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Commission Implementing Regulation (EU) 2021/2237 of 15 December 2021 amending Regulation (EU) No 965/2012 as regards the requirements for all-weather operations and for flight crew training and checking

Type Implementing Regulation

Publication 2021-12-16

State In force

Text As published

Department European Commission, MOVE

Source EUR-Lex

articles 2

This is the act as published. Later amendments are not folded into the text below: each one is a separate act in this repository and an entry in this law's history.

Reform history JSON API

(5) the dimensions and characteristics of the runways/final approach and take-off areas (FATOs) that may be selected for use;

(6) the adequacy and performance of the available visual and non-visual aids and infrastructure;

(7) the obstacle clearance altitude/height (OCA/H) for the instrument approach procedures (IAPs);

(8) the obstacles in the climb-out areas and necessary clearance margins;

(9) the composition of the flight crew, their competence and experience;

(10) the IAP;

(11) the aerodrome characteristics and the available air navigation services (ANS);

(12) any minima that may be promulgated by the State of the aerodrome;

(13) the conditions prescribed in the operations specifications including any specific approvals for low-visibility operations (LVOs) or operations with operational credits.

(14) any non-standard characteristics of the aerodrome, the IAP or the environment

(c) The operator shall specify a method of determining aerodrome operating minima in the operations manual.

(d) The method used by the operator to establish aerodrome operating minima and any change to that method shall be approved by the competent authority.’;

(e) point CAT.OP.MPA.115 is replaced by the following:

‘CAT.OP.MPA.115 Approach flight technique — aeroplanes

(a) All approach operations shall be flown as stabilised approach operations unless otherwise approved by the competent authority for a particular approach to a particular runway.

(b) The continuous descent final approach (CDFA) technique shall be used for approach operations using non-precision approach (NPA) procedures except for such particular runways for which the competent authority has approved another flight technique.’;

(f) points CAT.OP.MPA.245 and CAT.OP.MPA.246 are replaced by the following:

‘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.’;

(g) in point CAT.OP.MPA.247, point (a) is replaced by the following:

‘(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.’;

(h) point CAT.OP.MPA.265 is replaced by the following:

‘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.’;

(i) point CAT.OP.MPA.300 is replaced by the following:

‘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.’;

(j) point CAT.OP.MPA.305 is replaced by the following:

‘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.’;

(k) point CAT.OP.MPA.310 is replaced by the following:

‘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.’;

(l) the following point CAT.OP.MPA.312 is inserted:

‘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.’.

(5) Annex V is amended as follows:

(a) the title of Subpart E is replaced by the following: ‘Low-visibility operations (LVOs) and operations with operational credits’;

(b) point SPA.LVO.100 is replaced by the following:

‘SPA.LVO.100 Low-visibility operations and operations with operational credits

The operator shall conduct the following operations only if they are approved by the competent authority:

(a) take-off operations with visibility conditions of less than 400 m RVR;

(b) instrument approach operations in low-visibility conditions; and

(c) operations with operational credits, except for EFVS 200 operations, which shall not be subject to a specific approval.’;

‘SPA.LVO.105 Specific approval criteria

To obtain a specific approval as required by SPA.LVO.100, the operator shall demonstrate that:

(a) for low-visibility approach operations, LVTO operations in an RVR less than 125 m, and operations with operational credits, the aircraft has been certified for the intended operations;

(b) 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 has been established, in accordance with SPA.LVO.120;

(c) operating procedures for the intended operations have been established;

(d) any relevant changes to the minimum equipment list (MEL) have been made;

(e) any relevant changes to the maintenance programme have been made;

(f) procedures have been established to ensure the suitability of aerodromes, including instrument flight procedures, for the intended operations, in accordance with SPA.LVO.110; and

(g) for the intended operations, a safety assessment has been carried out, and performance indicators have been established to monitor the level of safety.’;

(d) point SPA.LVO.110 is replaced by the following:

‘SPA.LVO.110 Aerodrome-related requirements, including instrument flight procedures

The operator shall ensure that only aerodromes, including instrument flight procedures, suitable for the intended operations are used for LVOs and operations with operational credits.’;

(e) point SPA.LVO.115 is deleted;

(f) point SPA.LVO.120 is replaced by the following:

‘SPA.LVO.120 Flight crew competence

(a) The operator shall ensure that the flight crew is competent to conduct the intended operations.

(b) The operator shall ensure that each flight crew member successfully completes training and checking for all types of LVOs and operations with operational credits for which an approval has been granted. Such training and checking shall:

(1) include initial and recurrent training and checking;

(2) include normal, abnormal and emergency procedures;

(3) be tailored to the type of technologies used in the intended operations; and

(4) take into account the human factor risks associated with the intended operations.

(c) The operator shall keep records of the training and qualifications of the flight crew members.

