal or emergency conditions, taking into account the redundancy of critical systems; and
• (4) approvals held (e.g. extended range operations with two-engined aeroplanes (ETOPS), low visibility operation (LVO), etc.).

• (d) At the planning stage, for each instrument flight rules (IFR) flight, the operator shall select and specify in the operational and air traffic services (ATS) flight plans one or more aerodromes so that two safe-landing options are available during normal operation when:
• (1) reaching the destination aerodrome; or
• (2) reaching the point of no return, to any available fuel/energy ERA aerodrome during isolated aerodrome operations; a flight to an isolated aerodrome shall not be continued past the point of no return unless a current assessment of meteorological conditions, traffic, and other operational conditions indicates that a safe landing can be made at the destination aerodrome at the estimated time of use. The operator shall obtain prior approval from the competent authority for the use of an isolated aerodrome as destination aerodrome.

• (e) The operator shall provide appropriate safety margins to flight planning to take into account a possible deterioration of the available forecast meteorological conditions at the estimated time of landing.

- (f) For each IFR flight, the operator shall ensure that sufficient means are available to navigate to and land at the destination aerodrome or at any destination alternate aerodrome in the event of loss of capability for the intended approach and landing operation.

CAT.OP.MPA.185   Fuel/energy scheme – in-flight fuel/energy management policy – aeroplanes

• (a) The operator shall establish procedures for in-flight fuel/energy management that ensure:
• (1) continual validation of the assumptions made during the planning stage (pre-flight or in-flight re-planning, or both);
• (2) re-analysis and adjustment, if necessary;
• (3) that the amount of usable fuel/energy remaining on board is protected and not less than the fuel/energy that is required to proceed to an aerodrome where a safe landing can be made; and
• (4) relevant fuel/energy data for the purpose of points (1), (2), and (3) shall be recorded.

• (b) The operator shall have procedures in place to require the commander to obtain delay information from a reliable source when unforeseen circumstances may result in landing at the destination aerodrome with less than the final reserve fuel/energy plus any:
• (1) fuel/energy to proceed to an alternate aerodrome, if required; or
• (2) fuel/energy required to proceed to an isolated aerodrome.

• (c) The commander shall advise air traffic control (ATC) of a ‘minimum fuel/energy’ state by declaring ‘MINIMUM FUEL’ when the commander has:
• (1) committed to land at a specific aerodrome; and
• (2) calculated that any change to the existing clearance to that aerodrome may result in landing with less than the planned final reserve fuel/energy.

- (d) The commander shall declare a situation of ‘fuel/energy emergency’ by broadcasting ‘MAYDAY MAYDAY MAYDAY FUEL’ when the usable fuel/energy that is calculated to be available upon landing at the nearest aerodrome where a safe landing can be made is less than the planned final reserve fuel/energy.

CAT.OP.MPA.190   Fuel/energy scheme – helicopters

• (a) The operator shall establish, implement, and maintain a fuel/energy scheme that comprises:
• (1) a fuel/energy planning and in-flight re-planning policy; and
• (2) an in-flight fuel/energy management policy.

• (b) The fuel/energy scheme shall:
• (1) be appropriate for the type(s) of operation performed; and
• (2) correspond to the capability of the operator to support its implementation.

- (c) The fuel/energy scheme and any change to it shall require prior approval by the competent authority.

CAT.OP.MPA.191   Fuel/energy scheme – Fuel/energy planning and in-flight re-planning policy – helicopters

• (a) As part of the fuel/energy scheme, the operator shall establish a fuel/energy planning and in-flight re-planning policy to ensure that the aircraft carries a sufficient amount of usable fuel/energy to safely complete the planned flight and to allow for deviations from the planned operation.

• (b) The operator shall ensure that the fuel/energy planning of flights is based upon at least the following elements:
• (1) procedures contained in the operations manual as well as:
• (i) current aircraft-specific data derived from a fuel/energy consumption monitoring system; or
• (ii) data provided by the aircraft manufacturer; and
• (2) the operating conditions under which the flight is to be conducted including:
• (i) aircraft fuel/energy consumption data;
• (ii) anticipated masses;
• (iii) anticipated meteorological conditions;
• (iv) the effects of deferred maintenance items or of configuration deviations, or both; and
• (v) procedures and restrictions introduced by air navigation service providers.

• (c) The operator shall ensure that the pre-flight calculation of the usable fuel/energy that is required for a flight includes:
• (1) taxi fuel/energy, which shall not be less than the amount expected to be used prior to take-off;
• (2) trip fuel/energy;
• (3) contingency fuel/energy;
• (4) destination alternate fuel/energy if a destination alternate aerodrome is required;
• (5) final reserve fuel/energy, which shall not be less than:
• (i) if flying under visual flight rules (VFR) and navigating by day with reference to visual landmarks, 20-minute fuel/energy at best-range speed; or
• (ii) if flying under VFR and navigating by means other than by reference to visual landmarks or at night, 30-minute fuel/energy at best-range speed; or
• (iii) if flying under instrument flight rules (IFR), 30-minute fuel/energy at holding speed at 1 500 ft (450 m) above the aerodrome elevation in standard conditions, calculated according to the helicopter estimated mass on arrival at the destination alternate aerodrome or at the destination aerodrome when no destination alternate aerodrome is required;
• (6) extra fuel/energy, to take into account anticipated delays or specific operational constraints; and
• (7) discretionary fuel/energy, if required by the commander.

• (d) The operator shall ensure that if a flight has to proceed along a route or to a destination aerodrome other than the ones originally planned, in-flight re-planning procedures for calculating the required usable fuel/energy include:
• (1) trip fuel/energy for the remainder of the flight;
• (2) reserve fuel/energy consisting of:
• (i) contingency fuel/energy;
• (ii) alternate fuel/energy if a destination alternate aerodrome is required;
• (iii) final reserve fuel/energy; and
• (iv) additional fuel/energy, if required by the type of operation;
• (3) extra fuel/energy, to take into account anticipated delays or specific operational constraints; and
• (4) discretionary fuel/energy, if required by the commander.

- (e) As an alternative to points (b) to (d), for helicopters with a maximum certified take-off mass (MCTOM) of 3 175 kg or less, flying by day and over routes navigated by reference to visual landmarks, or for local helicopter operations (LHO), the fuel/energy policy shall ensure that on completion of the flight, or series of flights, the final reserve fuel/energy is sufficient for:

• (1) 30-minute flying time at best-range speed; or
• (2) 20-minute flying time at best-range speed, if operating within an area providing continuous and suitable operating sites.

CAT.OP.MPA.192   Selection of aerodromes and operating sites – helicopters

• (a) For flights under instrument meteorological conditions (IMC), the operator shall select a take-off alternate aerodrome within one-hour flying time at normal cruising speed if it is not possible to return to the site of departure for meteorological reasons.

