{
  "url": "https://openlegislation.uk/eu-regulation-2013-800/annex-III",
  "json_url": "https://openlegislation.uk/eu-regulation-2013-800/annex-III.json",
  "legislation": "eur/2013/800",
  "legislation_title": "Commission Regulation (EU) No 800/2013 of 14 August 2013 amending Regulation (EU) No 965/2012 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 (Text with EEA relevance)",
  "legislation_url": "https://openlegislation.uk/eu-regulation-2013-800",
  "path": "annex/III",
  "kind": "annex",
  "number": "III",
  "heading": null,
  "text": "ANNEX VI\nNON-COMMERCIAL AIR OPERATIONS WITH COMPLEX MOTOR-POWERED AIRCRAFT\n[PART-NCC]\nSUBPART A\nGENERAL REQUIREMENTS\nNCC.GEN.100\nCompetent authority\nThe competent authority shall be the authority designated by the Member State in which the operator has its principal place of business or is residing.\nNCC.GEN.105\nCrew responsibilities\n(a)\nThe crew member shall be responsible for the proper execution of his/her duties that are:\n(1) related to the safety of the aircraft and its occupants; and\n(2) specified in the instructions and procedures in the operations manual.\n(b)\nDuring critical phases of flight or whenever deemed necessary by the pilot-in-command in the interest of safety, the crew member shall be seated at his/her assigned station and shall not perform any activities other than those required for the safe operation of the aircraft.\n(c)\nDuring flight, the flight crew member shall keep his/her safety belt fastened while at his/her station.\n(d)\nDuring flight, at least one qualified flight crew member shall remain at the controls of the aircraft at all times.\n(e)\nThe crew member shall not undertake duties on an aircraft:\n(1) if he/she knows or suspects that he/she is suffering from fatigue as referred to in 7.f of Annex IV to Regulation (EC) No 216/2008 or feels otherwise unfit, to the extent that the flight may be endangered; or\n(2) when under the influence of psychoactive substances or alcohol or for other reasons as referred to in 7.g of Annex IV to Regulation (EC) No 216/2008.\n(f)\nThe crew member who undertakes duties for more than one operator shall:\n(1) maintain his/her individual records regarding flight and duty times and rest periods as referred to in Annex III (Part-ORO), Subpart FTL to Regulation (EU) No 965/2012; and\n(2) provide each operator with the data needed to schedule activities in accordance with the applicable FTL requirements.\n(g)\nThe crew member shall report to the pilot-in-command:\n(1) any fault, failure, malfunction or defect, which he/she believes may affect the airworthiness or safe operation of the aircraft, including emergency systems; and\n(2) any incident that was endangering, or could endanger, the safety of the operation.\nNCC.GEN.106\nPilot-in-command responsibilities and authority\n(a)\nThe pilot-in-command shall be responsible for:\n(1) the safety of the aircraft and of all crew members, passengers and cargo on board during aircraft operations as referred to in 1.c of Annex IV to Regulation (EC) No 216/2008;\n(2) the initiation, continuation, termination or diversion of a flight in the interest of safety;\n(3) ensuring that all instructions, operational procedures and checklists are complied with in accordance with the operations manual and as referred to in 1.b of Annex IV to Regulation (EC) No 216/2008;\n(4) only commencing a flight if he/she is satisfied that all operational limitations referred to in 2.a.3 of Annex IV to Regulation (EC) No 216/2008 are complied with, as follows:\n(i) the aircraft is airworthy;\n(ii) the aircraft is duly registered;\n(iii) instruments and equipment required for the execution of that flight are installed in the aircraft and are operative, unless operation with inoperative equipment is permitted by the minimum equipment list (MEL) or equivalent document, as required in NCC.IDE.A.105 or NCC.IDE.H.105;\n(iv) the mass of the aircraft and centre of gravity location are such that the flight can be conducted within the limits prescribed in the airworthiness documentation;\n(v) all cabin baggage, hold luggage and cargo are properly loaded and secured;\n(vi) the aircraft operating limitations as specified in the aircraft flight manual (AFM) will not be exceeded at any time during the flight;\n(vii) each flight crew member holds a valid licence in accordance with Regulation (EU) No 1178/2011; and\n(viii) flight crew members are properly rated and meet competency and recency requirements;\n(5) not commencing a flight if any flight crew member is incapacitated from performing duties by any cause such as injury, sickness, fatigue or the effects of any psychoactive substance;\n(6) not continuing a flight beyond the nearest weather-permissible aerodrome or operating site, when the capacity of any flight crew member to perform duties is significantly reduced from causes such as fatigue, sickness or lack of oxygen;\n(7) deciding on acceptance of the aircraft with unserviceabilities in accordance with the configuration deviation list (CDL) or minimum equipment list (MEL), as applicable;\n(8) recording utilisation data and all known or suspected defects in the aircraft at the termination of the flight, or series of flights, in the aircraft technical log or journey log for the aircraft; and\n(9) ensuring that flight recorders:\n(i) are not disabled or switched off during flight; and\n(ii) in the event of an accident or an incident that is subject to mandatory reporting:\n(A) are not intentionally erased;\n(B) are deactivated immediately after the flight is completed; and\n(C) are reactivated only with the agreement of the investigating authority.\n(b)\nThe pilot-in-command shall have the authority to refuse carriage of or disembark any person, baggage or cargo that may represent a potential hazard to the safety of the aircraft or its occupants.\n(c)\nThe pilot-in-command shall, as soon as possible, report to the appropriate air traffic services (ATS) unit any hazardous weather or flight conditions encountered that are likely to affect the safety of other aircraft.\n(d)\nNotwithstanding the provision of (a)(6), in a multi-crew operation the pilot-in-command may continue a flight beyond the nearest weather-permissible aerodrome when adequate mitigating procedures are in place.\n(e)\nThe pilot-in-command shall, in an emergency situation that requires immediate decision and action, take any action he/she considers necessary under the circumstances in accordance with 7.d of Annex IV to Regulation (EC) No 216/2008. In such cases he/she may deviate from rules, operational procedures and methods in the interest of safety.\n(f)\nThe pilot-in-command shall submit a report of an act of unlawful interference without delay to the competent authority and shall inform the designated local authority.\n(g)\nThe pilot-in-command shall notify the nearest appropriate authority by the quickest available means of any accident involving the aircraft that results in serious injury or death of any person or substantial damage to the aircraft or property.\nNCC.GEN.110\nCompliance with laws, regulations and procedures\n(a)\nThe pilot-in-command shall comply with the laws, regulations and procedures of those States where operations are conducted.\n(b)\nThe pilot-in-command shall be familiar with the laws, regulations and procedures, pertinent to the performance of his/her duties, prescribed for the areas to be traversed, the aerodromes or operating sites to be used and the related air navigation facilities as referred to in 1.a of Annex IV to Regulation (EC) No 216/2008.\nNCC.GEN.115\nCommon language\nThe operator shall ensure that all crew members can communicate with each other in a common language.\nNCC.GEN.120\nTaxiing of aeroplanes\nThe operator shall ensure that an aeroplane is only taxied on the movement area of an aerodrome if the person at the controls:\n(a) is an appropriately qualified pilot; or\n(b) has been designated by the operator and:\n(1) is trained to taxi the aeroplane;\n(2) is trained to use the radio telephone, if radio communications are required;\n(3) has received instruction in respect of aerodrome layout, routes, signs, marking, lights, air traffic control (ATC) signals and instructions, phraseology and procedures; and\n(4) is able to conform to the operational standards required for safe aeroplane movement at the aerodrome.\nNCC.GEN.125\nRotor engagement — helicopters\nA helicopter rotor shall only be turned under power for the purpose of flight with a qualified pilot at the controls.\nNCC.GEN.130\nPortable electronic devices\nThe operator shall not permit any person to use a portable electronic device (PED) on board an aircraft that could adversely affect the performance of the aircraft’s systems and equipment.\nNCC.GEN.135\nInformation on emergency and survival equipment carried\nThe operator shall at all times have available for immediate communication to rescue coordination centres (RCCs) lists containing information on the emergency and survival equipment carried on board.\nNCC.GEN.140\nDocuments, manuals and information to be carried\n(a)\nThe following documents, manuals and information shall be carried on each flight as originals or copies unless otherwise specified:\n(1) the AFM, or equivalent document(s);\n(2) the original certificate of registration;\n(3) the original certificate of airworthiness (CofA);\n(4) the noise certificate;\n(5) the declaration as specified in Annex III (Part-ORO), ORO.DEC.100, to Regulation (EU) No 965/2012;\n(6) the list of specific approvals, if applicable;\n(7) the aircraft radio licence, if applicable;\n(8) the third party liability insurance certificate(s);\n(9) the journey log, or equivalent, for the aircraft;\n(10) details of the filed ATS flight plan, if applicable;\n(11) current and suitable aeronautical charts for the route of the proposed flight and all routes along which it is reasonable to expect that the flight may be diverted;\n(12) procedures and visual signals information for use by intercepting and intercepted aircraft;\n(13) information concerning search and rescue services for the area of the intended flight;\n(14) the current parts of the operations manual that are relevant to the duties of the crew members, which shall be easily accessible to the crew members;\n(15) the MEL or CDL;\n(16) appropriate notices to airmen (NOTAMs) and aeronautical information service (AIS) briefing documentation;\n(17) appropriate meteorological information;\n(18) cargo and/or passenger manifests, if applicable; and\n(19) any other documentation that may be pertinent to the flight or is required by the States concerned with the flight.\n(b)\nIn case of loss or theft of documents specified in (a)(2) to (a)(8), the operation may continue until the flight reaches its destination or a place where replacement documents can be provided.\nNCC.GEN.145\nPreservation, production and use of flight recorder recordings\n(a)\nFollowing an accident or an incident that is subject to mandatory reporting, the operator of an aircraft shall preserve the original recorded data for a period of 60 days unless otherwise directed by the investigating authority.\n(b)\nThe operator shall conduct operational checks and evaluations of flight data recorder (FDR) recordings, cockpit voice recorder (CVR) recordings and data link recordings to ensure the continued serviceability of the recorders.\n(c)\nThe operator shall save the recordings for the period of operating time of the FDR as required by NCC.IDE.A.165 or NCC.IDE.H.165, except that, for the purpose of testing and maintaining the FDR, up to 1 hour of the oldest recorded material at the time of testing may be erased.\n(d)\nThe operator shall keep and maintain up-to-date documentation that presents the necessary information to convert FDR raw data into parameters expressed in engineering units.\n(e)\nThe operator shall make available any flight recorder recording that has been preserved, if so determined by the competent authority.