(d) The training and checking shall be conducted by appropriately qualified personnel. In the case of flight and flight simulation training and checking, the personnel providing the training and conducting the checks shall be qualified in accordance with Annex I (Part-FCL) to Regulation (EU) No 1178/2011.’;

(g) in point SPA.NVIS.120, point (a) is replaced by the following:

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

(h) in point SPA.HOFO.120, point (a) is replaced by the following:

‘(a) Onshore destination alternate aerodrome. Notwithstanding points CAT.OP.MPA.192, NCC.OP.152 and SPO.OP.151, the pilot-in command/commander does not need to specify a destination alternate aerodrome in the operational flight plan when conducting flights from an offshore location to a land destination aerodrome provided that sufficient operational contingency is in place to ensure a safe return from offshore.’;

(i) point SPA.HOFO.125 is replaced by the following:

‘SPA.HOFO.125 Offshore standard approach procedures (OSAPs)

(a) An operator shall establish procedures to ensure that offshore standard approach procedures (OSAPs) are followed only if:

(1) the helicopter is capable of providing navigation and real-time obstacle environment information for obstacle clearance; and

(2) either:

(i) the minimum descent height (MDH) is determined from a radio altimeter or a device that provides equivalent performance; or

(ii) the minimum descent altitude (MDA) is applied and it includes an adequate margin.

(b) If the operator follows OSAPs to rigs or vessels in transit, the flight shall be conducted in multi-pilot operations.

(c) The decision range shall provide adequate obstacle clearance in the missed approach from any destination for which an OSAP is planned.

(d) The approach shall only be continued beyond decision range or below the minimum descent altitude/height (MDA/H) when visual reference to the destination has been established.

(e) For single-pilot operations, appropriate increments shall be added to the MDA/H and decision range.

(f) When an OSAP is followed to a non-moving offshore location (i.e. fixed installation or moored vessel) and a reliable GNSS position for the location is available in the navigation system, the GNSS/area navigation system shall be used to enhance the safety of the OSAP.

(g) The operator shall include OSAPs in its initial and recurrent training and checking programmes.’;

(j) the following Subpart N is added:

‘SUBPART N

HELICOPTER POINT-IN-SPACE APPROACHES AND DEPARTURES WITH REDUCED VFR MINIMA (PINS-VFR)

SPA.PINS-VFR.100 Helicopter point-in-space (PinS) approaches and departures with reduced VFR minima

(a) The operator shall only use reduced VFR operating minima if the operator has been granted an approval by the competent authority.

(b) Reduced VFR operating minima shall apply only to a helicopter flight that includes a segment flown under IFR, and only in one of the following cases:

(1) the segment of the flight flown under VFR takes place immediately after a helicopter PinS approach with the intention of landing at a nearby heliport or operating site;

(2) the segment of the flight flown under VFR takes place immediately after a helicopter PinS approach with the intention of conducting hoist operations at a nearby HEC or HHO site;

(3) the segment of the flight flown under VFR is a departure with the intention of transitioning to IFR at a nearby initial departure fix.

(c) The operator shall define operating procedures that are applicable when flying with reduced VFR operating minima.

(d) The operator shall ensure that the flight crew members are experienced and trained to operate with reduced VFR operating minima.’.

(6) Annex VI is amended as follows:

(a) the following point NCC.OP.101 is inserted:

‘NCC.OP.101 Altimeter check and settings

(a) The operator shall establish procedures for altimeter checking before each departure.

(b) The operator shall establish procedures for altimeter settings for all phases of flight, which shall take into account the procedures established by the State of the aerodrome or the State of the airspace, if applicable.’;

(b) point NCC.OP.110 is replaced by the following:

‘NCC.OP.110 Aerodrome operating minima — general

(a) The operator shall establish aerodrome operating minima for each departure, destination or alternate aerodrome that is planned to be used in order to ensure separation of the aircraft from terrain and obstacles and to mitigate the risk of loss of visual references during the visual flight segment of instrument approach operations.

(b) The method used to establish aerodrome operating minima shall take all the following elements into account:

(1) the type, performance, and handling characteristics of the aircraft;

(2) the equipment available on the aircraft for the purpose of navigation, acquisition of visual references, and/or control of the flight path during take-off, approach, landing, and missed approach;

(3) any conditions or limitations stated in the aircraft flight manual (AFM);

(4) the dimensions and characteristics of the runways/final approach and take-off areas (FATOs) that may be selected for use;

(5) the adequacy and performance of the available visual and non-visual aids and infrastructure;

(6) the obstacle clearance altitude/height (OCA/H) for the instrument approach procedures (IAPs);

(7) the obstacles in the climb-out areas and necessary clearance margins;

(8) any non-standard characteristics of the aerodrome, the IAP or the environment;

(9) the composition of the flight crew, their competence and experience;

(10) the IAP;

(11) the aerodrome characteristics and the available air navigation services (ANS);

(12) any minima that may be promulgated by the State of the aerodrome;

(13) the conditions prescribed in any specific approvals for low-visibility operations (LVOs) or operations with operational credits; and

(14) the relevant operational experience of the operator.