• (b) At the planning stage, for each instrument flight rules (IFR) flight, the operator shall select and specify in the operational and air traffic services (ATS) flight plans one or more aerodromes or operating sites so that two safe-landing options are available during normal operation, except as provided for under point SPA.HOFO.120 (b).

• (c) The operator shall apply appropriate safety margins to flight planning to take into account a possible deterioration of the available forecast meteorological conditions at the estimated time of landing.

- (d) For each IFR flight, the operator shall ensure that sufficient means are available to navigate to and land at the destination aerodrome or at any destination alternate aerodrome in the event of loss of capability for the intended approach and landing operation.

CAT.OP.MPA.195   Fuel/energy scheme – in-flight fuel/energy management policy – helicopters

• (a) The operator shall establish procedures to ensure that in-flight fuel/energy checks and fuel/energy management are performed.

• (b) The commander shall monitor the amount of usable fuel/energy remaining on board to ensure that it is protected and not less than the fuel/energy that is required to proceed to an aerodrome or operating site where a safe landing can be made.

• (c) The commander shall advise air traffic control (ATC) of a ‘minimum fuel/energy’ state by declaring ‘MINIMUM FUEL’ when the commander has:
• (1) committed to land at an aerodrome or operating site; and
• (2) calculated that any change to the existing clearance to that aerodrome or operating site, or other air traffic delays, may result in landing with less than the planned final reserve fuel/energy.

- (d) The commander shall declare a situation of ‘fuel/energy emergency’ by broadcasting ‘MAYDAY MAYDAY MAYDAY FUEL’ when the usable fuel/energy estimated to be available upon landing at the nearest aerodrome or operating site where a safe landing can be made is less than the planned final reserve fuel/energy.

CAT.OP.MPA.200   Special refuelling or defuelling of the aircraft

• (a) Special refuelling or defuelling shall only be conducted if the operator:
• (1) has performed a risk assessment;
• (2) has developed procedures; and
• (3) has established a training programme for its personnel involved in such operations.

• (b) Special refuelling or defuelling applies to:
• (1) refuelling with an engine running or rotors turning;
• (2) refuelling/defuelling with passengers embarking, on board, or disembarking; and
• (3) refuelling/defuelling with wide-cut fuel.

• (c) For aeroplanes, any special refuelling or defuelling procedures and any change to them shall require prior approval by the competent authority.

- (d) For helicopters, refuelling procedures with rotors turning and any change to them shall require prior approval by the competent authority.

CAT.OP.MPA.205   Push back and towing — aeroplanes

Push back and towing procedures specified by the operator shall be conducted in accordance with established aviation standards and procedures.

CAT.OP.MPA.210   Crew members at stations

(a) Flight crew members

• (1)During take-off and landing each flight crew member required to be on duty in the flight crew compartment shall be at the assigned station.

• (2)During all other phases of flight each flight crew member required to be on duty in the flight crew compartment shall remain at the assigned station, unless absence is necessary for the performance of duties in connection with the operation or for physiological needs, provided at least one suitably qualified pilot remains at the controls of the aircraft at all times.

• (3)During all phases of flight each flight crew member required to be on duty in the flight crew compartment shall remain alert. If a lack of alertness is encountered, appropriate countermeasures shall be used. If unexpected fatigue is experienced, a controlled rest procedure, organised by the commander, may be used if workload permits. Controlled rest taken in this way shall not be considered to be part of a rest period for purposes of calculating flight time limitations nor used to justify any extension of the duty period.

(b) Cabin crew members

During critical phases of flight, each cabin crew member shall be seated at the assigned station and shall not perform any activities other than those required for the safe operation of the aircraft.

CAT.OP.MPA.215   Use of headset — aeroplanes

• (a)Each flight crew member required to be on duty in the flight crew compartment shall wear a headset with boom microphone or equivalent. The headset shall be used as the primary device for voice communications with ATS:

• (1) when on the ground:
• (i) when receiving the ATC departure clearance via voice communication; and
• (ii) when engines are running;

• (2) when in flight:
• (i) below transition altitude; or
• (ii) 10 000 ft, whichever is higher; and

• (3) whenever deemed necessary by the commander.

- (b)In the conditions of (a), the boom microphone or equivalent shall be in a position that permits its use for two-way radio communications.

CAT.OP.MPA.216   Use of headset — helicopters

Each flight crew member required to be on duty in the flight crew compartment shall wear a headset with boom microphone, or equivalent, and use it as the primary device to communicate with ATS.

CAT.OP.MPA.220   Assisting means for emergency evacuation

The operator shall establish procedures to ensure that before taxiing, take-off and landing and when safe and practicable to do so, all means of assistance for emergency evacuation that deploy automatically are armed.

CAT.OP.MPA.225   Seats, safety belts and restraint systems

(a) Crew members

• (1)During take-off and landing, and whenever decided by the commander in the interest of safety, each crew member shall be properly secured by all safety belts and restraint systems provided.

• (2)During other phases of the flight, each flight crew member in the flight crew compartment shall keep the assigned station safety belt fastened while at his/her station.

(b) Passengers

• (1)Before take-off and landing, and during taxiing, and whenever deemed necessary in the interest of safety, the commander shall be satisfied that each passenger on board occupies a seat or berth with his/her safety belt or restraint system properly secured.

- (2)The operator shall make provisions for multiple occupancy of aircraft seats that is only allowed on specified seats. The commander shall be satisfied that multiple occupancy does not occur other than by one adult and one infant who is properly secured by a supplementary loop belt or other restraint device.

CAT.OP.MPA.230   Securing of passenger compartment and galley(s)

• (a)The operator shall establish procedures to ensure that before taxiing, take-off and landing all exits and escape paths are unobstructed.

- (b)The commander shall ensure that before take-off and landing, and whenever deemed necessary in the interest of safety, all equipment and baggage are properly secured.

CAT.OP.MPA.235   Life-jackets — helicopters

The operator shall establish procedures to ensure that, when operating a helicopter over water in performance class 3, account is taken of the duration of the flight and conditions to be encountered when deciding if life-jackets are to be worn by all occupants.

CAT.OP.MPA.240   Smoking on board

The commander shall not allow smoking on board:

• (a) whenever considered necessary in the interest of safety;

• (b) during refuelling and defuelling of the aircraft;

• (c) while the aircraft is on the surface unless the operator has determined procedures to mitigate the risks during ground operations;

• (d) outside designated smoking areas, in the aisle(s) and lavatory(ies);

• (e) in cargo compartments and/or other areas where cargo is carried that is not stored in flame-resistant containers or covered by flame-resistant canvas; and

- (f) in those areas of the passenger compartment where oxygen is being supplied.