\n(f)\nWithout prejudice to Regulation (EU) No 996/2010:\n(1) CVR recordings shall only be used for purposes other than for the investigation of an accident or an incident subject to mandatory reporting, if all crew members and maintenance personnel concerned consent; and\n(2) FDR recordings or data link recordings shall only be used for purposes other than for the investigation of an accident or an incident that is subject to mandatory reporting, if such records are:\n(i) used by the operator for airworthiness or maintenance purposes only;\n(ii) de-identified; or\n(iii) disclosed under secure procedures.\nNCC.GEN.150\nTransport of dangerous goods\n(a)\nThe transport of dangerous goods by air shall be conducted in accordance with Annex 18 to the Chicago Convention as last amended and amplified by the Technical Instructions for the Safe Transport of Dangerous Goods by Air (ICAO Doc 9284-AN/905), including its supplements and any other addenda or corrigenda.\n(b)\nDangerous goods shall only be transported by the operator approved in accordance with Annex V (Part-SPA), Subpart G, to Regulation (EU) No 965/2012 except when:\n(1) they are not subject to the Technical Instructions in accordance with Part 1 of those Instructions; or\n(2) they are carried by passengers or crew members, or are in baggage, in accordance with Part 8 of the Technical Instructions.\n(c)\nThe operator shall establish procedures to ensure that all reasonable measures are taken to prevent dangerous goods from being carried on board inadvertently.\n(d)\nThe operator shall provide personnel with the necessary information enabling them to carry out their responsibilities, as required by the Technical Instructions.\n(e)\nThe operator shall, in accordance with the Technical Instructions, report without delay to the competent authority and the appropriate authority of the State of occurrence in the event of any dangerous goods accidents or incidents.\n(f)\nThe operator shall ensure that passengers are provided with information about dangerous goods in accordance with the Technical Instructions.\n(g)\nThe operator shall ensure that notices giving information about the transport of dangerous goods are provided at acceptance points for cargo as required by the Technical Instructions.\nSUBPART B\nOPERATIONAL PROCEDURES\nNCC.OP.100\nUse of aerodromes and operating sites\nThe operator shall only use aerodromes and operating sites that are adequate for the type of aircraft and operation concerned.\nNCC.OP.105\nSpecification of isolated aerodromes — aeroplanes\nFor the selection of alternate aerodromes and the fuel policy, the operator shall consider an aerodrome as an isolated aerodrome if the flying time to the nearest adequate destination alternate aerodrome is more than:\n(a) for aeroplanes with reciprocating engines, 60 minutes; or\n(b) for aeroplanes with turbine engines, 90 minutes.\nNCC.OP.110\nAerodrome operating minima — general\n(a)\nFor instrument flight rules (IFR) flights the operator shall establish aerodrome operating minima for each departure, destination and alternate aerodrome to be used. Such minima shall:\n(1) not be lower than those established by the State in which the aerodrome is located, except when specifically approved by that State; and\n(2) when undertaking low visibility operations, be approved by the competent authority in accordance with Annex V (Part SPA), Subpart E to Regulation (EU) No 965/2012.\n(b)\nWhen establishing aerodrome operating minima, the operator shall take the following into account:\n(1) the type, performance and handling characteristics of the aircraft;\n(2) the composition, competence and experience of the flight crew;\n(3) the dimensions and characteristics of the runways and final approach and take-off areas (FATOs) that may be selected for use;\n(4) the adequacy and performance of the available visual and non-visual ground aids;\n(5) the equipment available on the aircraft for the purpose of navigation and/or control of the flight path, during the take-off, the approach, the flare, the landing, the rollout and the missed approach;\n(6) the obstacles in the approach, the missed approach and the climb-out areas necessary for the execution of contingency procedures;\n(7) the obstacle clearance altitude/height for the instrument approach procedures;\n(8) the means to determine and report meteorological conditions; and\n(9) the flight technique to be used during the final approach.\n(c)\nThe minima for a specific type of approach and landing procedure shall only be used if all the following conditions are met:\n(1) the ground equipment required for the intended procedure is operative;\n(2) the aircraft systems required for the type of approach are operative;\n(3) the required aircraft performance criteria are met; and\n(4) the crew is qualified appropriately.\nNCC.OP.111\nAerodrome operating minima — NPA, APV, CAT I operations\n(a)\nThe decision height (DH) to be used for a non-precision approach (NPA) flown with the continuous descent final approach (CDFA) technique, approach procedure with vertical guidance (APV) or category I (CAT I) operation shall not be lower than the highest of:\n(1) the minimum height to which the approach aid can be used without the required visual reference;\n(2) the obstacle clearance height (OCH) for the category of aircraft;\n(3) the published approach procedure DH where applicable;\n(4) the system minimum specified in Table 1; or\n(5) the minimum DH specified in the AFM or equivalent document, if stated.\n(b)\nThe minimum descent height (MDH) for an NPA operation flown without the CDFA technique shall not be lower than the highest of:\n(1) the OCH for the category of aircraft;\n(2) the system minimum specified in Table 1; or\n(3) the minimum MDH specified in the AFM, if stated.\nTable 1\nSystem minima\nFacility\nLowest DH/MDH (ft)\nInstrument landing system (ILS)\n200\nGlobal navigation satellite system (GNSS)/Satellite-based augmentation system (SBAS) (Lateral precision with vertical guidance approach (LPV))\n200\nGNSS (Lateral Navigation (LNAV))\n250\nGNSS/Baro-vertical navigation (VNAV) (LNAV/VNAV)\n250\nLocaliser (LOC) with or without distance measuring equipment (DME)\n250\nSurveillance radar approach (SRA) (terminating at ½ NM)\n250\nSRA (terminating at 1 NM)\n300\nSRA (terminating at 2 NM or more)\n350\nVHF omnidirectional radio range (VOR)\n300\nVOR/DME\n250\nNon-directional beacon (NDB)\n350\nNDB/DME\n300\nVHF direction finder (VDF)\n350\nNCC.OP.112\nAerodrome operating minima — circling operations with aeroplanes\n(a)\nThe MDH for a circling operation with aeroplanes shall not be lower than the highest of:\n(1) the published circling OCH for the aeroplane category;\n(2) the minimum circling height derived from Table 1; or\n(3) the DH/MDH of the preceding instrument approach procedure.\n(b)\nThe minimum visibility for a circling operation with aeroplanes shall be the highest of:\n(1) the circling visibility for the aeroplane category, if published;\n(2) the minimum visibility derived from Table 2; or\n(3) the runway visual range/converted meteorological visibility (RVR/CMV) of the preceding instrument approach procedure.\nTable 1\nMDH and minimum visibility for circling vs. aeroplane category\nAeroplane category\nA\nB\nC\nD\nMDH (ft)\n400\n500\n600\n700\nMinimum meteorological visibility (m)\n1 500\n1 600\n2 400\n3 600\nNCC.OP.113\nAerodrome operating minima — onshore circling operations with helicopters\nThe MDH for an onshore circling operation with helicopters shall not be lower than 250 ft and the meteorological visibility not less than 800 m.\nNCC.OP.115\nDeparture and approach procedures\n(a)\nThe pilot-in-command shall use the departure and approach procedures established by the State of the aerodrome, if such procedures have been published for the runway or FATO to be used.\n(b)\nNotwithstanding (a), the pilot-in-command shall only accept an ATC clearance to deviate from a published procedure:\n(1) provided that obstacle clearance criteria are observed and full account is taken of the operating conditions; or\n(2) when being radar-vectored by an ATC unit.\n(c)\nIn any case, the final approach segment shall be flown visually or in accordance with the published approach procedures.\nNCC.OP.120\nNoise abatement procedures\nThe operator shall develop operating procedures taking into account the need to minimise the effect of aircraft noise while ensuring that safety has priority over noise abatement.\nNCC.OP.125\nMinimum obstacle clearance altitudes — IFR flights\n(a)\nThe operator shall specify a method to establish minimum flight altitudes that provide the required terrain clearance for all route segments to be flown in IFR.\n(b)\nThe pilot-in-command shall establish minimum flight altitudes for each flight based on this method. The minimum flight altitudes shall not be lower than that published by the State overflown.\nNCC.OP.130\nFuel and oil supply — aeroplanes\n(a)\nThe pilot-in-command shall only commence a flight if the aeroplane carries sufficient fuel and oil for the following:\n(1) for visual flight rules (VFR) flights:\n(i) by day, to fly to the aerodrome of intended landing and thereafter to fly for at least 30 minutes at normal cruising altitude; or\n(ii) by night, to fly to the aerodrome of intended landing and thereafter to fly for at least 45 minutes at normal cruising altitude;\n(2) for IFR flights:\n(i) when no destination alternate is required, to fly to the aerodrome of intended landing, and thereafter to fly for at least 45 minutes at normal cruising altitude; or\n(ii) when a destination alternate is required, to fly to the aerodrome of intended landing, to an alternate aerodrome and thereafter to fly for at least 45 minutes at normal cruising altitude.\n(b)\nIn computing the fuel required including to provide for contingency, the following shall be taken into consideration:\n(1) forecast meteorological conditions;\n(2) anticipated ATC routings and traffic delays;\n(3) procedures for loss of pressurisation or failure of one engine while en-route, where applicable; and\n(4) any other condition that may delay the landing of the aeroplane or increase fuel and/or oil consumption.\n(c)\nNothing shall preclude amendment of a flight plan in-flight, in order to re-plan the flight to another destination, provided that all requirements can be complied with from the point where the flight is re-planned.\nNCC.OP.131\nFuel and oil supply — helicopters\n(a)\nThe pilot-in-command shall only commence a flight if the helicopter carries sufficient fuel and oil for the following:\n(1) for VFR flights, to fly to the aerodrome/operating site of intended landing and thereafter to fly for at least 20 minutes at best-range-speed; and\n(2) for IFR flights:\n(i) when no alternate is required or no weather-permissible alternate aerodrome is available, to fly to the aerodrome/operating site of intended landing, and thereafter to fly for 30 minutes at holding speed at 450 m (1 500 ft) above the destination aerodrome/operating site under standard temperature conditions and approach and land; or\n(ii) when an alternate is required, to fly to and execute an approach and a missed approach at the aerodrome/operating site of intended landing, and thereafter:\n(A) to fly to the specified alternate; and\n(B) to fly for 30 minutes at holding speed at 450 m (1 500 ft) above the alternate aerodrome/operating site under standard temperature conditions and approach and land.\n(b)\nIn computing the fuel required including to provide for contingency, the following shall be taken into consideration:\n(1) forecast meteorological conditions;\n(2) anticipated ATC routings and traffic delays;\n(3) procedures for loss of pressurisation or failure of one engine while en-route, where applicable; and\n(4) any other condition that may delay the landing of the aircraft or increase fuel and/or oil consumption.\n(c)\nNothing shall preclude amendment of a flight plan in-flight, in order to re-plan the flight to another destination, provided that all requirements can be complied with from the point where the flight is re-planned.\nNCC.OP.135\nStowage of baggage and cargo\nThe operator shall establish procedures to ensure that:\n(a) only hand baggage that can be adequately and securely stowed is taken into the passenger compartment; and\n(b) all baggage and cargo on board that might cause injury or damage, or obstruct aisles and exits if displaced, is stowed so as to prevent movement.