(c) The operator shall specify a method of determining aerodrome operating minima in the operations manual.’;

(d) point NCC.OP.112 is replaced by the following:

‘NCC.OP.112 Aerodrome operating minima — circling operations with aeroplanes

(a) The MDH for a circling approach operation with aeroplanes shall not be lower than the highest of:

(1) the published circling OCH for the aeroplane category;

(2) the minimum circling height derived from Table 1; or

(3) the DH/MDH of the preceding IAP.

(b) The minimum visibility for a circling approach operation with aeroplanes shall be the highest of:

(1) the circling visibility for the aeroplane category, if published; or

(2) the minimum visibility derived from Table 1.

Table 1

MDH and minimum visibility for circling per aeroplane category

Aeroplane category Aeroplane category Aeroplane category Aeroplane category

A B C D

MDH (ft) 400 500 600 700

Minimum VIS (m) 1 500 1 600 2 400 3 600 ’;

(e) in point NCC.OP.145, point (b) is replaced by the following:

‘(b) Before commencing a flight, the pilot-in-command shall be familiar with all available meteorological information appropriate to the intended flight. Preparation for a flight away from the vicinity of the place of departure, and for every flight under IFR, shall include:

(1) a study of the available current meteorological reports and forecasts; and

(2) the planning of an alternative course of action to provide for the eventuality that the flight cannot be completed as planned, because of meteorological conditions.’;

(f) the following points NCC.OP.147 and NCC.OP.148 are inserted:

‘NCC.OP.147 Destination alternate aerodromes planning minima — aeroplanes

An aerodrome shall not be specified as a destination alternate aerodrome unless the available current meteorological information indicates, for the period from 1 hour before until 1 hour after the estimated time of arrival, or from the actual time of departure to 1 hour after the estimated time of arrival, whichever is the shorter period,

(a) for an alternate aerodrome with an available instrument approach operation with DH less than 250 ft,

(1) a ceiling of at least 200 ft above the DH or MDH associated with the instrument approach operation; and

(2) a visibility of at least the higher of 1 500 m and 800 m above the instrument approach operation RVR/VIS minima; or

(b) for an alternate aerodrome with an instrument approach operation with DH or MDH 250 ft or more,

(1) a ceiling of at least 400 ft above the DH or MDH associated with the instrument approach operation; and

(2) a visibility of at least 3 000 m; or

(c) for an alternate aerodrome without an instrument approach procedure,

(1) a ceiling of at least the higher of 2 000 ft and the minimum safe IFR height; and

(2) a visibility of at least 5 000 m.;

NCC.OP.148 Destination alternate aerodrome planning minima — helicopters

The operator shall only select an aerodrome as a destination alternate aerodrome if the available current meteorological information indicates, for the period from 1 hour before until 1 hour after the estimated time of arrival, or from the actual time of departure to 1 hour after the estimated time of arrival, whichever is the shorter period:,

(a) for an alternate aerodrome with an instrument approach procedure (IAP):

(1) a ceiling of at least 200 ft above the DH or MDH associated with the IAP; and

(2) a visibility of at least 1 500 m by day or 3 000 m by night; or

(b) for an alternate aerodrome without an IAP:

(1) a ceiling of at least 2 000 ft or the minimum safe IFR height — whichever is greater; and

(2) a visibility of at least 1 500 m by day or 3 000 m by night.’;

(g) in point NCC.OP.150, point (a) is replaced by the following:

‘(a) For IFR flights, the pilot-in-command shall specify at least one weather-permissible take-off alternate aerodrome in the flight plan if the meteorological conditions at the aerodrome of departure are at or below the applicable aerodrome operating minima or if it would not be possible to return to the aerodrome of departure for other reasons.’;

(h) in point NCC.OP.180, points (a) and (b) are replaced by the following:

‘(a) The pilot-in-command shall only commence or continue a VFR flight if the latest available meteorological information indicates that the meteorological conditions along the route and at the intended destination at the estimated time of use will be at or above the applicable VFR operating minima.

(b) The pilot-in-command shall only commence or continue an IFR flight towards the planned destination aerodrome if the latest available meteorological information indicates that, at the estimated 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.’;

(i) point NCC.OP.195 is replaced by the following:

‘NCC.OP.195 Take-off conditions — aeroplanes and helicopters

Before commencing take-off, the pilot-in-command shall be satisfied that:

(a) the meteorological conditions at the aerodrome or the 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.’;

(j) point NCC.OP.225 is replaced by the following:

‘NCC.OP.225 Approach and landing conditions — aeroplanes and helicopters

Before commencing an approach operation, the pilot-in-command shall be satisfied that:

(a) the meteorological conditions at the aerodrome or the 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; and

(4) flight crew qualifications.’;

(k) point NCC.OP.230 is replaced by the following:

‘NCC.OP.230 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, 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, 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.