CAT.OP.MPA.245   Meteorological conditions — all aircraft

• (a) On IFR flights, the commander shall only:
• (1) commence the flight; or
• (2) continue beyond the point from which a revised ATS flight plan applies in the event of in-flight re-planning, when information is available indicating that the expected meteorological conditions, at the time of arrival, at the destination and/or required alternate aerodrome(s) are at or above the planning minima.

• (b) On IFR flights, the commander shall only continue towards the planned destination aerodrome when the latest information available indicates that, at the expected time of arrival, the meteorological conditions at the destination, or at least one destination alternate aerodrome, are at or above the applicable aerodrome operating minima.

- (c) On VFR flights, the commander shall only commence the flight when the appropriate meteorological reports and/or forecasts indicate that the meteorological conditions along the part of the route to be flown under VFR will, at the appropriate time, be at or above the VFR limits.

CAT.OP.MPA.246   Meteorological conditions — aeroplanes

In addition to CAT.OP.MPA.245, on IFR flights with aeroplanes, the commander shall only continue beyond:

• (a) the decision point when using the reduced contingency fuel/energy (RCF) procedure; or

• (b) point of no return when using the isolated aerodrome procedure,

when information is available indicating that the expected meteorological conditions, at the time of arrival, at the destination and/or required alternate aerodrome(s) are at or above the applicable aerodrome operating minima.

CAT.OP.MPA.247   Meteorological conditions — helicopters

In addition to CAT.OP.MPA.245:

• (a) On VFR flights overwater out of sight of land with helicopters, the commander shall only commence take-off when the appropriate meteorological reports and/or forecasts indicate that the ceiling will be above 600 ft by day or 1 200 ft by night.

- (c) Flight with helicopters to a helideck or elevated FATO shall only be operated when the mean wind speed at the helideck or elevated FATO is reported to be less than 60 kt.

CAT.OP.MPA.250   Ice and other contaminants — ground procedures

• (a)The operator shall establish procedures to be followed when ground de-icing and anti-icing and related inspections of the aircraft are necessary to allow the safe operation of the aircraft.

- (b)The commander shall only commence take-off if the aircraft is clear of any deposit that might adversely affect the performance or controllability of the aircraft, except as permitted under (a) and in accordance with the AFM.

CAT.OP.MPA.255   Ice and other contaminants — flight procedures

• (a)The operator shall establish procedures for flights in expected or actual icing conditions.

• (b)The commander shall only commence a flight or intentionally fly into expected or actual icing conditions if the aircraft is certified and equipped to cope with such conditions.

- (c)If icing exceeds the intensity of icing for which the aircraft is certified or if an aircraft not certified for flight in known icing conditions encounters icing, the commander shall exit the icing conditions without delay, by a change of level and/or route, if necessary by declaring an emergency to ATC.

CAT.OP.MPA.260   Fuel/energy and oil supply

The commander shall only commence a flight or continue in the event of in-flight re-planning, when satisfied that the aircraft carries at least the planned amount of usable fuel/energy and oil to safely completethe flight, taking into account the expected operating conditions.

CAT.OP.MPA.265   Take-off conditions

Before commencing take-off, the commander shall be satisfied that:

• (a) the meteorological conditions at the aerodrome or operating site and the condition of the runway/FATO intended to be used will not prevent a safe take-off and departure; and

- (b) the selected aerodrome operating minima are consistent with all of the following:

• (1) the operative ground equipment;
• (2) the operative aircraft systems;
• (3) the aircraft performance;
• (4) flight crew qualifications.

CAT.OP.MPA.270   Minimum flight altitudes

The commander or the pilot to whom conduct of the flight has been delegated shall not fly below specified minimum altitudes except when:

• (a) necessary for take-off or landing; or

- (b) descending in accordance with procedures approved by the competent authority.

CAT.OP.MPA.275   Simulated abnormal situations in flight

The operator shall ensure that when carrying passengers or cargo the following are not simulated:

• (a) abnormal or emergency situations that require the application of abnormal or emergency procedures; or

- (b) flight in IMC by artificial means.

CAT.OP.MPA.280   [INTENTIONALLY LEFT BLANK]

CAT.OP.MPA.285   Use of supplemental oxygen

The commander shall ensure that flight crew members engaged in performing duties essential to the safe operation of an aircraft in flight use supplemental oxygen continuously whenever the cabin altitude exceeds 10 000 ft for a period of more than 30 minutes and whenever the cabin altitude exceeds 13 000 ft.

CAT.OP.MPA.290   Ground proximity detection

When undue proximity to the ground is detected by a flight crew member or by a ground proximity warning system, the pilot flying shall take corrective action immediately to establish safe flight conditions.

CAT.OP.MPA.295   Use of airborne collision avoidance system (ACAS)

The operator shall establish operational procedures and training programmes when ACAS is installed and serviceable so that the flight crew is appropriately trained in the avoidance of collisions and competent in the use of ACAS II equipment.

CAT.OP.MPA.300   Approach and landing conditions

Before commencing an approach operation, the commander shall be satisfied that:

• (a) the meteorological conditions at the aerodrome or operating site and the condition of the runway/FATO intended to be used will not prevent a safe approach, landing or go-around, considering the performance information contained in the operations manual; and

- (b) the selected aerodrome operating minima are consistent with all of the following:

• (1) the operative ground equipment;
• (2) the operative aircraft systems;
• (3) the aircraft performance;
• (4) flight crew qualifications.

CAT.OP.MPA.301   Approach and landing conditions — helicopters

Before commencing an approach to land, the commander shall be satisfied that according to the information available to him or her, the weather at the aerodrome and the condition of the final approach and take-off area (FATO) intended to be used would not prevent a safe approach, landing or missed approach, having regard to the performance information contained in the operations manual (OM).

CAT.OP.MPA.303   In-flight check of the landing distance at time of arrival — aeroplanes

• (a) No approach to land shall be continued unless the landing distance available (LDA) on the intended runway is at least 115 % of the landing distance at the estimated time of landing, determined in accordance with the performance information for the assessment of the landing distance at time of arrival (LDTA) and the approach to land is performed with performance class A aeroplanes that are certified in accordance with either of the following certification specifications, as indicated in the type-certificate:
• (1) CS-25 or equivalent;
• (2) CS-23 at level 4 with performance level ‘High speed’ or equivalent.

• (b) For performance class A aeroplanes other than those referred to in point (a), no approach to land shall be continued, except in either of the following situations:
• (1) the LDA on the intended runway is at least 115 % of the landing distance at the estimated time of landing, determined in accordance with the performance information for the assessment of the LDTA;
• (2) if performance information for the assessment of the LDTA is not available, the LDA on the intended runway at the estimated time of landing is at least the required landing distance determined in accordance with point CAT.POL.A.230 or point CAT.POL.A.235, as applicable.