\nNCC.OP.140\nPassenger briefing\nThe pilot-in-command shall ensure that:\n(a) prior to take-off passengers have been made familiar with the location and use of the following:\n(1) seat belts;\n(2) emergency exits; and\n(3) passenger emergency briefing cards;\nand if applicable:\n(4) life-jackets;\n(5) oxygen dispensing equipment;\n(6) life-rafts; and\n(7) other emergency equipment provided for individual passenger use;\nand\n(b) in an emergency during flight, passengers are instructed in such emergency action as may be appropriate to the circumstances.\nNCC.OP.145\nFlight preparation\n(a)\nBefore commencing a flight, the pilot-in-command shall ascertain by every reasonable means available that the ground and/or water facilities including communication facilities and navigation aids available and directly required on such flight, for the safe operation of the aircraft, are adequate for the type of operation under which the flight is to be conducted.\n(b)\nBefore 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:\n(1) a study of available current weather reports and forecasts; and\n(2) the planning of an alternative course of action to provide for the eventuality that the flight cannot be completed as planned, because of weather conditions.\nNCC.OP.150\nTake-off alternate aerodromes — aeroplanes\n(a)\nFor IFR flights, the pilot-in-command shall specify at least one weather-permissible take-off alternate aerodrome in the flight plan if the weather conditions at the aerodrome of departure are at or below the applicable aerodrome operating minima or it would not be possible to return to the aerodrome of departure for other reasons.\n(b)\nThe take-off alternate aerodrome shall be located within the following distance from the aerodrome of departure:\n(1) for aeroplanes having two engines, not more than a distance equivalent to a flight time of 1 hour at the single-engine cruise speed in still air standard conditions; and\n(2) for aeroplanes having three or more engines, not more than a distance equivalent to a flight time of 2 hours at the one-engine-inoperative (OEI) cruise speed according to the AFM in still air standard conditions.\n(c)\nFor an aerodrome to be selected as a take-off alternate aerodrome the available information shall indicate that, at the estimated time of use, the conditions will be at or above the aerodrome operating minima for that operation.\nNCC.OP.151\nDestination alternate aerodromes — aeroplanes\nFor IFR flights, the pilot-in-command shall specify at least one weather-permissible destination alternate aerodrome in the flight plan, unless:\n(a) the available current meteorological information indicates that, 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, the approach and landing may be made under visual meteorological conditions (VMC); or\n(b) the place of intended landing is isolated and:\n(1) an instrument approach procedure is prescribed for the aerodrome of intended landing; and\n(2) available current meteorological information indicates that the following meteorological conditions will exist from 2 hours before to 2 hours after the estimated time of arrival:\n(i) a cloud base of at least 300 m (1 000 ft) above the minimum associated with the instrument approach procedure; and\n(ii) visibility of at least 5,5 km or of 4 km more than the minimum associated with the procedure.\nNCC.OP.152\nDestination alternate aerodromes — helicopters\nFor IFR flights, the pilot-in-command shall specify at least one weather-permissible destination alternate in the flight plan, unless:\n(a) an instrument approach procedure is prescribed for the aerodrome of intended landing and the available current meteorological information indicates that the following meteorological conditions will exist from 2 hours before to 2 hours after the estimated time of arrival, or from the actual time of departure to 2 hours after the estimated time of arrival, whichever is the shorter period:\n(1) a cloud base of at least 120 m (400 ft) above the minimum associated with the instrument approach procedure; and\n(2) visibility of at least 1 500 m more than the minimum associated with the procedure; or\n(b) the place of intended landing is isolated and:\n(1) an instrument approach procedure is prescribed for the aerodrome of intended landing;\n(2) available current meteorological information indicates that the following meteorological conditions will exist from 2 hours before to 2 hours after the estimated time of arrival:\n(i) the cloud base is at least 120 m (400 ft) above the minimum associated with the instrument approach procedure;\n(ii) visibility is at least 1 500 m more than the minimum associated with the procedure; and\n(3) a point of no return (PNR) is determined in case of an offshore destination.\nNCC.OP.155\nRefuelling with passengers embarking, on board or disembarking\n(a)\nThe aircraft shall not be refuelled with aviation gasoline (AVGAS) or wide-cut type fuel or a mixture of these types of fuel, when passengers are embarking, on board or disembarking.\n(b)\nFor all other types of fuel, necessary precautions shall be taken and the aircraft shall be properly manned by qualified personnel ready to initiate and direct an evacuation of the aircraft by the most practical and expeditious means available.\nNCC.OP.160\nUse of headset\n(a)\nEach 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:\n(1) when on the ground:\n(i) when receiving the ATC departure clearance via voice communication; and\n(ii) when engines are running;\n(2) when in flight:\n(i) below transition altitude; or\n(ii) 10 000 ft, whichever is higher;\nand\n(3) whenever deemed necessary by the pilot in command.\n(b)\nIn the conditions of (a), the boom microphone or equivalent shall be in a position that permits its use for two-way radio communications.\nNCC.OP.165\nCarriage of passengers\nThe operator shall establish procedures to ensure that:\n(a) passengers are seated where, in the event that an emergency evacuation is required, they are able to assist and not hinder evacuation of the aircraft;\n(b) prior to and during taxiing, take-off and landing, and whenever deemed necessary in the interest of safety by the pilot-in-command, each passenger on board occupies a seat or berth and has his/her safety belt or restraint device properly secured; and\n(c) multiple occupancy is only allowed on specified aircraft seats occupied by one adult and one infant properly secured by a supplementary loop belt or other restraint device.\nNCC.OP.170\nSecuring of passenger compartment and galley(s)\nThe pilot-in-command shall ensure that:\n(a) before taxiing, take-off and landing, all exits and escape paths are unobstructed; and\n(b) before take-off and landing, and whenever deemed necessary in the interest of safety, all equipment and baggage are properly secured.\nNCC.OP.175\nSmoking on board\nThe pilot-in-command shall not allow smoking on board:\n(a) whenever considered necessary in the interest of safety;\n(b) during refuelling of the aircraft;\n(c) while the aircraft is on the surface unless the operator has determined procedures to mitigate the risks during ground operations;\n(d) outside designated smoking areas, in the aisle(s) and lavatory(ies);\n(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\n(f) in those areas of the passenger compartments where oxygen is being supplied.\nNCC.OP.180\nMeteorological conditions\n(a)\nThe pilot-in-command shall only commence or continue a VFR flight if the latest available meteorological information indicates that the weather 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.\n(b)\nThe 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 weather conditions at the destination or at least one destination alternate aerodrome are at or above the applicable aerodrome operating minima.\n(c)\nIf a flight contains VFR and IFR segments, the meteorological information referred to in (a) and (b) shall be applicable as far as relevant.\nNCC.OP.185\nIce and other contaminants — ground procedures\n(a)\nThe 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.\n(b)\nThe pilot-in-command 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 the procedures referred to in (a) and in accordance with the AFM.\nNCC.OP.190\nIce and other contaminants — flight procedures\n(a)\nThe operator shall establish procedures for flights in expected or actual icing conditions.\n(b)\nThe pilot-in-command 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 as referred to in 2.a.5 of Annex IV to Regulation (EC) No 216/2008.\n(c)\nIf 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 pilot-in-command shall exit the icing conditions without delay, by a change of level and/or route, and if necessary by declaring an emergency to ATC.\nNCC.OP.195\nTake-off conditions\nBefore commencing take-off, the pilot-in-command shall be satisfied that:\n(a) according to the information available, the weather at the aerodrome or operating site and the condition of the runway or FATO intended to be used would not prevent a safe take-off and departure; and\n(b) applicable aerodrome operating minima will be complied with.\nNCC.OP.200\nSimulated situations in flight\n(a)\nThe pilot-in-command shall, when carrying passengers or cargo, not simulate:\n(1) situations that require the application of abnormal or emergency procedures; or\n(2) flight in instrument meteorological conditions (IMC).\n(b)\nNotwithstanding (a), when training flights are conducted by an approved training organisation, such situations may be simulated with student pilots on-board.\nNCC.OP.205\nIn-flight fuel management\n(a)\nThe operator shall establish a procedure to ensure that in-flight fuel checks and fuel management are performed.\n(b)\nThe pilot-in-command shall check at regular intervals that the amount of usable fuel remaining in flight is not less than the fuel required to proceed to a weather-permissible aerodrome or operating site and the planned reserve fuel as required by NCC.OP.130 or NCC.OP.131.\nNCC.OP.210\nUse of supplemental oxygen\nThe pilot-in-command shall ensure that he/she and 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.\nNCC.OP.215\nGround proximity detection\nWhen 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 in order to establish safe flight conditions.\nNCC.OP.220\nAirborne collision avoidance system (ACAS)\nThe operator shall establish operational procedures and training programs when ACAS is installed and serviceable. When ACAS II is used, such procedures and training shall be in accordance with Regulation (EU) No 1332/2011.\nNCC.OP.225\nApproach and landing conditions\nBefore commencing an approach to land, the pilot-in-command shall be satisfied that, according to the information available, the weather at the aerodrome or the operating site and the condition of the runway or FATO intended to be used would not prevent a safe approach, landing or missed approach.\nNCC.OP.230\nCommencement and continuation of approach\n(a)\nThe pilot-in-command may commence an instrument approach regardless of the reported runway visual range/visibility (RVR/VIS).\n(b)\nIf the reported RVR/VIS is less than the applicable minimum the approach shall not be continued:\n(1) below 1 000 ft above the aerodrome; or\n(2) into the final approach segment in the case where the decision altitude/height (DA/H) or minimum descent altitude/height (MDA/H) is more than 1 000 ft above the aerodrome.\n(c)\nWhere the RVR is not available, RVR values may be derived by converting the reported visibility.\n(d)\nIf, after passing 1 000 ft above the aerodrome, the reported RVR/VIS falls below the applicable minimum, the approach may be continued to DA/H or MDA/H.\n(e)\nThe approach may be continued below DA/H or MDA/H and the landing may be completed provided that the visual reference adequate for the type of approach operation and for the intended runway is established at the DA/H or MDA/H and is maintained.\n(f)\nThe touchdown zone RVR shall always be controlling.\nSUBPART C\nAIRCRAFT PERFORMANCE AND OPERATING LIMITATIONS\nNCC.POL.100\nOperating limitations — all aircraft\n(a)\nDuring any phase of operation, the loading, the mass and the centre of gravity (CG) position of the aircraft shall comply with any limitation specified in the AFM, or the operations manual, if more restrictive.