(f) Notwithstanding points (a) and (b), if there is no intention to land, the instrument approach may be continued to the DA/H or the MDA/H. A missed approach shall be executed at or before the DA/H or the MDA/H.’;

(l) the following point NCC.OP.235 is added:

‘NCC.OP.235 EFVS 200 operations

(a) An operator that intends to conduct EFVS 200 operations with operational credits and without a specific approval shall ensure that:

(1) the aircraft is certified for the intended operations;

(2) only runways, FATOs and 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.’.

(7) Annex VII is amended as follows:

(a) the following point NCO.OP.101 is inserted

‘NCO.OP.101 Altimeter check and settings

(a) The pilot-in-command shall check the proper operation of the altimeter before each departure.

(b) The pilot-in-command shall use appropriate altimeter settings for all phases of flight, taking into account any procedure prescribed by the State of the aerodrome or the State of the airspace.’;

(b) point NCO.OP.105 is deleted;

‘NCO.OP.110 Aerodrome operating minima — aeroplanes and helicopters

(a) For instrument flight rules (IFR) flights, the pilot-in-command shall establish aerodrome operating minima for each departure, destination or alternate aerodrome that is planned to be used in order to ensure separation of the aircraft from terrain and obstacles and to mitigate the risk of loss of visual references during the visual flight segment of instrument approach operations.

(b) The aerodrome operating minima shall take the following elements into account, if relevant:

(1) the type, performance, and handling characteristics of the aircraft;

(2) the equipment available on the aircraft for the purpose of navigation, acquisition of visual references, and/or control of the flight path during take-off, approach, landing, and missed approach;

(3) any conditions or limitations stated in the aircraft flight manual (AFM);

(4) the dimensions and characteristics of the runways/final approach and take-off areas (FATOs) that may be selected for use;

(5) the adequacy and performance of the available visual and non-visual aids and infrastructure;

(6) the obstacle clearance altitude/height (OCA/H) for the instrument approach procedures (IAPs), if established;

(7) the obstacles in the climb-out areas and clearance margins;

(8) the competence and relevant operational experience of the pilot-in-command;

(9) the IAP, if established;

(10) the aerodrome characteristics and the type of air navigation services (ANS) available, if any;

(11) any minima that may be promulgated by the State of the aerodrome;

(12) the conditions prescribed in any specific approvals for low-visibility operations (LVOs) or operations with operational credits.;

NCO.OP.111 Aerodrome operating minima — 2D and 3D approach operations

(a) The decision height (DH) to be used for a 3D approach operation or a 2D approach operation flown with the continuous descent final approach (CDFA) technique shall not be lower than the highest of:

(1) the obstacle clearance height (OCH) for the category of aircraft;

(2) the published approach procedure DH or minimum descent height (MDH), where applicable;

(3) the system minimum specified in Table 1;

(4) the minimum DH specified in the AFM or equivalent document, if stated.

(b) The MDH for a 2D approach operation flown without the CDFA technique shall not be lower than the highest of:

(1) the OCH for the category of aircraft;

(2) the published approach procedure MDH, where applicable;

(3) the system minimum specified in Table 1; or

(4) the minimum MDH specified in the AFM, if stated.

Table 1

System minima

Facility Lowest DH/MDH (ft)

ILS/MLS/ GLS 200

GNSS/SBAS (LPV) 200

Precision approach radar (PAR) 200

GNSS/SBAS (LP) 250

GNSS (LNAV) 250

GNSS/Baro-VNAV (LNAV/VNAV) 250

Helicopter point-in-space approach 250

LOC with or without DME 250

SRA (terminating at ½ NM) 250

SRA (terminating at 1 NM) 300

SRA (terminating at 2 NM or more) 350

VOR 300

VOR/DME 250

NDB 350

NDB/DME 300

VDF 350’;

Facility	Lowest DH/MDH (ft)
ILS/MLS/ GLS	200
GNSS/SBAS (LPV)	200
Precision approach radar (PAR)	200
GNSS/SBAS (LP)	250
GNSS (LNAV)	250
GNSS/Baro-VNAV (LNAV/VNAV)	250
Helicopter point-in-space approach	250
LOC with or without DME	250
SRA (terminating at ½ NM)	250
SRA (terminating at 1 NM)	300
SRA (terminating at 2 NM or more)	350
VOR	300
VOR/DME	250
NDB	350
NDB/DME	300
VDF	350’;

NCO.OP.112 Aerodrome operating minima — circling operations with aeroplanes

(a) The MDH for a circling approach operation with aeroplanes shall not be lower than the highest of:

(1) the published circling OCH for the aeroplane category;

(2) the minimum circling height derived from Table 1; or

(3) the DH/MDH of the preceding IAP.