• (c) For performance class B aeroplanes, no approach to land shall be continued, except in either of the following situations:
• (1) the LDA on the intended runway is at least 115 % of the landing distance at the estimated time of landing, determined in accordance with the performance information for the assessment of the LDTA;
• (2) if performance information for the assessment of the LDTA is not available, the LDA on the intended runway at the estimated time of landing is at least the required landing distance determined in accordance with point CAT.POL.A.330 or point CAT.POL.A.335, as applicable.

• (d) For performance class C aeroplanes, no approach to land shall be continued, except in either of the following situations:
• (1) the LDA on the intended runway is at least 115 % of the landing distance at the estimated time of landing, determined in accordance with the performance information for the assessment of the LDTA;
• (2) if performance information for the assessment of the LDTA is not available, the LDA on the intended runway at the estimated time of landing is at least the required landing distance determined in accordance with point CAT.POL.A.430 or point CAT.POL.A.435, as applicable.

• (e) Performance information for the assessment of the LDTA shall be based on approved data contained in the AFM. When approved data contained in the AFM are insufficient in respect of the assessment of the LDTA, they shall be supplemented with other data which are either determined in accordance with the applicable certification standards for aeroplanes or determined in line with the AMCs issued by the Agency.

- (f) The operator shall specify in the OM the performance information for the assessment of the LDTA and the assumptions made for its development, including other data that, in accordance with point (e), may be used to supplement that contained in the AFM.

CAT.OP.MPA.305   Commencement and continuation of approach

• (a) For aeroplanes, if the reported visibility (VIS) or controlling RVR for the runway to be used for landing is less than the applicable minimum, then an instrument approach operation shall not be continued:
• (1) past a point at which the aeroplane is 1 000 ft above the aerodrome elevation; or
• (2) into the final approach segment (FAS) if the DH or MDH is higher than 1 000 ft.

• (b) For helicopters, if the reported RVR is less than 550 m and the controlling RVR for the runway to be used for landing is less than the applicable minimum, then an instrument approach operation shall not be continued:
• (1) past a point at which the helicopter is 1 000 ft above the aerodrome elevation; or
• (2) into the FAS if the DH or MDH is higher than 1 000 ft.

• (c) If the required visual reference is not established, then a missed approach shall be executed at or before the DA/H or the MDA/H.

• (d) If the required visual reference is not maintained after DA/H or MDA/H, then a go-around shall be executed promptly.

- (e) Notwithstanding point (a), in the case where no RVR is reported, and the reported VIS is less than the applicable minimum, but the converted meteorological visibility (CMV) is equal or greater than the applicable minimum, then the instrument approach can be continued to the DA/H or MDA/H.

CAT.OP.MPA.310   Operating procedures — threshold crossing height — aeroplanes

The operator shall establish operational procedures designed to ensure that an aeroplane conducting 3D instrument approach operations crosses the threshold of the runway by a safe margin, with the aeroplane in the landing configuration and attitude.

CAT.OP.MPA.311   Reporting on runway braking action

Whenever the runway braking action encountered during the landing roll is not as good as that reported by the aerodrome operator in the runway condition report (RCR), the commander shall notify the air traffic services (ATS) by means of a special air-report (AIREP) as soon as practicable.

CAT.OP.MPA.312   EFVS 200 operations

• (a) An operator that intends to conduct EFVS 200 operations shall ensure that:
• (1) the aircraft is certified for the intended operations;
• (2) only runways, FATO and instrument approach procedures (IAPs) suitable for EFVS operations are used;
• (3) the flight crew members are competent to conduct the intended operation, and a training and checking programme for the flight crew members and relevant personnel involved in the flight preparation is established;
• (4) operating procedures are established;
• (5) any relevant information is documented in the minimum equipment list (MEL);
• (6) any relevant information is documented in the maintenance programme;
• (7) safety assessments are carried out and performance indicators are established to monitor the level of safety of the operation; and
• (8) the aerodrome operating minima take into account the capability of the system used.

• (b) The operator shall not conduct EFVS 200 operations when conducting LVOs.

- (c) Notwithstanding point (a)(1), the operator may use EVSs meeting the minimum criteria to conduct EFVS 200 operations, provided that this is approved by the competent authority.

CAT.OP.MPA.315   Flight hours reporting — helicopters

The operator shall make available to the competent authority the hours flown for each helicopter operated during the previous calendar year.

CAT.OP.MPA.320   Aeroplane categories

• (a) Aeroplane categories shall be based on the indicated airspeed at threshold (VAT) which is equal to the stalling speed (VSO) multiplied by 1,3 or one-g (gravity) stall speed (VS1g) multiplied by 1,23 in the landing configuration at the maximum certified landing mass. If both VSO and VS1g are available, the higher resulting VAT shall be used.

• (b) The aeroplane categories specified in the table below shall be used. Table 1: Aeroplane categories corresponding to VAT values Aeroplane category VAT A Less than 91 kt B From 91 to 120 kt C From 121 to 140 kt D From 141 to 165 kt E From 166 to 210 kt

• (c) The landing configuration that is to be taken into consideration shall be specified in the operations manual.

- (d) The operator may apply a lower landing mass for determining the VAT if approved by the competent authority. Such a lower landing mass shall be a permanent value, independent of the changing conditions of day-to-day operations.

SUBPART C

AIRCRAFT PERFORMANCE AND OPERATING LIMITATIONS

SECTION 1

Aeroplanes

CHAPTER 1

General requirements

CAT.POL.A.100   Performance classes

• (a)The aeroplane shall be operated in accordance with the applicable performance class requirements.

• (b)Where full compliance with the applicable requirements of this Section cannot be shown due to specific design characteristics, the operator shall apply approved performance standards that ensure a level of safety equivalent to that of the appropriate chapter.

CAT.POL.A.105   General

• (a)The mass of the aeroplane:

• (1) at the start of the take-off; or

• (2) in the event of in-flight replanning, at the point from which the revised operational flight plan applies,

• shall not be greater than the mass at which the requirements of the appropriate chapter can be complied with for the flight to be undertaken. Allowance may be made for expected reductions in mass as the flight proceeds and for fuel jettisoning.

• (b)The approved performance data contained in the AFM shall be used to determine compliance with the requirements of the appropriate chapter, supplemented as necessary with other data as prescribed in the relevant chapter. The operator shall specify other data in the operations manual. When applying the factors prescribed in the appropriate chapter, account may be taken of any operational factors already incorporated in the AFM performance data to avoid double application of factors.

• (c)Due account shall be taken of aeroplane configuration, environmental conditions and the operation of systems that have an adverse effect on performance.

- (d)The operator shall take account of charting accuracy when assessing the take-off requirements of the applicable chapters.