\n(b)\nPlacards, listings, instrument markings, or combinations thereof, containing those operating limitations prescribed by the AFM for visual presentation, shall be displayed in the aircraft.\nNCC.POL.105\nMass and balance, loading\n(a)\nThe operator shall establish the mass and the CG of any aircraft by actual weighing prior to initial entry into service. The accumulated effects of modifications and repairs on the mass and balance shall be accounted for and properly documented. Aircraft shall be reweighed if the effect of modifications on the mass and balance is not accurately known.\n(b)\nThe weighing shall be accomplished by the manufacturer of the aircraft or by an approved maintenance organisation.\n(c)\nThe operator shall determine the mass of all operating items and crew members included in the aircraft dry operating mass by actual weighing, including any crew baggage, or by using standard masses. The influence of their position on the aircraft’s CG shall be determined. When using standard masses the following mass values for crew members shall be used to determine the dry operating mass:\n(1) 85 kg, including hand baggage, for flight crew/technical crew members; and\n(2) 75 kg for cabin crew members.\n(d)\nThe operator shall establish procedures to enable the pilot-in-command to determine the mass of the traffic load, including any ballast, by:\n(1) actual weighing;\n(2) determining the mass of the traffic load in accordance with standard passenger and baggage masses; or\n(3) calculating passenger mass on the basis of a statement by, or on behalf of, each passenger and adding to it a predetermined mass to account for hand baggage and clothing, when the number of passenger seats available on the aircraft is:\n(i) less than 10 for aeroplanes; or\n(ii) less than six for helicopters.\n(e)\nWhen using standard masses the following mass values shall be used:\n(1) for passengers, those in Tables 1 and 2, where hand baggage and the mass of any infant carried by an adult on one passenger seat are included:\nTable 1\nStandard masses for passengers — aircraft with a total number of passenger seats of 20 or more\nPassenger seats\n20 and more\n30 and more\nMale\nFemale\nAll adult\nAdults\n88 kg\n70 kg\n84 kg\nChildren\n35 kg\n35 kg\n35 kg\nTable 2\nStandard masses for passengers — aircraft with a total number of passenger seats of 19 or less\nPassenger seats\n1 – 5\n6 – 9\n10 – 19\nMale\n104 kg\n96 kg\n92 kg\nFemale\n86 kg\n78 kg\n74 kg\nChildren\n35 kg\n35 kg\n35 kg\n(2) for baggage:\n(i) for aeroplanes, when the total number of passenger seats available on the aeroplane is 20 or more, standard mass values for checked baggage in Table 3;\nTable 3\nStandard masses for baggage — aeroplanes with a total number of passenger seats of 20 or more\nType of flight\nBaggage standard mass\nDomestic\n11 kg\nWithin the European region\n13 kg\nIntercontinental\n15 kg\nAll other\n13 kg\n(ii) for helicopters, when the total number of passenger seats available on the helicopters is 20 or more, the standard mass value for checked baggage of 13 kg.\n(f)\nFor aircraft with 19 passenger seats or less, the actual mass of checked baggage shall be determined:\n(1) by weighing; or\n(2) by calculation on the basis of a statement by, or on behalf of, each passenger. Where this is impractical, a minimum standard mass of 13 kg shall be used.\n(g)\nThe operator shall establish procedures to enable the pilot-in-command to determine the mass of the fuel load by using the actual density or, if not known, the density calculated in accordance with a method specified in the operations manual.\n(h)\nThe pilot-in-command shall ensure that the loading of:\n(1) the aircraft is performed under the supervision of qualified personnel; and\n(2) traffic load is consistent with the data used for the calculation of the aircraft mass and balance.\n(i)\nThe operator shall establish procedures to enable the pilot-in-command to comply with additional structural limits such as the floor strength limitations, the maximum load per running metre, the maximum mass per cargo compartment and the maximum seating limit.\n(j)\nThe operator shall specify, in the operations manual, the principles and methods involved in the loading and in the mass and balance system that meet the requirements contained in (a) to (i). This system shall cover all types of intended operations.\nNCC.POL.110\nMass and balance data and documentation\n(a)\nThe operator shall establish mass and balance data and produce mass and balance documentation prior to each flight specifying the load and its distribution in such a way that the mass and balance limits of the aircraft are not exceeded. The mass and balance documentation shall contain the following information:\n(1) aircraft registration and type;\n(2) flight identification, number and date, as applicable;\n(3) name of the pilot-in-command;\n(4) name of the person who prepared the document;\n(5) dry operating mass and the corresponding CG of the aircraft;\n(6) mass of the fuel at take-off and the mass of trip fuel;\n(7) mass of consumables other than fuel, if applicable;\n(8) load components including passengers, baggage, freight and ballast;\n(9) take-off mass, landing mass and zero fuel mass;\n(10) applicable aircraft CG positions; and\n(11) the limiting mass and CG values.\n(b)\nWhere mass and balance data and documentation are generated by a computerised mass and balance system, the operator shall verify the integrity of the output data.\n(c)\nWhen the loading of the aircraft is not supervised by the pilot-in-command, the person supervising the loading of the aircraft shall confirm by hand signature or equivalent that the load and its distribution are in accordance with the mass and balance documentation established by the pilot-in-command. The pilot-in-command shall indicate his/her acceptance by hand signature or equivalent.\n(d)\nThe operator shall specify procedures for last minute changes to the load to ensure that:\n(1) any last minute change after the completion of the mass and balance documentation is entered in the flight planning documents containing the mass and balance documentation;\n(2) the maximum last minute change allowed in passenger numbers or hold load is specified; and\n(3) new mass and balance documentation is prepared if this maximum number is exceeded.\nNCC.POL.111\nMass and balance data and documentation — alleviations\nNotwithstanding NCC.POL.110 (a)(5), the CG position may not need to be on the mass and balance documentation, if the load distribution is in accordance with a pre-calculated balance table or if it can be shown that for the planned operations a correct balance can be ensured, whatever the real load is.\nNCC.POL.115\nPerformance — general\nThe pilot-in-command shall only operate the aircraft if the performance is adequate to comply with the applicable rules of the air and any other restrictions applicable to the flight, the airspace or the aerodromes or operating sites used, taking into account the charting accuracy of any charts and maps used.\nNCC.POL.120\nTake-off mass limitations — aeroplanes\nThe operator shall ensure that:\n(a) the mass of the aeroplane at the start of take-off shall not exceed the mass limitations:\n(1) at take-off as required in NCC.POL.125;\n(2) en-route with one engine inoperative (OEI) as required in NCC.POL.130; and\n(3) at landing as required in NCC.POL.135;\nallowing for expected reductions in mass as the flight proceeds and for fuel jettisoning;\n(b) the mass at the start of take-off shall never exceed the maximum take-off mass specified in the AFM for the pressure altitude appropriate to the elevation of the aerodrome or operating site, and if used as a parameter to determine the maximum take-off mass, any other local atmospheric condition; and\n(c) the estimated mass for the expected time of landing at the aerodrome or operating site of intended landing and at any destination alternate aerodrome shall never exceed the maximum landing mass specified in the AFM for the pressure altitude appropriate to the elevation of those aerodromes or operating sites, and if used as a parameter to determine the maximum landing mass, any other local atmospheric condition.\nNCC.POL.125\nTake-off — aeroplanes\n(a)\nWhen determining the maximum take-off mass, the pilot-in-command shall take the following into account:\n(1) the calculated take-off distance shall not exceed the take-off distance available with a clearway distance not exceeding half of the take-off run available;\n(2) the calculated take-off run shall not exceed the take-off run available;\n(3) a single value of V1 shall be used for the rejected and continued take-off, where a V1 is specified in the AFM; and\n(4) 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.\n(b)\nIn the event of an engine failure during take-off, the pilot-in-command shall ensure that:\n(1) for the aeroplane where a V1 is specified in the AFM, the aeroplane shall be able to discontinue the take-off and stop within the accelerate-stop distance available; and\n(2) for the aeroplane where a net take-off flight path is specified in the AFM, the aeroplane shall be able to continue the take-off and clear all obstacles along the flight path by an adequate margin until the aeroplane is in a position to comply with NCC.POL.130.\nNCC.POL.130\nEn-route — one engine inoperative — aeroplanes\nThe pilot-in-command shall ensure that in the event of an engine becoming inoperative at any point along the route, a multi-engined aeroplane shall be able to continue the flight to an adequate aerodrome or operating site without flying below the minimum obstacle clearance altitude at any point.\nNCC.POL.135\nLanding — aeroplanes\nThe pilot-in-command shall ensure that at any aerodrome or operating site, after clearing all obstacles in the approach path by a safe margin, the aeroplane shall be able to land and stop, or a seaplane to come to a satisfactorily low speed, within the landing distance available. Allowance shall be made for expected variations in the approach and landing techniques, if such allowance has not been made in the scheduling of performance data.\nSUBPART D\nINSTRUMENTS, DATA AND EQUIPMENT\nSECTION 1\nAeroplanes\nNCC.IDE.A.100\nInstruments and equipment — general\n(a)\nInstruments and equipment required by this Subpart shall be approved in accordance with the applicable airworthiness requirements if they are:\n(1) used by the flight crew to control the flight path;\n(2) used to comply with NCC.IDE.A.245;\n(3) used to comply with NCC.IDE.A.250; or\n(4) installed in the aeroplane.\n(b)\nThe following items, when required by this Subpart, do not need an equipment approval:\n(1) spare fuses;\n(2) independent portable lights;\n(3) an accurate time piece;\n(4) chart holder;\n(5) first-aid kits;\n(6) survival and signalling equipment;\n(7) sea anchor and equipment for mooring; and\n(8) child restraint device.\n(c)\nInstruments and equipment not required by this Subpart as well as any other equipment which is not required by other applicable Annexes, but is carried on a flight, shall comply with the following:\n(1) the information provided by these instruments, equipment or accessories shall not be used by the flight crew to comply with Annex I to Regulation (EC) No 216/2008 or NCC.IDE.A.245 and NCC.IDE.A.250; and\n(2) the instruments and equipment shall not affect the airworthiness of the aeroplane, even in the case of failures or malfunction.\n(d)\nInstruments and equipment shall be readily operable or accessible from the station where the flight crew member that needs to use it is seated.\n(e)\nThose instruments that are used by a flight crew member shall be so arranged as to permit the flight crew member to see the indications readily from his/her station, with the minimum practicable deviation from the position and line of vision which he/she normally assumes when looking forward along the flight path.\n(f)\nAll required emergency equipment shall be easily accessible for immediate use.