(b) The minimum visibility for a circling approach operation with aeroplanes shall be the highest of:

(1) the circling visibility for the aeroplane category, if published; or

(2) the minimum visibility derived from Table 1’.

Table 1

MDH and minimum visibility for circling per aeroplane category


	Aeroplane category	Aeroplane category	Aeroplane category	Aeroplane category
	A	B	C	D
MDH (ft)	400	500	600	700
Minimum VIS (m)	1 500	1 500	2 400	3 600 ’;

(d) in point NCO.OP.135, point (b) is replaced by the following:

‘(b) Before commencing a flight, the pilot-in-command shall be familiar with all available meteorological information appropriate to the intended flight. Preparation for a flight away from the vicinity of the place of departure, and for every flight under IFR, shall include:

(1) a study of the available current meteorological reports and forecasts; and

(2) the planning of an alternative course of action to provide for the eventuality that the flight cannot be completed as planned, because of meteorological conditions.’;

(e) points NCO.OP.140, NCO.OP.141 and NCO.OP.142 are replaced by the following:

‘NCO.OP.140 Destination alternate aerodromes — aeroplanes

For IFR flights, the pilot-in-command shall specify at least one destination alternate aerodrome in the flight plan, unless the available current meteorological information for the destination indicates, for the period from 1 hour before until 1 hour after the estimated time of arrival, or from the actual time of departure to 1 hour after the estimated time of arrival, whichever is the shorter period, a ceiling of at least 1 000 ft above the DH/MDH for an available instrument approach procedure (IAP) and a visibility of at least 5 000 m.

NCO.OP.141 Destination alternate aerodromes — helicopters

For IFR flights, the pilot-in-command shall specify at least one destination alternate aerodrome in the flight plan, unless the available current meteorological information for the destination indicates, for the period from 1 hour before until 1 hour after the estimated time of arrival, or from the actual time of departure to 1 hour after the estimated time of arrival, whichever is the shorter period, a ceiling of at least 1 000 ft above the DH/MDH for an available IAP and a visibility of at least 3 000 m.

NCO.OP.142 Destination alternate aerodromes — instrument approach operations

The pilot-in-command shall only select an aerodrome as a destination alternate aerodrome if either:

(a) an IAP that does not rely on GNSS is available either at the destination aerodrome or at a destination alternate aerodrome, or

(b) all of the following conditions are met:

(1) the onboard GNSS equipment is SBAS-capable;

(2) the destination aerodrome, any destination alternate aerodrome, and the route between them are within SBAS service area;

(3) ABAS is predicted to be available in the event of the unexpected unavailability of SBAS;

(4) an IAP is selected (either at destination or destination alternate aerodrome) that does not rely on the availability of SBAS;

(5) an appropriate contingency action allows the flight to be completed safely in the event of unavailability of GNSS.’

(f) the following points NCO.OP.143 and NCO.OP.144 are inserted:

‘NCO.OP.143 Destination alternate aerodromes planning minima — aeroplanes

An aerodrome shall not be specified as a destination alternate aerodrome unless the available current meteorological information indicates, for the period from 1 hour before until 1 hour after the estimated time of arrival, or from the actual time of departure to 1 hour after the estimated time of arrival, whichever is the shorter period:

(a) for an alternate aerodrome with an available instrument approach operation with DH less than 250 ft,

(1) a ceiling of at least 200 ft above the decision height (DH) or minimum descent height (MDH) associated with the instrument approach operation; and

(2) a visibility of at least 1 500 m; or

(b) for an alternate aerodrome with an instrument approach operation with DH or MDH 250 ft or more,

(1) a ceiling of at least 400 ft above the DH or MDH associated with the instrument approach operation; and

(2) a visibility of at least 3 000 m; or

(c) for an alternate aerodrome without an IAP,

(1) a ceiling of at least the higher of 2 000 ft and the minimum safe IFR height; and

(2) a visibility of at least 5 000 m.

NCO.OP.144 Destination alternate aerodromes planning minima — helicopters

An aerodrome shall not be specified as a destination alternate aerodrome unless the available current meteorological information indicates, for the period from 1 hour before until 1 hour after the estimated time of arrival, or from the actual time of departure to 1 hour after the estimated time of arrival, whichever is the shorter period,

(a) for an alternate aerodrome with an IAP:

(1) a ceiling of at least 200 ft above the DH or MDH associated with the IAP; and

(2) a visibility of at least 1 500 m by day or 3 000 m by night; or

(b) for an alternate aerodrome without an IAP:

(1) a ceiling of at least the higher of 2 000 ft and the minimum safe IFR height; and

(2) a visibility of at least 1 500 m by day or 3 000 m by night.’

(g) in point NCO.OP.160, points (a) and (b) are replaced by the following:

‘(a) The pilot-in-command shall only commence or continue a VFR flight if the latest available meteorological information indicates that the meteorological conditions along the route and at the intended destination at the estimated time of use will be at or above the applicable VFR operating minima.