CHAPTER 2

Performance class A

CAT.POL.A.200   General

• (a)The approved performance data in the AFM shall be supplemented as necessary with other data if the approved performance data in the AFM is insufficient in respect of items such as:

• (1) accounting for reasonably expected adverse operating conditions such as take-off and landing on contaminated runways; and

• (2) consideration of engine failure in all flight phases.

• (b)For wet and contaminated runways, performance data determined in accordance with applicable standards on certification of large aeroplanes or equivalent shall be used.

• (c)The use of other data referred to in (a) and equivalent requirements referred to in (b) shall be specified in the operations manual.

CAT.POL.A.205   Take-off

• (a)The take-off mass shall not exceed the maximum take-off mass specified in the AFM for the pressure altitude and the ambient temperature at the aerodrome of departure.

• (b)The following requirements shall be met when determining the maximum permitted take-off mass:

• (1) the accelerate-stop distance shall not exceed the accelerate-stop distance available (ASDA);

• (2) the take-off distance shall not exceed the take-off distance available, with a clearway distance not exceeding half of the take-off run available (TORA);

• (3) the take-off run shall not exceed the TORA;

• (4) a single value of V1 shall be used for the rejected and continued take-off; and

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

• (c)When showing compliance with (b), the following shall be taken into account:

• (1) the pressure altitude at the aerodrome;

• (2) the ambient temperature at the aerodrome;

• (3) the runway surface condition and the type of runway surface;

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

• (5) not more than 50 % of the reported headwind component or not less than 150 % of the reported tailwind component; and

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

CAT.POL.A.210   Take-off obstacle clearance

• (a)The net take-off flight path shall be determined in such a way that the aeroplane clears all obstacles by a vertical distance of at least 35 ft or by a horizontal distance of at least 90 m plus 0,125 × D, where D is the horizontal distance the aeroplane has travelled from the end of the take-off distance available (TODA) or the end of the take-off distance if a turn is scheduled before the end of the TODA. For aeroplanes with a wingspan of less than 60 m, a horizontal obstacle clearance of half the aeroplane wingspan plus 60 m, plus 0,125 × D may be used.

• (b)When showing compliance with (a):

• (1) The following items shall be taken into account:
• (i) the mass of the aeroplane at the commencement of the take-off run;
• (ii) the pressure altitude at the aerodrome;
• (iii) the ambient temperature at the aerodrome; and
• (iv) not more than 50 % of the reported headwind component or not less than 150 % of the reported tailwind component.

• (2) Track changes shall not be allowed up to the point at which the net take-off flight path has achieved a height equal to one half the wingspan but not less than 50 ft above the elevation of the end of the TORA. Thereafter, up to a height of 400 ft it is assumed that the aeroplane is banked by no more than 15°. Above 400 ft height bank angles greater than 15°, but not more than 25° may be scheduled.

• (3) Any part of the net take-off flight path in which the aeroplane is banked by more than 15° shall clear all obstacles within the horizontal distances specified in (a), (b)(6) and (b)(7) by a vertical distance of at least 50 ft.

• (4) Operations that apply increased bank angles of not more than 20° between 200 ft and 400 ft, or not more than 30° above 400 ft, shall be carried out in accordance with CAT.POL.A.240.

• (5) Adequate allowance shall be made for the effect of bank angle on operating speeds and flight path including the distance increments resulting from increased operating speeds.

• (6) For cases where the intended flight path does not require track changes of more than 15°, the operator does not need to consider those obstacles that have a lateral distance greater than:
• (i) 300 m, if the pilot is able to maintain the required navigational accuracy through the obstacle accountability area; or
• (ii) 600 m, for flights under all other conditions.

• (7) For cases where the intended flight path requires track changes of more than 15°, the operator does not need to consider those obstacles that have a lateral distance greater than:
• (i) 600 m, if the pilot is able to maintain the required navigational accuracy through the obstacle accountability area; or
• (ii) 900 m, for flights under all other conditions.

• (c)The operator shall establish contingency procedures to satisfy the requirements in (a) and (b) and to provide a safe route, avoiding obstacles, to enable the aeroplane to either comply with the en-route requirements of CAT.POL.A.215, or land at either the aerodrome of departure or at a take-off alternate aerodrome.

CAT.POL.A.215   En-route — one-engine-inoperative (OEI)

• (a)The OEI en-route net flight path data shown in the AFM, appropriate to the meteorological conditions expected for the flight, shall allow demonstration of compliance with (b) or (c) at all points along the route. The net flight path shall have a positive gradient at 1 500 ft above the aerodrome where the landing is assumed to be made after engine failure. In meteorological conditions requiring the operation of ice protection systems, the effect of their use on the net flight path shall be taken into account.

• (b)The gradient of the en-route net flight path shall be positive at least 1 000 ft above all terrain and obstructions along the route within 9,3 km (5 NM) on either side of the intended track.

• (c)The en-route net flight path shall permit the aeroplane to continue flight from the cruising altitude to an aerodrome where a landing can be made in accordance with point CAT.POL.A.230 or CAT.POL.A.235, as appropriate. The en-route net flight path shall clear vertically, by at least 2 000 ft, all terrain and obstructions along the route within 9,3 km (5 NM) on either side of the intended track, taking into account the following elements:

• (1) the engine is assumed to fail at the most critical point along the route;

• (2) account is taken of the effects of winds on the flight path;

• (3) fuel jettisoning is permitted to an extent consistent with reaching the aerodrome where the aeroplane is assumed to land after engine failure with the required fuel reserves in accordance with point CAT.OP.MPA.181, appropriate for an alternate aerodrome, if a safe procedure is used;

• (4) the aerodrome, where the aeroplane is assumed to land after engine failure, shall meet the following criteria:
• (i) the performance requirements for the expected landing mass are met;
• (ii) weather reports or forecasts and runway condition reports indicate that a safe landing can be accomplished at the estimated time of landing;

• (5) if the AFM does not contain en-route net flight path data, the gross OEI en-route flight path shall be reduced by a climb gradient of 1,1 % for two-engined aeroplanes, 1,4 % for three-engined aeroplanes, and 1,6 % for four-engined aeroplanes.

• (d)The operator shall increase the width margins provided for in points (b) and (c) to 18,5 km (10 NM) if the navigational accuracy does not meet at least navigation specification RNAV 5.

CAT.POL.A.220   En route — aeroplanes with three or more engines, two engines inoperative

• (a) An aeroplane that has three or more engines shall not be away from an aerodrome at which the requirements of points CAT.POL.A.230 or CAT.POL.A.235(a) for the expected landing mass are met accordingly, at any point along the intended track for more than 90 minutes, with all engines operating at cruising power or thrust, as appropriate, at standard temperature in still air, unless points (b) to (f) of this point are complied with.