\nNCC.IDE.A.105\nMinimum equipment for flight\nA flight shall not be commenced when any of the aeroplane’s instruments, items of equipment, or functions, required for the intended flight are inoperative or missing, unless:\n(a) the aeroplane is operated in accordance with the operator’s minimum equipment list (MEL);\n(b) the operator is approved by the competent authority to operate the aeroplane within the constraints of the master minimum equipment list (MMEL); or\n(c) the aeroplane is subject to a permit to fly issued in accordance with the applicable airworthiness requirements.\nNCC.IDE.A.110\nSpare electrical fuses\nAeroplanes shall be equipped with spare electrical fuses, of the ratings required for complete circuit protection, for replacement of those fuses that are allowed to be replaced in flight.\nNCC.IDE.A.115\nOperating lights\nAeroplanes operated at night shall be equipped with:\n(a) an anti-collision light system;\n(b) navigation/position lights;\n(c) a landing light;\n(d) lighting supplied from the aeroplane’s electrical system to provide adequate illumination for all instruments and equipment essential to the safe operation of the aeroplane;\n(e) lighting supplied from the aeroplane’s electrical system to provide illumination in all passenger compartments;\n(f) an independent portable light for each crew member station; and\n(g) lights to conform with the International Regulations for Preventing Collisions at Sea if the aeroplane is operated as a seaplane.\nNCC.IDE.A.120\nOperations under VFR — flight and navigational instruments and associated equipment\n(a)\nAeroplanes operated under VFR by day shall be equipped with a means of measuring and displaying the following:\n(1) magnetic-heading;\n(2) time in hours, minutes and seconds;\n(3) pressure altitude;\n(4) indicated airspeed;\n(5) slip; and\n(6) Mach number whenever speed limitations are expressed in terms of Mach number.\n(b)\nAeroplanes operated under visual meteorological conditions (VMC) over water and out of sight of the land, or under VMC at night, or in conditions where the aeroplane cannot be maintained in a desired flight path without reference to one or more additional instruments, shall be, in addition to (a), equipped with:\n(1) a means of measuring and displaying the following:\n(i) turn and slip;\n(ii) attitude;\n(iii) vertical speed; and\n(iv) stabilised heading;\n(2) a means of indicating when the supply of power to the gyroscopic instruments is not adequate; and\n(3) a means of preventing malfunction of the airspeed indicating system required in (a)(4) due to condensation or icing.\n(c)\nWhenever two pilots are required for the operation, aeroplanes shall be equipped with an additional separate means of displaying the following:\n(1) pressure altitude;\n(2) indicated airspeed;\n(3) slip, or turn and slip, as applicable;\n(4) attitude, if applicable;\n(5) vertical speed, if applicable;\n(6) stabilised heading, if applicable; and\n(7) Mach number whenever speed limitations are expressed in terms of Mach number, if applicable.\nNCC.IDE.A.125\nOperations under IFR — flight and navigational instruments and associated equipment\nAeroplanes operated under IFR shall be equipped with:\n(a) a means of measuring and displaying the following:\n(1) magnetic heading;\n(2) time in hours, minutes and seconds;\n(3) pressure altitude;\n(4) indicated airspeed;\n(5) vertical speed;\n(6) turn and slip;\n(7) attitude;\n(8) stabilised heading;\n(9) outside air temperature; and\n(10) Mach number whenever speed limitations are expressed in terms of Mach number;\n(b) a means of indicating when the supply of power to the gyroscopic instruments is not adequate;\n(c) whenever two pilots are required for the operation, an additional separate means of displaying for the second pilot:\n(1) pressure altitude;\n(2) indicated airspeed;\n(3) vertical speed;\n(4) turn and slip;\n(5) attitude;\n(6) stabilised heading; and\n(7) Mach number whenever speed limitations are expressed in terms of Mach number, if applicable;\n(d) a means of preventing malfunction of the airspeed indicating systems required in (a)(4) and (c)(2) due to condensation or icing;\n(e) an alternate source of static pressure;\n(f) a chart holder in an easily readable position that can be illuminated for night operations;\n(g) a second independent means of measuring and displaying altitude; and\n(h) an emergency power supply, independent of the main electrical generating system, for the purpose of operating and illuminating an attitude indicating system for a minimum period of 30 minutes. The emergency power supply shall be automatically operative after the total failure of the main electrical generating system and clear indication shall be given on the instrument that the attitude indicator is being operated by emergency power.\nNCC.IDE.A.130\nAdditional equipment for single-pilot operations under IFR\nAeroplanes operated under IFR with a single pilot shall be equipped with an autopilot with at least altitude hold and heading mode.\nNCC.IDE.A.135\nTerrain awareness warning system (TAWS)\nTurbine-powered aeroplanes with a maximum certified take-off mass (MCTOM) of more than 5 700 kg or a maximum operational passenger seating configuration (MOPSC) of more than nine shall be equipped with a TAWS that meets the requirements for:\n(a) class A equipment, as specified in an acceptable standard, in the case of aeroplanes for which the individual certificate of airworthiness (CofA) was first issued after 1 January 2011; or\n(b) class B equipment, as specified in an acceptable standard, in the case of aeroplanes for which the individual CofA was first issued on or before 1 January 2011.\nNCC.IDE.A.140\nAirborne collision avoidance system (ACAS)\nUnless otherwise provided for by Regulation (EU) No 1332/2011, turbine-powered aeroplanes with an MCTOM of more than 5 700 kg or an MOPSC of more than 19 shall be equipped with ACAS II.\nNCC.IDE.A.145\nAirborne weather detecting equipment\nThe following aeroplanes shall be equipped with airborne weather detecting equipment when operated at night or in IMC in areas where thunderstorms or other potentially hazardous weather conditions, regarded as detectable with airborne weather detecting equipment, may be expected to exist along the route:\n(a) pressurised aeroplanes;\n(b) non-pressurised aeroplanes with an MCTOM of more than 5 700 kg; and\n(c) non-pressurised aeroplanes with an MOPSC of more than nine.\nNCC.IDE.A.150\nAdditional equipment for operations in icing conditions at night\n(a) Aeroplanes operated in expected or actual icing conditions at night shall be equipped with a means to illuminate or detect the formation of ice.\n(b) The means to illuminate the formation of ice shall not cause glare or reflection that would handicap flight crew members in the performance of their duties.\nNCC.IDE.A.155\nFlight crew interphone system\nAeroplanes operated by more than one flight crew member shall be equipped with a flight crew interphone system, including headsets and microphones for use by all flight crew members.\nNCC.IDE.A.160\nCockpit voice recorder\n(a)\nThe following aeroplanes shall be equipped with a CVR:\n(1) aeroplanes with an MCTOM of more than 27 000 kg and first issued with an individual CofA on or after 1 January 2016; and\n(2) aeroplanes with an MCTOM of more than 2 250 kg:\n(i) certified for operation with a minimum crew of at least two pilots;\n(ii) equipped with turbojet engine(s) or more than one turboprop engine; and\n(iii) for which a type certificate is first issued on or after 1 January 2016.\n(b)\nThe CVR shall be capable of retaining data recorded during at least the preceding 2 hours.\n(c)\nThe CVR shall record with reference to a timescale:\n(1) voice communications transmitted from or received in the flight crew compartment by radio;\n(2) flight crew members’ voice communications using the interphone system and the public address system, if installed;\n(3) the aural environment of the flight crew compartment, including, without interruption, the audio signals received from each boom and mask microphone in use; and\n(4) voice or audio signals identifying navigation or approach aids introduced into a headset or speaker.\n(d)\nThe CVR shall start automatically to record prior to the aeroplane moving under its own power and shall continue to record until the termination of the flight when the aeroplane is no longer capable of moving under its own power.\n(e)\nIn addition to (d), depending on the availability of electrical power, the CVR shall start to record as early as possible during the cockpit checks prior to engine start at the beginning of the flight until the cockpit checks immediately following engine shutdown at the end of the flight.\n(f)\nThe CVR shall have a device to assist in locating it in water.\nNCC.IDE.A.165\nFlight data recorder\n(a)\nAeroplanes with an MCTOM of more than 5 700 kg and first issued with an individual CofA on or after 1 January 2016 shall be equipped with an FDR that uses a digital method of recording and storing data and for which a method of readily retrieving that data from the storage medium is available.\n(b)\nThe FDR shall record the parameters required to determine accurately the aeroplane flight path, speed, attitude, engine power, configuration and operation and be capable of retaining data recorded during at least the preceding 25 hours.\n(c)\nData shall be obtained from aeroplane sources that enable accurate correlation with information displayed to the flight crew.\n(d)\nThe FDR shall start automatically to record the data prior to the aeroplane being capable of moving under its own power and shall stop automatically after the aeroplane is incapable of moving under its own power.\n(e)\nThe FDR shall have a device to assist in locating it in water.\nNCC.IDE.A.170\nData link recording\n(a)\nAeroplanes first issued with an individual CofA on or after 1 January 2016 that have the capability to operate data link communications and are required to be equipped with a CVR shall record on a recorder, where applicable:\n(1) data link communication messages related to ATS communications to and from the aeroplane, including messages applying to the following applications:\n(i) data link initiation;\n(ii) controller–pilot communication;\n(iii) addressed surveillance;\n(iv) flight information;\n(v) as far as is practicable, given the architecture of the system, aircraft broadcast surveillance;\n(vi) as far as is practicable, given the architecture of the system, aircraft operational control data; and\n(vii) as far as is practicable, given the architecture of the system, graphics;\n(2) information that enables correlation to any associated records related to data link communications and stored separately from the aeroplane; and\n(3) information on the time and priority of data link communications messages, taking into account the system’s architecture.\n(b)\nThe recorder shall use a digital method of recording and storing data and information and a method for readily retrieving that data. The recording method shall allow the data to match the data recorded on the ground.\n(c)\nThe recorder shall be capable of retaining data recorded for at least the same duration as set out for CVRs in NCC.IDE.A.160.\n(d)\nThe recorder shall have a device to assist in locating it in water.\n(e)\nThe requirements applicable to the start and stop logic of the recorder are the same as the requirements applicable to the start and stop logic of the CVR contained in NCC.IDE.A.160(d) and (e).\nNCC.IDE.A.175\nFlight data and cockpit voice combination recorder\nCompliance with CVR requirements and FDR requirements may be achieved by:\n(a) one flight data and cockpit voice combination recorder if the aeroplane has to be equipped with a CVR or an FDR; or\n(b) two flight data and cockpit voice combination recorders if the aeroplane has to be equipped with a CVR and an FDR.\nNCC.IDE.A.180\nSeats, seat safety belts, restraint systems and child restraint devices\n(a)\nAeroplanes shall be equipped with:\n(1) a seat or berth for each person on board who is aged 24 months or more;\n(2) a seat belt on each passenger seat and restraining belts for each berth;\n(3) a child restraint device (CRD) for each person on board younger than 24 months;\n(4) a seat belt with upper torso restraint system incorporating a device that will automatically restrain the occupant’s torso in the event of rapid deceleration:\n(i) on each flight crew seat and on any seat alongside a pilot’s seat; and\n(ii) on each observer’s seat located in the flight crew compartment;\nand\n(5) a seat belt with upper torso restraint system on the seats for the minimum required cabin crew, in the case of aeroplanes first issued with an individual CofA after 31 December 1980.