(b) The pilot-in-command shall only commence or continue an IFR flight towards the planned destination aerodrome if the latest available meteorological information indicates that, at the estimated 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.’;

(h) point NCO.OP.175 is replaced by the following:

‘NCO.OP.175 Take-off conditions — aeroplanes and helicopters

Before commencing take-off, the pilot-in-command shall be satisfied that:

(a) according to the information available, the meteorological conditions at the aerodrome or the 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.’;

(i) points NCO.OP.205 and NCO.OP.206 are replaced by the following:

‘NCO.OP.205 Approach and landing conditions — aeroplanes

Before commencing an approach to land, the pilot-in-command shall be satisfied that:

(a) according to the information available, the meteorological conditions at the aerodrome or the operating site, and the condition of the runway intended to be used will not prevent a safe approach, landing, or missed approach; 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, and

(4) flight crew qualifications.

NCO.OP.206 Approach and landing conditions — helicopters

Before commencing an approach to land, the pilot-in-command shall be satisfied that:

(a) according to the information available, the meteorological conditions at the aerodrome or the operating site and the condition of the final approach and take-off area (FATO) intended to be used will not prevent a safe approach, landing or missed approach; 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.’

(j) point NCO.OP.210 is replaced by the following:

‘NCO.OP.210 Commencement and continuation of approach — aeroplanes and helicopters

(a) If the controlling RVR for the runway to be used for landing is less than 550 m (or any lower value established in accordance with an approval under SPA.LVO), then an instrument approach operation shall not be continued:

(1) past a point at which the aircraft is 1 000 ft above the aerodrome elevation; or

(2) into the final approach segment if the DH or MDH is higher than 1 000 ft.

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

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

(8) Annex VIII is amended as follows:

(a) the following point SPO.OP.101 is inserted:

‘SPO.OP.101 Altimeter check and settings

(a) The operator shall establish procedures for altimeter checking before each departure.

(b) The operator shall establish procedures for altimeter settings for all phases of flight, which shall take into account the procedures established by the State of the aerodrome or the State of the airspace, if applicable.’;

(b) point SPO.OP.110 is replaced by the following:

‘SPO.OP.110 Aerodrome operating minima — aeroplanes and helicopters

(a) The operator shall establish aerodrome operating minima for each departure, destination or alternate aerodrome that is planned to be used in order to ensure separation of the aircraft from terrain and obstacles and to mitigate the risk of loss of visual references during the visual flight segment of instrument approach operations.

(b) The method used to establish aerodrome operating minima shall take all the following elements into account:

(1) the type, performance, and handling characteristics of the aircraft;

(2) the equipment available on the aircraft for the purpose of navigation, acquisition of visual references, and/or control of the flight path during take-off, approach, landing, and missed approach;

(3) any conditions or limitations stated in the aircraft flight manual (AFM);

(4) the dimensions and characteristics of the runways/final approach and take-off areas (FATOs) that may be selected for use;

(5) the adequacy and performance of the available visual and non-visual aids and infrastructure;

(6) the obstacle clearance altitude/height (OCA/H) for the instrument approach procedures (IAPs);

(7) the obstacles in the climb-out areas and the necessary clearance margins;

(8) any non-standard characteristics of the aerodrome, the IAP or the local environment;

(9) the composition of the flight crew, their competence and experience;

(10) the IAP;

(11) the aerodrome characteristics and the available air navigation services (ANS);

(12) any minima that may be promulgated by the State of the aerodrome;

(13) the conditions prescribed in any specific approvals for low-visibility operations (LVOs) or operations with operational credits; and

(14) the relevant operational experience of the operator.

(c) The operator shall specify a method of determining aerodrome operating minima in the operations manual.’;

(d) point SPO.OP.112 is replaced by the following:

‘SPO.OP.112 Aerodrome operating minima — circling operations with aeroplanes

(a) The minimum descent height (MDH) for a circling approach operation with aeroplanes shall not be lower than the highest of:

(1) the published circling OCH for the aeroplane category;

(2) the minimum circling height derived from Table 1; or

(3) the decision height (DH)/MDH of the preceding IAP.

(b) The minimum visibility for a circling approach operation with aeroplanes shall be the highest of:

(1) the circling visibility for the aeroplane category, if published; or

(2) the minimum visibility derived from Table 1.