• (b) The two-engines-inoperative en-route net flight path data shall allow the aeroplane to continue the flight, in the expected meteorological conditions, from the point where two engines are assumed to fail simultaneously to an aerodrome at which it is possible to land and come to a complete stop when using the prescribed procedure for a landing with two engines inoperative. The en-route net flight path shall clear vertically, by at least 2 000 ft, all terrain and obstructions along the route within 9,3 km (5 NM) on either side of the intended track. At altitudes and in meteorological conditions that require ice protection systems to be operable, the effect of their use on the en-route net flight path data shall be taken into account. If the navigational accuracy does not meet at least navigation specification RNAV 5, the operator shall increase the prescribed width margin provided for in the second sentence to 18,5 km (10 NM).

• (c) The two engines shall be assumed to fail at the most critical point of that portion of the route where the aeroplane is operated for more than 90 minutes, with all engines operating at cruising power or thrust, as appropriate, at standard temperature in still air, away from the aerodrome referred to in point (a).

• (d) The net flight path shall have a positive gradient at 1 500 ft above the aerodrome where the landing is assumed to be made after the failure of two engines.

• (e) Fuel jettisoning shall be permitted to an extent consistent with reaching the aerodrome with the required fuel reserves referred to in point (f), if a safe procedure is used.

• (f) The expected mass of the aeroplane at the point where the two engines are assumed to fail shall not be less than that which would include sufficient fuel/energy to proceed to an aerodrome where the landing is assumed to be made, and to arrive there at an altitude of at least 1 500 ft (450 m) directly over the landing area, and thereafter, to fly for 15 minutes at cruising power or thrust, as appropriate.

CAT.POL.A.225   Landing — destination and alternate aerodromes

• (a)The landing mass of the aeroplane determined in accordance with CAT.POL.A.105(a) shall not exceed the maximum landing mass specified for the altitude and the ambient temperature expected for the estimated time of landing at the destination aerodrome and alternate aerodrome.

CAT.POL.A.230   Landing — dry runways

• (a) The landing mass of the aeroplane determined in accordance with point CAT.POL.A.105(a) for the estimated time of landing at the destination aerodrome and at any alternate aerodrome shall allow a full-stop landing from 50 ft above the threshold:
• (1) for turbojet-powered aeroplanes, within 60 % of the landing distance available (LDA);
• (2) for turbopropeller-powered aeroplanes, within 70 % of the LDA;
• (3) by way of derogation from points (a)(1) and (a)(2), for aeroplanes that are approved for reduced landing distance operations under point CAT.POL.A.255, within 80 % of the LDA.

• (b) For steep approach operations, the operator shall use the landing distance data factored in accordance with point (a)(1) or (a)(2), as applicable, based on a screen height of less than 60 ft, but not less than 35 ft, and shall comply with point CAT.POL.A.245.

• (c) For short landing operations, the operator shall use the landing distance data factored in accordance with point (a)(1) or (a)(2), as applicable, and shall comply with point CAT.POL.A.250.

• (d) When determining the landing mass, the operator shall take into account the following:
• (1) not more than 50 % of the headwind component or not less than 150 % of the tailwind component;
• (2) corrections as provided in the AFM.

• (e) For dispatching the aeroplane, the aeroplane shall:
• (1) land on the most favourable runway, in still air; and
• (2) land on the runway most likely to be assigned, considering the probable wind speed and direction, the ground-handling characteristics of the aeroplane and other conditions such as landing aids and terrain.

• (f) If the operator is unable to comply with point (e)(2) for the destination aerodrome, the aeroplane shall only be dispatched if an alternate aerodrome is designated that allows full compliance with one of the following:
• (1) points (a) to (d), if the runway at the estimated time of arrival is dry;
• (2) points CAT.POL.A.235(a) to (d), if the runway at the estimated time of arrival is wet or contaminated.

CAT.POL.A.235   Landing — wet and contaminated runways

• (a) When the appropriate weather reports or forecasts, or both, indicate that the runway at the estimated time of arrival may be wet, the LDA shall be one of the following distances:
• (1) a landing distance provided in the AFM for use on wet runways at time of dispatch, but not less than that required by point CAT.POL.A.230(a)(1) or (a)(2), as applicable;
• (2) if a landing distance is not provided in the AFM for use on wet runways at time of dispatch, at least 115 % of the required landing distance, determined in accordance with point CAT.POL.A.230(a)(1) or (a)(2), as applicable;
• (3) a landing distance shorter than that required by point (a)(2), but not less than that required by point CAT.POL.A.230(a)(1) or (a)(2), as applicable, if the runway has specific friction-improving characteristics and the AFM includes specific additional information for landing distance on that runway type;
• (4) by way of derogation from points (a)(1), (a)(2) and (a)(3), for aeroplanes that are approved for reduced landing distance operations under point CAT.POL.A.255, the landing distance determined in accordance with point CAT.POL.A.255(b)(2)(v)(B).

• (b) When the appropriate weather reports or forecasts indicate that the runway at the estimated time of arrival may be contaminated, the LDA shall be one of the following distances:
• (1) at least the landing distance determined in accordance with point (a), or at least 115 % of the landing distance determined in accordance with approved contaminated landing distance data or equivalent, whichever is greater;
• (2) on specially prepared winter runways, a landing distance shorter than that required by point (b)(1), but not less than that required by point (a), may be used if the AFM includes specific additional information about landing distances on contaminated runways. Such landing distance shall be at least 115 % of the landing distance contained in the AFM.

• (c) By way of derogation from point (b), the increment of 15 % needs not to be applied if it is already included in the approved landing distance data or equivalent.

• (d) For points (a) and (b), the criteria of points CAT.POL.A.230(b), (c) and (d) shall apply accordingly.

• (e) For dispatching the aeroplane, the aeroplane shall:
• (1) land on the most favourable runway, in still air; and
• (2) land on the runway most likely to be assigned, considering the probable wind speed and direction, the ground-handling characteristics of the aeroplane and other conditions such as landing aids and terrain.

• (f) If the operator is unable to comply with point (e)(1) for a destination aerodrome where the appropriate weather reports or forecasts indicate that the runway at the estimated time of arrival may be contaminated and where a landing depends upon a specific wind component, the aeroplane shall only be dispatched if two alternate aerodromes are designated.

• (g) If the operator is unable to comply with point (e)(2) for the destination aerodrome where the appropriate weather reports or forecasts indicate that the runway at the estimated time of arrival may be wet or contaminated, the aeroplane shall only be dispatched if an alternate aerodrome is designated.

• (h) For points (f) and (g), the designated alternate aerodrome or aerodromes shall allow compliance with one of the following:
• (1) points CAT.POL.A.230(a) to (d), if the runway at the estimated time of arrival is dry;
• (2) points CAT.POL.A.235(a) to (d), if the runway at the estimated time of arrival is wet or contaminated.