\n(b)\nA seat belt with upper torso restraint system shall:\n(1) have a single point release; and\n(2) on flight crew seats, on any seat alongside a pilot’s seat and on the seats for the minimum required cabin crew, include two shoulder straps and a seat belt that may be used independently.\nNCC.IDE.A.185\nFasten seat belt and no smoking signs\nAeroplanes in which not all passenger seats are visible from the flight crew seat(s) shall be equipped with a means of indicating to all passengers and cabin crew when seat belts shall be fastened and when smoking is not allowed.\nNCC.IDE.A.190\nFirst-aid kit\n(a)\nAeroplanes shall be equipped with first-aid kits in accordance with Table 1.\nTable 1\nNumber of first-aid kits required\nNumber of passenger seats installed\nNumber of first-aid kits required\n0 – 100\n1\n101 – 200\n2\n201 – 300\n3\n301 – 400\n4\n401 – 500\n5\n501 or more\n6\n(b)\nFirst-aid kits shall be:\n(1) readily accessible for use; and\n(2) kept up-to-date.\nNCC.IDE.A.195\nSupplemental oxygen — pressurised aeroplanes\n(a)\nPressurised aeroplanes operated at flight altitudes for which the oxygen supply is required in accordance with (b) shall be equipped with oxygen storage and dispensing apparatus capable of storing and dispensing the required oxygen supplies.\n(b)\nPressurised aeroplanes operated above flight altitudes at which the pressure altitude in the passenger compartments is above 10 000 ft shall carry enough breathing oxygen to supply:\n(1) all crew members and:\n(i) 100 % of the passengers for any period when the cabin pressure altitude exceeds 15 000 ft, but in no case less than 10 minutes’ supply;\n(ii) at least 30 % of the passengers, for any period when, in the event of loss of pressurisation and taking into account the circumstances of the flight, the pressure altitude in the passenger compartment will be between 14 000 ft and 15 000 ft; and\n(iii) at least 10 % of the passengers for any period in excess of 30 minutes when the pressure altitude in the passenger compartment will be between 10 000 ft and 14 000 ft;\n(2) all the occupants of the passenger compartment for no less than 10 minutes, in the case of aeroplanes operated at pressure altitudes above 25 000 ft, or operated below that altitude, but under conditions that will not allow them to descend safely to a pressure altitude of 13 000 ft within 4 minutes.\n(c)\nPressurised aeroplanes operated at flight altitudes above 25 000 ft shall, in addition, be equipped with:\n(1) a device to provide a warning indication to the flight crew of any loss of pressurisation; and\n(2) quick donning masks for flight crew members.\nNCC.IDE.A.200\nSupplemental oxygen — non-pressurised aeroplanes\n(a)\nNon-pressurised aeroplanes operated at flight altitudes when the oxygen supply is required in accordance with (b) shall be equipped with oxygen storage and dispensing apparatus capable of storing and dispensing the required oxygen supplies.\n(b)\nNon-pressurised aeroplanes operated above flight altitudes at which the pressure altitude in the passenger compartments is above 10 000 ft shall carry enough breathing oxygen to supply:\n(1) all crew members and at least 10 % of the passengers for any period in excess of 30 minutes when the pressure altitude in the passenger compartment will be between 10 000 ft and 13 000 ft; and\n(2) all crew members and passengers for any period that the pressure altitude in the passenger compartments will be above 13 000 ft.\nNCC.IDE.A.205\nHand fire extinguishers\n(a)\nAeroplanes shall be equipped with at least one hand fire extinguisher:\n(1) in the flight crew compartment; and\n(2) in each passenger compartment that is separate from the flight crew compartment, except if the compartment is readily accessible to the flight crew.\n(b)\nThe type and quantity of extinguishing agent for the required fire extinguishers shall be suitable for the type of fire likely to occur in the compartment where the extinguisher is intended to be used and to minimise the hazard of toxic gas concentration in compartments occupied by persons.\nNCC.IDE.A.206\nCrash axe and crowbar\n(a)\nAeroplanes with an MCTOM of more than 5 700 kg or with an MOPSC of more than nine shall be equipped with at least one crash axe or crowbar located in the flight crew compartment.\n(b)\nIn the case of aeroplanes with an MOPSC of more than 200, an additional crash axe or crowbar shall be installed in or near the rearmost galley area.\n(c)\nCrash axes and crowbars located in the passenger compartment shall not be visible to passengers.\nNCC.IDE.A.210\nMarking of break-in points\nIf areas of the aeroplane’s fuselage suitable for break-in by rescue crews in an emergency are marked, such areas shall be marked as shown in Figure 1.\nFigure 1\nMarking of break-in points\nNCC.IDE.A.215\nEmergency locator transmitter (ELT)\n(a)\nAeroplanes shall be equipped with:\n(1) an ELT of any type when first issued with an individual CofA on or before 1 July 2008;\n(2) an automatic ELT when first issued with an individual CofA after 1 July 2008.\n(b)\nELTs of any type shall be capable of transmitting simultaneously on 121,5 MHz and 406 MHz.\nNCC.IDE.A.220\nFlight over water\n(a)\nThe following aeroplanes shall be equipped with a life-jacket for each person on board or equivalent individual floatation device for each person on board younger than 24 months, stowed in a position that is readily accessible from the seat or berth of the person for whose use it is provided:\n(1) landplanes operated over water at a distance of more than 50 NM from land or taking off or landing at an aerodrome or operating site where, in the opinion of the pilot-in-command, the take-off or approach path is so disposed over water that there would be a likelihood of a ditching; and\n(2) seaplanes operated over water.\n(b)\nEach life-jacket or equivalent individual flotation device shall be equipped with a means of electric illumination for the purpose of facilitating the location of persons.\n(c)\nSeaplanes operated over water shall be equipped with:\n(1) a sea anchor and other equipment necessary to facilitate mooring, anchoring or manoeuvring the aeroplane on water, appropriate to its size, weight and handling characteristics; and\n(2) equipment for making the sound signals as prescribed in the International Regulations for Preventing Collisions at Sea, where applicable.\n(d)\nThe pilot-in-command of an aeroplane operated at a distance away from land where an emergency landing is possible greater than that corresponding to 30 minutes at normal cruising speed or 50 NM, whichever is the lesser, shall determine the risks to survival of the occupants of the aeroplane in the event of a ditching, based on which he/she shall determine the carriage of:\n(1) equipment for making the distress signals;\n(2) life-rafts in sufficient numbers to carry all persons on board, stowed so as to facilitate their ready use in emergency; and\n(3) life-saving equipment to provide the means of sustaining life, as appropriate to the flight to be undertaken.\nNCC.IDE.A.230\nSurvival equipment\n(a)\nAeroplanes operated over areas in which search and rescue would be especially difficult shall be equipped with:\n(1) signalling equipment to make the distress signals;\n(2) at least one survival ELT(S); and\n(3) additional survival equipment for the route to be flown taking account of the number of persons on board.\n(b)\nThe additional survival equipment specified in (a)(3) does not need to be carried when the aeroplane:\n(1) remains within a distance from an area where search and rescue is not especially difficult corresponding to:\n(i) 120 minutes at one-engine-inoperative (OEI) cruising speed for aeroplanes capable of continuing the flight to an aerodrome with the critical engine(s) becoming inoperative at any point along the route or planned diversion routes; or\n(ii) 30 minutes at cruising speed for all other aeroplanes;\nor\n(2) remains within a distance no greater than that corresponding to 90 minutes at cruising speed from an area suitable for making an emergency landing, for aeroplanes certified in accordance with the applicable airworthiness standard.\nNCC.IDE.A.240\nHeadset\n(a)\nAeroplanes shall be equipped with a headset with a boom microphone or equivalent for each flight crew member at their assigned station in the flight crew compartment.\n(b)\nAeroplanes operated under IFR or at night shall be equipped with a transmit button on the manual pitch and roll control for each required flight crew member.\nNCC.IDE.A.245\nRadio communication equipment\n(a)\nAeroplanes operated under IFR or at night, or when required by the applicable airspace requirements, shall be equipped with radio communication equipment that, under normal radio propagating conditions, shall be capable of:\n(1) conducting two-way communication for aerodrome control purposes;\n(2) receiving meteorological information at any time during flight;\n(3) conducting two-way communication at any time during flight with those aeronautical stations and on those frequencies prescribed by the appropriate authority; and\n(4) providing for communication on the aeronautical emergency frequency 121,5 MHz.\n(b)\nWhen more than one communication equipment unit is required, each shall be independent of the other or others to the extent that a failure in any one will not result in failure of any other.\nNCC.IDE.A.250\nNavigation equipment\n(a)\nAeroplanes shall be equipped with navigation equipment that will enable them to proceed in accordance with:\n(1) the ATS flight plan, if applicable; and\n(2) the applicable airspace requirements.\n(b)\nAeroplanes shall have sufficient navigation equipment to ensure that, in the event of the failure of one item of equipment at any stage of the flight, the remaining equipment shall allow safe navigation in accordance with (a), or an appropriate contingency action, to be completed safely.\n(c)\nAeroplanes operated on flights in which it is intended to land in IMC shall be equipped with suitable equipment capable of providing guidance to a point from which a visual landing can be performed. This equipment shall be capable of providing such guidance for each aerodrome at which it is intended to land in IMC and for any designated alternate aerodromes.\nNCC.IDE.A.255\nTransponder\nAeroplanes shall be equipped with a pressure altitude reporting secondary surveillance radar (SSR) transponder and any other SSR transponder capability required for the route being flown.\nNCC.IDE.A.260\nElectronic navigation data management\n(a)\nThe operator shall only use electronic navigation data products that support a navigation application meeting standards of integrity that are adequate for the intended use of the data.\n(b)\nWhen the electronic navigation data products support a navigation application needed for an operation for which Annex V (Part-SPA) to Regulation (EU) No 965/2012 requires an approval, the operator shall demonstrate to the competent authority that the process applied and the delivered products meet standards of integrity that are adequate for the intended use of the data.\n(c)\nThe operator shall continuously monitor both the process and the products, either directly or by monitoring the compliance of third party providers.\n(d)\nThe operator shall ensure the timely distribution and insertion of current and unaltered electronic navigation data to all aeroplanes that require it.\nSECTION 2\nHelicopters\nNCC.IDE.H.100\nInstruments and equipment — general\n(a)\nInstruments and equipment required by this Subpart shall be approved in accordance with the applicable airworthiness requirements if they are:\n(1) used by the flight crew to control the flight path;\n(2) used to comply with NCC.IDE.H.245;\n(3) used to comply with NCC.IDE.H.250; or\n(4) installed in the helicopter.