Table 1

MDH and minimum visibility for circling per aeroplane category

Aeroplane category Aeroplane category Aeroplane category Aeroplane category

A B C D

MDH (ft) 400 500 600 700

Minimum VIS (m) 1 500 1 600 2 400 3 600 ’;

(e) in point SPO.OP.140, point (b) is replaced by the following:

‘(b) Before commencing a flight, the pilot-in-command shall be familiar with all available meteorological information appropriate to the intended flight. Preparation for a flight away from the vicinity of the place of departure, and for every flight under IFR, shall include:

(1) a study of the available current meteorological reports and forecasts; and

(2) the planning of an alternative course of action to provide for the eventuality that the flight cannot be completed as planned, because of meteorological conditions.’;

(f) the following points SPO.OP.143 and SPO.OP.144 are inserted:

‘SPO.OP.143 Destination alternate aerodromes planning minima — aeroplanes

An aerodrome shall not be specified as a destination alternate aerodrome unless the available current meteorological information indicates, for the period from 1 hour before until 1 hour after the estimated time of arrival, or from the actual time of departure to 1 hour after the estimated time of arrival, whichever is the shorter period,

(a) for an alternate aerodrome with an available instrument approach operation with DH less than 250 ft,

(1) a ceiling of at least 200 ft above the DH or MDH associated with the instrument approach operation; and

(2) a visibility of at least the higher of 1 500 m and 800 m above the instrument approach operation RVR/VIS minima; or

(b) for an alternate aerodrome with an instrument approach operation with DH or MDH 250 ft or more,

(1) a ceiling of at least 400 ft above the DH or MDH associated with the instrument approach operation; and

(2) a visibility of at least 3 000 m; or

(c) for an alternate aerodrome without an instrument approach procedure,

(1) a ceiling of at least the higher of 2 000 ft and the minimum safe IFR height; and

(2) a visibility of at least 5 000 m.

SPO.OP.144 Destination alternate aerodrome planning minima — helicopters

The operator shall only select an aerodrome as a destination alternate aerodrome if the available current meteorological information indicates, for the period from 1 hour before until 1 hour after the estimated time of arrival, or from the actual time of departure to 1 hour after the estimated time of arrival, whichever is the shorter period,

(a) for an alternate aerodrome with an IAP:

(1) a ceiling of at least 200 ft above the DH or MDH associated with the IAP; and

(2) a visibility of at least 1 500 m by day or 3 000 m by night; or

(b) for an alternate aerodrome without an IAP:

(1) a ceiling of at least 2 000 ft or the minimum safe IFR height, whichever is greater; and

(2) a visibility of at least 1 500 m by day or 3 000 m by night.’;

(g) in point SPO.OP.145, point (a) is replaced by the following:

‘(a) For IFR flights, the pilot-in-command shall specify at least one weather-permissible take-off alternate aerodrome in the flight plan if the meteorological conditions at the aerodrome of departure are at or below the applicable aerodrome operating minima or if it would not be possible to return to the aerodrome of departure for other reasons.’;

(h) in point SPO.OP.170, points (a) and (b) are replaced by the following:

‘(a) The pilot-in-command shall only commence or continue a VFR flight if the latest available meteorological information indicates that the meteorological conditions along the route and at the intended destination at the estimated time of use will be at or above the applicable VFR operating minima.

(b) The pilot-in-command shall only commence or continue an IFR flight towards the planned destination aerodrome if the latest available meteorological information indicates that, at the estimated 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.’;

(i) point SPO.OP.180 is replaced by the following:

‘SPO.OP.180 Take-off conditions — aeroplanes and helicopters

Before commencing take-off, the pilot-in-command shall be satisfied that:

(a) the meteorological conditions at the aerodrome or the 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.’;

(j) point SPO.OP.210 is replaced by the following:

‘SPO.OP.210 Approach and landing conditions — aeroplanes and helicopters

Before commencing an approach operation, the pilot-in-command shall be satisfied that:

(a) the meteorological conditions at the aerodrome or the 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.’;

(k) point SPO.OP.215 is replaced by the following:

‘SPO.OP.215 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, 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, a go-around shall be executed promptly.

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

(f) Notwithstanding points (a) and (b), if there is no intention to land, the instrument approach may be continued to the DA/H or the MDA/H. A missed approach shall be executed at or before the DA/H or the MDA/H.’;

(l) The following point SPO.OP.235 is added:

‘SPO.OP.235 EFVS 200 operations

(a) An operator that intends to conduct EFVS 200 operations with operational credits and without a specific approval shall ensure that:

(1) the aircraft is certified for the intended operations;

(2) only runways, FATOs and IAPs suitable for EFVS operations are used;

(3) the flight crew 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.’

Telephone contact details of the competent authority, including the country code. Email to be provided as well as fax if available.

Insertion of associated air operator certificate (AOC) number.

Insertion of the operator’s registered name and the operator’s trading name, if different. Insert ‘Dba’ before the trading name (for ‘Doing business as’).

Issue date of the operations specifications (dd-mm-yyyy) and signature of the competent authority representative.

Insertion of ICAO designation of the aircraft make, model and series, or master series, if a series has been designated (e.g. Boeing-737-3K2 or Boeing-777-232).

The registration marks are listed either in the operations specifications or in the operations manual. In the latter case, the related operations specifications must make a reference to the related page in the operations manual. In case not all specific approvals apply to the aircraft model, the registration marks of the aircraft may be entered in the remark column to the related specific approval.