CAT.POL.A.240   Approval of operations with increased bank angles

• (a)Operations with increased bank angles require prior approval by the competent authority.

• (b)To obtain the approval, the operator shall provide evidence that the following conditions are met:

• (1) the AFM contains approved data for the required increase of operating speed and data to allow the construction of the flight path considering the increased bank angles and speeds;

• (2) visual guidance is available for navigation accuracy;

• (3) weather minima and wind limitations are specified for each runway; and

• (4) the flight crew has obtained adequate knowledge of the route to be flown and of the procedures to be used in accordance with Subpart FC of Part-ORO.

CAT.POL.A.245   Approval of steep approach operations

• (a)Steep approach operations using glideslope angles of 4,5° or more and with screen heights of less than 60 ft, but not less than 35 ft, require prior approval by the competent authority.

• (b)To obtain the approval, the operator shall provide evidence that the following conditions are met:

• (1) the AFM states the maximum approved glideslope angle, any other limitations, normal, abnormal or emergency procedures for the steep approach as well as amendments to the field length data when using steep approach criteria;

• (2) for each aerodrome at which steep approach operations are to be conducted:
• (i) a suitable glide path reference system comprising at least a visual glide path indicating system shall be available;
• (ii) weather minima shall be specified; and
• (iii) the following items shall be taken into consideration:
• (A) the obstacle situation;
• (B) the type of glide path reference and runway guidance;
• (C) the minimum visual reference to be required at decision height (DH) and MDA;
• (D) available airborne equipment;
• (E) pilot qualification and special aerodrome familiarisation;
• (F) AFM limitations and procedures; and
• (G) missed approach criteria.

CAT.POL.A.250   Approval of short landing operations

• (a)Short landing operations require prior approval by the competent authority.

• (b)To obtain the approval, the operator shall provide evidence that the following conditions are met:

• (1) the distance used for the calculation of the permitted landing mass may consist of the usable length of the declared safe area plus the declared LDA;

• (2) the State of the aerodrome has determined a public interest and operational necessity for the operation, either due to the remoteness of the aerodrome or to physical limitations relating to extending the runway;

• (3) the vertical distance between the path of the pilot’s eye and the path of the lowest part of the wheels, with the aeroplane established on the normal glide path, does not exceed 3 m;

• (4) RVR/VIS minimum shall not be less than 1 500 m and wind limitations are specified in the operations manual;

• (5) minimum pilot experience, training and special aerodrome familiarisation requirements are specified and met;

• (6) the crossing height over the beginning of the usable length of the declared safe area is 50 ft;

• (7) the use of the declared safe area is approved by the State of the aerodrome;

• (8) the usable length of the declared safe area does not exceed 90 m;

• (9) the width of the declared safe area is not less than twice the runway width or twice the wing span, whichever is greater, centred on the extended runway centre line;

• (10) the declared safe area is clear of obstructions or depressions that would endanger an aeroplane undershooting the runway and no mobile object is permitted on the declared safe area while the runway is being used for short landing operations;

• (11) the slope of the declared safe area does not exceed 5 % upward nor 2 % downward in the direction of landing; and

• (11a) reduced required landing distance operations in accordance with CAT.POL.A.255 are prohibited;

• (12) additional conditions, if specified by the competent authority, taking into account aeroplane type characteristics, orographic characteristics in the approach area, available approach aids and missed approach/balked landing considerations.

CAT.POL.A.255   Approval of reduced required landing distance operations

• (a) An aeroplane operator may conduct landing operations within 80 % of the landing distance available (LDA) if it complies with the following conditions:
• (1) the airplane has an MOPSC of 19 or less;
• (2) the airplane has an eligibility statement for reduced required landing distance in the AFM;
• (3) the airplane is used in non-scheduled on-demand commercial air transport (CAT) operations;
• (4) the landing mass of the aeroplane allows a full-stop landing within that reduced landing distance;
• (5) the operator has obtained a prior approval of the competent authority.

- (b) To obtain the approval referred to in point (a)(5), the operator shall provide evidence of either of the following circumstances:

• (1) that a risk assessment has been conducted to demonstrate that a level of safety equivalent to that intended by point CAT.POL.A.230(a)(1) or (2), as applicable, is achieved;
• (2) that the following conditions are met:
• (i) special-approach procedures, such as steep approaches, planned screen heights higher than 60 ft or lower than 35 ft, low-visibility operations, approaches outside stabilised approach criteria approved under point CAT.OP.MPA.115(a), are prohibited;
• (ii) short landing operations in accordance with point CAT.POL.A.250 are prohibited;
• (iii) landing on contaminated runways is prohibited;
• (iv) an adequate training, checking and monitoring process for the flight crew is established;
• (v) an aerodrome landing analysis programme (ALAP) is established by the operator to ensure that the following conditions are met:
• (A) no tailwind is forecast at the expected time of arrival;
• (B) if the runway is forecast to be wet at the expected time of arrival, the landing distance at dispatch shall either be determined in accordance with point CAT.OP.MPA.303(a) or (b) as applicable, or shall be 115 % of the landing distance determined for dry runways, whichever is longer;
• (C) no forecast contaminated runway conditions exist at the expected time of arrival;
• (D) no forecast adverse weather conditions exist at the expected time of arrival;
• (vi) all the equipment that affects landing performance is operative before commencing the flight;
• (vii) the flight crew is composed of at least two qualified and trained pilots that have recency in reduced required landing distance operations;
• (viii) based on the prevailing conditions for the intended flight, the commander shall make the final decision to conduct reduced required landing distance operations and may decide not to do so when he or she considers that to be in the interest of safety;
• (ix) additional aerodrome conditions, if specified by the competent authority that has certified the aerodrome, taking into account orographic characteristics of the approach area, available approach aids, missed-approach and balked-landing considerations.

CHAPTER 3

Performance class B

CAT.POL.A.300   General

• (a)Unless approved by the competent authority in accordance with Annex V (Part-SPA), Subpart L — SINGLE-ENGINED TURBINE AEROPLANE OPERATIONS AT NIGHT OR IN IMC (SET-IMC), the operator shall not operate a single-engined aeroplane:

• (1) at night; or

• (2) in IMC, except under special VFR.

• (b)The operator shall treat two-engined aeroplanes that do not meet the climb requirements of CAT.POL.A.340 as single-engined aeroplanes.

CAT.POL.A.305   Take-off

• (a)The take-off mass shall not exceed the maximum take-off mass specified in the AFM for the pressure altitude and the ambient temperature at the aerodrome of departure.

• (b)The unfactored take-off distance, specified in the AFM, shall not exceed:

• (1) when multiplied by a factor of 1,25, the take-off run available (TORA); or

• (2) when stop way and/or clearway is available, the following:
• (i) the TORA;
• (ii) when multiplied by a factor of 1,15, the take-off distance available (TODA); or
• (iii) when multiplied by a factor of 1,3, the ASDA.