\n(b)\nThe following items, when required by this Subpart, do not need an equipment approval:\n(1) independent portable light;\n(2) an accurate time piece;\n(3) chart holder;\n(4) first-aid kit;\n(5) survival and signalling equipment;\n(6) sea anchor and equipment for mooring; and\n(7) child restraint device.\n(c)\nInstruments and equipment not required by this Subpart as well as any other equipment which is not required by other applicable Annexes, but is carried on a flight, shall comply with the following:\n(1) the information provided by these instruments, equipment or accessories shall not be used by the flight crew to comply with Annex I to Regulation (EC) No 216/2008 or NCC.IDE.H.245 and NCC.IDE.H.250; and\n(2) the instruments and equipment shall not affect the airworthiness of the helicopter, even in the case of failures or malfunction.\n(d)\nInstruments and equipment shall be readily operable or accessible from the station where the flight crew member that needs to use it is seated.\n(e)\nThose instruments that are used by a flight crew member shall be so arranged as to permit the flight crew member to see the indications readily from his/her station, with the minimum practicable deviation from the position and line of vision which he/she normally assumes when looking forward along the flight path.\n(f)\nAll required emergency equipment shall be easily accessible for immediate use.\nNCC.IDE.H.105\nMinimum equipment for flight\nA flight shall not be commenced when any of the helicopter’s instruments, items of equipment or functions required for the intended flight are inoperative or missing, unless:\n(a) the helicopter is operated in accordance with the operator’s minimum equipment list (MEL);\n(b) the operator is approved by the competent authority to operate the helicopter within the constraints of the master minimum equipment list (MMEL); or\n(c) the helicopter is subject to a permit to fly issued in accordance with the applicable airworthiness requirements.\nNCC.IDE.H.115\nOperating lights\nHelicopters operated at night shall be equipped with:\n(a) an anti-collision light system;\n(b) navigation/position lights;\n(c) a landing light;\n(d) lighting supplied from the helicopter’s electrical system to provide adequate illumination for all instruments and equipment essential to the safe operation of the helicopter;\n(e) lighting supplied from the helicopter’s electrical system to provide illumination in all passenger compartments;\n(f) an independent portable light for each crew member station; and\n(g) lights to conform with the International Regulations for Preventing Collisions at Sea if the helicopter is amphibious.\nNCC.IDE.H.120\nOperations under VFR — flight and navigational instruments and associated equipment\n(a)\nHelicopters operated under VFR by day shall be equipped with a means of measuring and displaying the following:\n(1) magnetic heading;\n(2) time in hours, minutes and seconds;\n(3) pressure altitude;\n(4) indicated airspeed; and\n(5) slip.\n(b)\nHelicopters operated under VMC over water and out of sight of the land, or under VMC at night, or when the visibility is less than 1 500 m, or in conditions where the helicopter cannot be maintained in a desired flight path without reference to one or more additional instruments, shall be equipped, in addition to (a), with:\n(1) a means of measuring and displaying the following:\n(i) attitude;\n(ii) vertical speed; and\n(iii) stabilised heading;\n(2) a means of indicating when the supply of power to the gyroscopic instruments is not adequate; and\n(3) a means of preventing malfunction of the airspeed indicating system required in (a)(4) due to condensation or icing.\n(c)\nWhenever two pilots are required for the operation, helicopters shall be equipped with an additional separate means of displaying the following:\n(1) pressure altitude;\n(2) indicated airspeed;\n(3) slip;\n(4) attitude, if applicable;\n(5) vertical speed, if applicable; and\n(6) stabilised heading, if applicable.\nNCC.IDE.H.125\nOperations under IFR — flight and navigational instruments and associated equipment\nHelicopters operated under IFR shall be equipped with:\n(a) a means of measuring and displaying the following:\n(1) magnetic heading;\n(2) time in hours, minutes and seconds;\n(3) pressure altitude;\n(4) indicated airspeed;\n(5) vertical speed;\n(6) slip;\n(7) attitude;\n(8) stabilised heading; and\n(9) outside air temperature;\n(b) a means of indicating when the supply of power to the gyroscopic instruments is not adequate;\n(c) whenever two pilots are required for the operation, an additional separate means of displaying the following:\n(1) pressure altitude;\n(2) indicated airspeed;\n(3) vertical speed;\n(4) slip;\n(5) attitude; and\n(6) stabilised heading;\n(d) a means of preventing malfunction of the airspeed indicating systems required in (a)(4) and (c)(2) due to condensation or icing;\n(e) an alternate source of static pressure;\n(f) a chart holder in an easily readable position that can be illuminated for night operations; and\n(g) an additional means of measuring and displaying attitude as a standby instrument.\nNCC.IDE.H.130\nAdditional equipment for single-pilot operations under IFR\nHelicopters operated under IFR with a single pilot shall be equipped with an autopilot with at least altitude hold and heading mode.\nNCC.IDE.H.145\nAirborne weather detecting equipment\nHelicopters with an MOPSC of more than nine and operated under IFR or at night shall be equipped with airborne weather detecting equipment when current weather reports indicate that thunderstorms or other potentially hazardous weather conditions, regarded as detectable with airborne weather detecting equipment, may be expected to exist along the route to be flown.\nNCC.IDE.H.150\nAdditional equipment for operations in icing conditions at night\n(a)\nHelicopters operated in expected or actual icing conditions at night shall be equipped with a means to illuminate or detect the formation of ice.\n(b)\nThe means to illuminate the formation of ice shall not cause glare or reflection that would handicap flight crew members in the performance of their duties.\nNCC.IDE.H.155\nFlight crew interphone system\nHelicopters operated by more than one flight crew member shall be equipped with a flight crew interphone system, including headsets and microphones for use by all flight crew members.\nNCC.IDE.H.160\nCockpit voice recorder\n(a)\nHelicopters with an MCTOM of more than 7 000 kg and first issued with an individual CofA on or after 1 January 2016 shall be equipped with a CVR.\n(b)\nThe CVR shall be capable of retaining data recorded during at least the preceding 2 hours.\n(c)\nThe CVR shall record with reference to a timescale:\n(1) voice communications transmitted from or received in the flight crew compartment by radio;\n(2) flight crew members’ voice communications using the interphone system and the public address system, if installed;\n(3) the aural environment of the cockpit, including, without interruption, the audio signals received from each crew microphone; and\n(4) voice or audio signals identifying navigation or approach aids introduced into a headset or speaker.\n(d)\nThe CVR shall start automatically to record prior to the helicopter moving under its own power and shall continue to record until the termination of the flight when the helicopter is no longer capable of moving under its own power.\n(e)\nIn addition to (d), depending on the availability of electrical power, the CVR shall start to record as early as possible during the cockpit checks prior to engine start at the beginning of the flight until the cockpit checks immediately following engine shutdown at the end of the flight.\n(f)\nThe CVR shall have a device to assist in locating it in water.\nNCC.IDE.H.165\nFlight data recorder\n(a)\nHelicopters with an MCTOM of more than 3 175 kg and first issued with an individual CofA on or after 1 January 2016 shall be equipped with an FDR that uses a digital method of recording and storing data and for which a method of readily retrieving that data from the storage medium is available.\n(b)\nThe FDR shall record the parameters required to determine accurately the helicopter flight path, speed, attitude, engine power, configuration and operation and be capable of retaining data recorded during at least the preceding 10 hours.\n(c)\nData shall be obtained from helicopter sources that enable accurate correlation with information displayed to the flight crew.\n(d)\nThe FDR shall start automatically to record the data prior to the helicopter being capable of moving under its own power and shall stop automatically after the helicopter is incapable of moving under its own power.\n(e)\nThe FDR shall have a device to assist in locating it in water.\nNCC.IDE.H.170\nData link recording\n(a)\nHelicopters first issued with an individual CofA on or after 1 January 2016 that have the capability to operate data link communications and are required to be equipped with a CVR shall record on a recorder, where applicable:\n(1) data link communication messages related to ATS communications to and from the helicopter, including messages applying to the following applications:\n(i) data link initiation;\n(ii) controller–pilot communication;\n(iii) addressed surveillance;\n(iv) flight information;\n(v) as far as is practicable, given the architecture of the system, aircraft broadcast surveillance;\n(vi) as far as is practicable, given the architecture of the system, aircraft operational control data; and\n(vii) as far as is practicable, given the architecture of the system, graphics;\n(2) information that enables correlation to any associated records related to data link communications and stored separately from the helicopter; and\n(3) information on the time and priority of data link communications messages, taking into account the system’s architecture.\n(b)\nThe recorder shall use a digital method of recording and storing data and information and a method for readily retrieving that data. The recording method shall allow the data to match the data recorded on the ground.\n(c)\nThe recorder shall be capable of retaining data recorded for at least the same duration as set out for CVRs in NCC.IDE.H.160.\n(d)\nThe recorder shall have a device to assist in locating it in water.\n(e)\nThe requirements applicable to the start and stop logic of the recorder are the same as the requirements applicable to the start and stop logic of the CVR contained in NCC.IDE.H.160(d) and (e).\nNCC.IDE.H.175\nFlight data and cockpit voice combination recorder\nCompliance with CVR and FDR requirements may be achieved by one flight data and cockpit voice combination recorder.\nNCC.IDE.H.180\nSeats, seat safety belts, restraint systems and child restraint devices\n(a)\nHelicopters shall be equipped with:\n(1) a seat or berth for each person on board who is aged 24 months or more;\n(2) a seat belt on each passenger seat and restraining belts for each berth;\n(3) for helicopters first issued with an individual CofA after 31 December 2012, a seat belt with an upper torso restraint system for each passenger who is aged 24 months or more;\n(4) a child restraint device (CRD) for each person on board younger than 24 months;\n(5) a seat belt with upper torso restraint system incorporating a device that will automatically restrain the occupant’s torso in the event of rapid deceleration on each flight crew seat; and\n(6) a seat belt with upper torso restraint system on the seats for the minimum required cabin crew, in the case of helicopters first issued with an individual CofA after 31 December 1980.\n(b)\nA seat belt with upper torso restraint system shall:\n(1) have a single point release; and\n(2) on flight crew seats, on any seat alongside a pilot’s seat and on the seats for the minimum required cabin crew, include two shoulder straps and a seat belt that may be used independently.\nNCC.IDE.H.185\nFasten seat belt and no smoking signs\nHelicopters in which not all passenger seats are visible from the flight crew seat(s) shall be equipped with a means of indicating to all passengers and cabin crew when seat belts shall be fastened and when smoking is not allowed.\nNCC.IDE.H.190\nFirst-aid kit\n(a)\nHelicopters shall be equipped with at least one first-aid kit.\n(b)\nThe first-aid kit(s) shall be:\n(1) readily accessible for use; and\n(2) kept up-to-date.