Other type of transportation to be specified (e.g. emergency medical service).

Listing of geographical area(s) of authorised operation (by geographical coordinates or specific routes, flight information region or national or regional boundaries).

Listing of applicable special limitations (e.g. VFR only, Day only, etc.).

List in this column the most permissive criteria for each approval or the approval type (with appropriate criteria).

Insertion of approved minimum take-off RVR in metres. One line per approval may be used if different approvals are granted.

Insertion of applicable precision approach category: CAT II or CAT III. Insertion of minimum RVR in metres and DH in feet. One line is used per listed approach category.

Insertion of applicable operational credit: SA CAT I, SA CAT II, EFVS, etc. Insertion of minimum RVR in metres and DH in feet. One line is used per listed operational credit.

The Not Applicable (N/A) box may be checked only if the aircraft maximum ceiling is below FL290.

Extended range operations (ETOPS) currently applies only to two-engined aircraft. Therefore, the Not Applicable (N/A) box may be checked if the aircraft model has less or more than two engines.

The threshold distance may also be listed (in NM), as well as the engine type.

Performance-based navigation (PBN): one line is used for each complex PBN specific approval (e.g. RNP AR APCH), with appropriate limitations listed in the ‘Specifications’ or ‘Remarks’ columns, or in both. Procedure-specific approvals of specific RNP AR APCH procedures may be listed in the operations specifications or in the operations manual. In the latter case, the related operations specifications must have a reference to the related page in the operations manual.

Specify if the specific approval is limited to certain runway ends or aerodromes, or both.

Insertion of the particular airframe or engine combination.

Approval to conduct the training course and examination to be completed by applicants for a cabin crew attestation as specified in Annex V (Part-CC) to Regulation (EU) No 1178/2011.

Approval to issue cabin crew attestations as specified in Annex V (Part-CC) to Regulation (EU) No 1178/2011.

Insertion of the list of type B EFB applications together with the reference of the EFB hardware (for portable EFBs). This list is contained either in the operations specifications or in the operations manual. In the latter case, the related operations specifications must make a reference to the related page in the operations manual.

The name of the person or organisation responsible for ensuring that the continuing airworthiness of the aircraft is maintained and a reference to the regulation that requires the work, i.e. Subpart G of Annex I (Part-M) to Regulation (EU) No 1321/2014.

Other approvals or data may be entered here, using one line (or one multi-line block) per authorisation (e.g. short landing operations, steep approach operations, reduced required landing distance, helicopter operations to or from a public interest site, helicopter operations over a hostile environment located outside a congested area, helicopter operations without a safe forced landing capability, operations with increased bank angles, maximum distance from an adequate aerodrome for two-engined aeroplanes without an ETOPS approval).

EASA Form 139 Issue 7’

If there is not enough space to list the required information in the declaration, the information shall be listed in a separate annex. The annex shall be dated and signed.

Manufacturer serial number.

If the aircraft is also registered with an AOC holder, specify the AOC number of the AOC holder.

‘Type(s) of operation’ refers to the type of operations conducted with this aircraft, e.g. non-commercial operations or specialised operations, e.g. aerial photography flights, aerial advertising flights, news media flights, television and movie flights, parachute operations, skydiving, maintenance check flights.

Information about the organisation responsible for the continuing airworthiness management shall include the name of the organisation, its address, and the approval reference.

(a) operations with any defective instrument or piece of equipment or item or function, under a minimum equipment list (MEL) (points ORO.MLR.105 (b), (f), and (j), NCC.IDE.A.105, NCC.IDE.H.105, SPO.IDE.A.105, and SPO.IDE.H.105).

(b) Operations requiring prior authorisation or approval, including all of the following:

— for specialised operations, wet lease-in and dry lease-in of aircraft registered in a third country (point ORO.SPO.100 (c));

— high-risk commercial specialised operations (point ORO.SPO.110);

— non-commercial operations with aircraft with an MOPSC of more than 19, which are performed without an operating cabin crew member (point ORO.CC.100 (d));

— use of IFR operating minima that are lower than those published by the State (points NCC.OP.110 and SPO.OP.110);

— refuelling with engine(s) and/or rotors turning (point NCC.OP.157);

— specialised operations (SPO) without oxygen above 10 000 ft (point SPO.OP.195).

Operations in accordance with Annex V (Part-SPA) to Regulation (EU) No 965/2012, including Subparts B ‘Performance-based navigation (PBN) operations’, C ‘Operations with specified minimum navigation performance (MNPS)’, D ‘Operations in airspace with reduced vertical separation minima (RVSM)’, E ‘Low-visibility operations (LVOs) and operations with operational credits’, G ‘Transport of dangerous goods’, K ‘Helicopter offshore operations’ and N ‘Helicopter point-in-space approaches and departures with reduced VFR minima’.

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