• (c)When showing compliance with (b), the following shall be taken into account:

• (1) the mass of the aeroplane at the commencement of the take-off run;

• (2) the pressure altitude at the aerodrome;

• (3) the ambient temperature at the aerodrome;

• (4) the runway surface condition and the type of runway surface;

• (5) the runway slope in the direction of take-off; and

• (6) not more than 50 % of the reported headwind component or not less than 150 % of the reported tailwind component.

CAT.POL.A.310   Take-off obstacle clearance — multi-engined aeroplanes

• (a)The take-off flight path of aeroplanes with two or more engines shall be determined in such a way that the aeroplane clears all obstacles by a vertical distance of at least 50 ft, or by a horizontal distance of at least 90 m plus 0,125 × D, where D is the horizontal distance travelled by the aeroplane from the end of the TODA or the end of the take-off distance if a turn is scheduled before the end of the TODA, except as provided in (b) and (c). For aeroplanes with a wingspan of less than 60 m, a horizontal obstacle clearance of half the aeroplane wingspan plus 60 m plus 0,125 × D may be used. It shall be assumed that:

• (1) the take-off flight path begins at a height of 50 ft above the surface at the end of the take-off distance required by CAT.POL.A.305(b) and ends at a height of 1 500 ft above the surface;

• (2) the aeroplane is not banked before the aeroplane has reached a height of 50 ft above the surface, and thereafter the angle of bank does not exceed 15°;

• (3) failure of the critical engine occurs at the point on the all engine take-off flight path where visual reference for the purpose of avoiding obstacles is expected to be lost;

• (4) the gradient of the take-off flight path from 50 ft to the assumed engine failure height is equal to the average all-engines gradient during climb and transition to the en-route configuration, multiplied by a factor of 0,77; and

• (5) the gradient of the take-off flight path from the height reached in accordance with (a)(4) to the end of the take-off flight path is equal to the OEI en-route climb gradient shown in the AFM.

• (b)For cases where the intended flight path does not require track changes of more than 15°, the operator does not need to consider those obstacles that have a lateral distance greater than:

• (1) 300 m, if the flight is conducted under conditions allowing visual course guidance navigation, or if navigational aids are available enabling the pilot to maintain the intended flight path with the same accuracy; or

• (2) 600 m, for flights under all other conditions.

• (c)For cases where the intended flight path requires track changes of more than 15°, the operator does not need to consider those obstacles that have a lateral distance greater than:

• (1) 600 m, for flights under conditions allowing visual course guidance navigation; or

• (2) 900 m, for flights under all other conditions.

• (d)When showing compliance with (a) to (c), the following shall be taken into account:

• (1) the mass of the aeroplane at the commencement of the take-off run;

• (2) the pressure altitude at the aerodrome;

• (3) the ambient temperature at the aerodrome; and

• (4) not more than 50 % of the reported headwind component or not less than 150 % of the reported tailwind component.

• (e)The requirements in (a)(3), (a)(4), (a)(5), (b)(2) and (c)(2) shall not be applicable to VFR operations by day.

CAT.POL.A.315   En-route — multi-engined aeroplanes

• (a)The aeroplane, in the meteorological conditions expected for the flight and in the event of the failure of one engine, with the remaining engines operating within the maximum continuous power conditions specified, shall be capable of continuing flight at or above the relevant minimum altitudes for safe flight stated in the operations manual to a point of 1 000 ft above an aerodrome at which the performance requirements can be met.

• (b)It shall be assumed that, at the point of engine failure:

• (1) the aeroplane is not flying at an altitude exceeding that at which the rate of climb equals 300 ft per minute with all engines operating within the maximum continuous power conditions specified; and

• (2) the en-route gradient with OEI shall be the gross gradient of descent or climb, as appropriate, respectively increased by a gradient of 0,5 %, or decreased by a gradient of 0,5 %.

CAT.POL.A.320   En-route — single-engined aeroplanes

• (a) In the meteorological conditions expected for the flight, and in the event of engine failure, the aeroplane shall be capable of reaching a place at which a safe forced landing can be made, unless the operator is approved by the competent authority in accordance with Annex V (Part-SPA), Subpart L — SINGLE-ENGINED TURBINE AEROPLANE OPERATIONS AT NIGHT OR IN IMC (SET-IMC) and makes use of a risk period.

• (b) For the purposes of point (a), it shall be assumed that, at the point of engine failure:
• (1) the aeroplane is not flying at an altitude exceeding that at which the rate of climb equals 300 ft per minute, with the engine operating within the maximum continuous power conditions specified; and
• (2) the en-route gradient is the gross gradient of descent increased by a gradient of 0,5 %.

CAT.POL.A.325   Landing — destination and alternate aerodromes

The landing mass of the aeroplane determined in accordance with CAT.POL.A.105(a) shall not exceed the maximum landing mass specified for the altitude and the ambient temperature expected at the estimated time of landing at the destination aerodrome and alternate aerodrome.

CAT.POL.A.330   Landing — dry runways

• (a) The landing mass of the aeroplane determined in accordance with point CAT.POL.A.105(a) for the estimated time of landing at the destination aerodrome and at any alternate aerodrome shall allow a full-stop landing from 50 ft above the threshold within 70 % of the LDA.

• (b) By way of derogation from point (a), and where point CAT.POL.A.355 is complied with, the landing mass of the aeroplane determined in accordance with point CAT.POL.A.105(a) for the estimated time of landing at the destination aerodrome shall be such as to allow a full-stop landing from 50 ft above the threshold within 80 % of the LDA.

• (c) When determining the landing mass, the operator shall take the following into account:
• (1) the altitude at the aerodrome;
• (2) not more than 50 % of the headwind component or not less than 150 % of the tailwind component;
• (3) the type of runway surface;
• (4) the runway slope in the direction of landing.

• (d) For steep approach operations, the operator shall use landing distance data factored in accordance with point (a), based on a screen height of less than 60 ft, but not less than 35 ft, and comply with point CAT.POL.A.345.

• (e) For short landing operations, the operator shall use landing distance data factored in accordance with point (a), and comply with point CAT.POL.A.350.

• (f) For dispatching the aeroplane, the aeroplane shall either:
• (1) land on the most favourable runway, in still air;
• (2) land on the runway most likely to be assigned considering the probable wind speed and direction, the ground-handling characteristics of the aeroplane and other conditions such as landing aids and terrain.

• (g) If the operator is unable to comply with point (f)(2) for the destination aerodrome, the aeroplane shall only be dispatched if an alternate aerodrome is designated that permits full compliance with points (a) to (f).

CAT.POL.A.335   Landing — wet and contaminated runways