\nNCC.IDE.H.200\nSupplemental oxygen — non-pressurised helicopters\n(a)\nNon-pressurised helicopters operated at flight altitudes when the oxygen supply is required in accordance with (b) shall be equipped with oxygen storage and dispensing apparatus capable of storing and dispensing the required oxygen supplies.\n(b)\nNon-pressurised helicopters operated above flight altitudes at which the pressure altitude in the passenger compartments is above 10 000 ft shall carry enough breathing oxygen to supply:\n(1) all crew members and at least 10 % of the passengers for any period in excess of 30 minutes when the pressure altitude in the passenger compartment will be between 10 000 ft and 13 000 ft; and\n(2) all crew members and passengers for any period that the pressure altitude in the passenger compartment will be above 13 000 ft.\nNCC.IDE.H.205\nHand fire extinguishers\n(a)\nHelicopters shall be equipped with at least one hand fire extinguisher:\n(1) in the flight crew compartment; and\n(2) in each passenger compartment that is separate from the flight crew compartment, except if the compartment is readily accessible to the flight crew.\n(b)\nThe type and quantity of extinguishing agent for the required fire extinguishers shall be suitable for the type of fire likely to occur in the compartment where the extinguisher is intended to be used and to minimise the hazard of toxic gas concentration in compartments occupied by persons.\nNCC.IDE.H.210\nMarking of break-in points\nIf areas of the helicopter’s fuselage suitable for break-in by rescue crews in an emergency are marked, such areas shall be marked as shown in Figure 1.\nFigure 1\nMarking of break-in points\nNCC.IDE.H.215\nEmergency locator transmitter (ELT)\n(a)\nHelicopters shall be equipped with at least one automatic ELT.\n(b)\nHelicopters operating on a flight over water in support of offshore operations in a hostile environment and at a distance from land corresponding to more than 10 minutes flying time at normal cruising speed, where in the case of the critical engine failure, the helicopter is able to sustain level flight, shall be equipped with an automatically deployable ELT (ELT(AD)).\n(c)\nAn ELT of any type shall be capable of transmitting simultaneously on 121,5 MHz and 406 MHz.\nNCC.IDE.H.225\nLife-jackets\n(a)\nHelicopters shall be equipped with a life-jacket for each person on board or equivalent individual floatation device for each person on board younger than 24 months, which shall be worn or stowed in a position that is readily accessible from the seat or berth of the person for whose use it is provided, when:\n(1) operated on a flight over water at a distance from land corresponding to more than 10 minutes flying time at normal cruising speed, where in the case of the critical engine failure, the helicopter is able to sustain level flight;\n(2) operated on a flight over water beyond autorotational distance from the land, where in the case of critical engine failure, the helicopter is not able to sustain level flight; or\n(3) taking off or landing at an aerodrome or operating site where the take-off or approach path is over water.\n(b)\nEach life-jacket or equivalent individual flotation device shall be equipped with a means of electric illumination for the purpose of facilitating the location of persons.\nNCC.IDE.H.226\nCrew survival suits\nEach crew member shall wear a survival suit when:\n(a) operating on a flight over water in support of offshore operations, at a distance from land corresponding to more than 10 minutes flying time at normal cruising speed, where in the case of the critical engine failure, the helicopter is able to sustain level flight and when:\n(1) the weather report or forecasts available to the pilot-in-command indicate that the sea temperature will be less than plus 10 °C during the flight; or\n(2) the estimated rescue time exceeds the estimated survival time;\nor\n(b) so determined by the pilot-in-command based on a risk assessment taking into account the following conditions:\n(1) flights over water beyond autorotational distance or safe forced landing distance from land, where in the case of the critical engine failure, the helicopter is not able to sustain level flight; and\n(2) the weather report or forecasts available to the pilot-in-command indicate that the sea temperature will be less than plus 10 °C during the flight.\nNCC.IDE.H.227\nLife-rafts, survival ELTs and survival equipment on extended overwater flights\nHelicopters operated:\n(a) on a flight over water at a distance from land corresponding to more than 10 minutes flying time at normal cruising speed, where in the case of the critical engine failure, the helicopter is able to sustain level flight; or\n(b) on a flight over water at a distance corresponding to more than 3 minutes flying time at normal cruising speed, where in the case of the critical engine failure, the helicopter is not able to sustain level flight, and if so determined by the pilot-in-command by means of a risk assessment;\nshall be equipped with:\n(1) in the case of a helicopter carrying less than 12 persons, at least one life-raft with a rated capacity of not less than the maximum number of persons on board, stowed so as to facilitate their ready use in emergency;\n(2) in the case of a helicopter carrying more than 11 persons, at least two life-rafts, stowed so as to facilitate their ready use in an emergency, sufficient together to accommodate all persons capable of being carried on board and, if one is lost the remaining life-raft(s) having the overload capacity sufficient to accommodate all persons on the helicopter;\n(3) at least one survival ELT (ELT(S)) for each required life-raft; and\n(4) life-saving equipment, including means of sustaining life, as appropriate to the flight to be undertaken.\nNCC.IDE.H.230\nSurvival equipment\nHelicopters operated over areas in which search and rescue would be especially difficult shall be equipped with:\n(a) signalling equipment to make distress signals;\n(b) at least one survival ELT (ELT(S)); and\n(c) additional survival equipment for the route to be flown taking account of the number of persons on board.\nNCC.IDE.H.231\nAdditional requirements for helicopters conducting offshore operations in a hostile sea area\nHelicopters operated in offshore operations in a hostile sea area, at a distance from land corresponding to more than 10 minutes flying time at normal cruising speed, shall comply with the following:\n(a) When the weather report or forecasts available to the pilot-in-command indicate that the sea temperature will be less than plus 10 °C during the flight, or when the estimated rescue time exceeds the calculated survival time, or the flight is planned to be conducted at night, all persons on board are wearing a survival suit.\n(b) All life-rafts carried in accordance with NCC.IDE.H.227 shall be installed so as to be usable in the sea conditions in which the helicopter’s ditching, flotation and trim characteristics were evaluated in order to comply with the ditching requirements for certification.\n(c) The helicopter shall be equipped with an emergency lighting system with an independent power supply to provide a source of general cabin illumination to facilitate the evacuation of the helicopter.\n(d) All emergency exits, including crew emergency exits, and the means of opening them shall be conspicuously marked for the guidance of occupants using the exits in daylight or in the dark. Such markings shall be designed to remain visible if the helicopter is capsized and the cabin is submerged.\n(e) All non-jettisonable doors that are designated as ditching emergency exits shall have a means of securing them in the open position so that they do not interfere with occupants’ egress in all sea conditions up to the maximum required to be evaluated for ditching and flotation.\n(f) All doors, windows or other openings in the passenger compartment intended to be used for the purpose of underwater escape shall be equipped so as to be operable in an emergency.\n(g) Life-jackets shall be worn at all times, unless the passenger or crew member is wearing an integrated survival suit that meets the combined requirement of the survival suit and life-jacket.\nNCC.IDE.H.232\nHelicopters certified for operating on water — miscellaneous equipment\nHelicopters certified for operating on water shall be equipped with:\n(a) a sea anchor and other equipment necessary to facilitate mooring, anchoring or manoeuvring the helicopter on water, appropriate to its size, weight and handling characteristics; and\n(b) equipment for making the sound signals prescribed in the International Regulations for Preventing Collisions at Sea, where applicable.\nNCC.IDE.H.235\nAll helicopters on flights over water — ditching\nHelicopters shall be designed for landing on water or certified for ditching in accordance with the relevant airworthiness code or fitted with emergency flotation equipment when operated on a flight over water in a hostile environment at a distance from land corresponding to more than 10 minutes flying time at normal cruising speed.\nNCC.IDE.H.240\nHeadset\nWhenever a radio communication and/or radio navigation system is required, helicopters shall be equipped with a headset with boom microphone or equivalent and a transmit button on the flight controls for each required pilot and/or crew member at his/her assigned station.\nNCC.IDE.H.245\nRadio communication equipment\n(a)\nHelicopters operated under IFR or at night, or when required by the applicable airspace requirements, shall be equipped with radio communication equipment that, under normal radio propagating conditions, shall be capable of:\n(1) conducting two-way communication for aerodrome control purposes;\n(2) receiving meteorological information;\n(3) conducting two-way communication at any time during flight with those aeronautical stations and on those frequencies prescribed by the appropriate authority; and\n(4) providing for communication on the aeronautical emergency frequency 121,5 MHz.\n(b)\nWhen more than one communications equipment unit is required, each shall be independent of the other or others to the extent that a failure in any one will not result in failure of any other.\n(c)\nWhen a radio communication system is required, and in addition to the flight crew interphone system required in NCC.IDE.H.155, helicopters shall be equipped with a transmit button on the flight controls for each required pilot and crew member at his/her assigned station.\nNCC.IDE.H.250\nNavigation equipment\n(a)\nHelicopters shall be equipped with navigation equipment that will enable them to proceed in accordance with:\n(1) the ATS flight plan, if applicable; and\n(2) the applicable airspace requirements.\n(b)\nHelicopters shall have sufficient navigation equipment to ensure that, in the event of the failure of one item of equipment at any stage of the flight, the remaining equipment shall allow safe navigation in accordance with (a), or an appropriate contingency action, to be completed safely.\n(c)\nHelicopters operated on flights in which it is intended to land in IMC shall be equipped with navigation equipment capable of providing guidance to a point from which a visual landing can be performed. This equipment shall be capable of providing such guidance for each aerodrome at which it is intended to land in IMC and for any designated alternate aerodromes.\nNCC.IDE.H.255\nTransponder\nHelicopters shall be equipped with a pressure altitude reporting secondary surveillance radar (SSR) transponder and any other SSR transponder capability required for the route being flown.",
  "extent": "E+W+S+N.I.",
  "status": null,
  "version": "current",
  "annotations": [],
  "outstanding_effects": [],
  "provenance": {
    "source": "legislation.gov.uk",
    "source_url": "https://www.legislation.gov.uk/eur/2013/800/annex/III",
    "retrieved_at": "2026-11-01T14:48:27.913706+00:00"
  },
  "licence": "Open Government Licence v3.0",
  "licence_url": "https://www.nationalarchives.gov.uk/doc/open-government-licence/version/3/",
  "attribution": "Contains public sector information licensed under the Open Government Licence v3.0. Source: legislation.gov.uk, The National Archives."
}