‫ﻣﻘﺮرات ﻫﻮاﭘﯿﻤﺎﯾﯽ ﮐﺸﻮري ﺟﻤﻬﻮري اﺳﻼﻣﯽ اﯾﺮان‬

Civil Aviation Regulation of IR. IRAN

‫ﻣﻘﺮرات ﻋﻤﻠﯿﺎت ﭘﺮواز‬

Air Operations Regulation

CAOIRI AirOPS

Date: 06.07.2019

Issue: 04

Revision: 0
 CAOIRI Air Operations Regulation
(CAOIRI AirOPS)

RECORD OF REVISION
Issue and Revision No. Revision Date Remark

Issue 01 April 2016 Issue 01 April Issue 01 April 2016

2016
Issue 02 01.Jan.2018 Issue 02 Issue 02 01.Jan.2018 According review meeting dated
According review 01.Jan.2018 in 01.11.2017, Issue 02 of CAOIRI Air OPS published
meeting dated in According with following change: • Included Authority
01.11.2017, Issue 02 review Requirements for Air Operation
of CAOIRI Air OPS meeting dated
published with in 01.11.2017,
following change: • Issue 02 of
Included Authority CAOIRI Air OPS
Requirements for Air published with
Operation following
change: •
Included
Authority
Requirements
for Air
Operation
Issue 03 Rev. 00 August 2018

-Defined Basic Regulation (BR) and added Essential

Requirment (ER).
- Subpart K of Part SPA is revised as for HOFO
requirement.

Issue 04 06.07.2019 - Article 6 is revised as for derogations from other

Articles.
- Article 9.b is reserved.
- Balloon requirments are deleted.

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Contents
Essential Requirements A for Air Operations 33
Essential Requirements B for ACAS 39
COVER REGULATION 41
Article 1 41
Subject matter and scope 41
Article 2 41
Definitions 42
Article 3 43
Oversight Capabilities 43
Article 4 43
Ramp inspections 43
Article 5 44
Air Operations 44
Article 6 45
Derogations 45
Article 7 46
Air operator certificates 46
Article 8 47
Flight time limitations 47
Article 9 47
Minimum equipment lists 47
Article 9 a 48
Flight and cabin crew training 48
Article 9 b 48
Reserved 48
Article 10 48
Entry into force 48
Article 11 48
Acceptable means of compliance and guidance materials 48
Part-DEF 49
Definitions for terms used 49
Part-DEF 50
Definitions for terms used 50
Part-ARO 64
Authority Requirements for Air Operations 64
ARO.GEN.005 Scope 65
SUBPART GEN 66
GENERAL REQUIREMENTS 66

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SECTION I 66
General 66
ARO.GEN.115 Oversight documentation 66
ARO.GEN.120 Means of compliance 66
ARO.GEN.135 Immediate reaction to a safety problem 66
SECTION II 68
Management 68
ARO.GEN.200 Management system 68
ARO.GEN.210 Changes in the management system 69
ARO.GEN.220 Record-keeping 69
SECTION III 70
Oversight, certification and enforcement 70
ARO.GEN.300 Oversight 70
ARO.GEN.305 Oversight programme 70
ARO.GEN.310 Initial certification procedure — organizations 72
ARO.GEN.330 Changes — organizations 72
ARO.GEN.345 Declaration — organizations 73
ARO.GEN.350 Findings and corrective actions — organizations 73
ARO.GEN.355 Findings and enforcement measures — persons 74
ARO.GEN.360 Findings and enforcement measures — all operators 74
SUBPART OPS 76
AIR OPERATIONS 76
SECTION I 76
Certification of commercial air transport operators 76
ARO.OPS.100 Issue of the air operator certificate 76
ARO.OPS.105 Code-share arrangements 76
ARO.OPS.110 Lease agreements for Aeroplane and Helicopter 76
SECTION Ia 78
Authorization of high risk commercial specialized operations 78
ARO.OPS.150 Authorization of high risk commercial specialized operations 78
ARO.OPS.155 Lease agreements 78
SECTION II 79
Approvals 79
ARO.OPS.200 Specific approval procedure 79
ARO.OPS.205 Minimum equipment list approval 79
ARO.OPS.210 Determination of distance or local area 79
ARO.OPS.215 Approval of helicopter operations over a hostile environment located outside a
congested area 79
ARO.OPS.220 Approval of helicopter operations to or from a public interest site 80

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ARO.OPS.225 Approval of operations to an isolated aerodrome 80

ARO.OPS.230 Determination of disruptive schedules 80
ARO.OPS.235 Approval of individual flight time specification schemes 80
ARO.OPS.240 Specific approval of RNP AR APCH 80
SECTION III 82
Oversight of operations 82
ARO.OPS.300 Introductory flights 82
SUBPART RAMP 83
RAMP INSPECTIONS OF AIRCRAFT 83
ARO.RAMP.005 Scope 83
ARO.RAMP.100 General 83
ARO.RAMP.105 Prioritization criteria 83
ARO.RAMP.106 Alcohol testing 84
ARO.RAMP.110 Collection of information 84
ARO.RAMP.115 Qualification of ramp inspectors 84
ARO.RAMP.120 Approval of training organizations 85
ARO.RAMP.125 Conduct of ramp inspections 85
ARO.RAMP.130 Categorization of findings 86
ARO.RAMP.135 Follow-up actions on findings 86
ARO.RAMP.140 Grounding of aircraft 86
ARO.RAMP.145 Reporting 87
ARO.RAMP.155 Annual report 87
ARO.RAMP.160 Information to the public and protection of information 88
Appendix I 89
Part-ORO 99
ORGANISATION REQUIREMENTS FOR AIR OPERATIONS 99
Part-ORO 100
ORGANISATION REQUIREMENTS FOR AIR OPERATIONS 100
ORO.GEN.005 Scope 100
SUBPART GEN 101
GENERAL REQUIREMENTS 101
SECTION 1 101
General 101
ORO.GEN.105 Competent authority 101
ORO.GEN.110 Operator responsibilities 101
ORO.GEN.115 Application for an operator certificate 102
ORO.GEN.120 Means of compliance 103
ORO.GEN.125 Terms of approval and privileges of an operator 103
ORO.GEN.130 Changes 103

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ORO.GEN.135 Continued validity 104

ORO.GEN.140 Access 104
ORO.GEN.150 Findings 104
ORO.GEN.155 Immediate reaction to a safety problem 105
ORO.GEN.160 Occurrence reporting 105
SECTION 2 106
Management 106
ORO.GEN.200 Management system 106
ORO.GEN.205 Contracted activities 106
ORO.GEN.210 Personnel requirements 107
ORO.GEN.215 Facility requirements 107
ORO.GEN.220 Record-keeping 107
SUBPART AOC 108
AIR OPERATOR CERTIFICATION 108
ORO.AOC.100 Application for an air operator certificate 108
ORO.AOC.105 Operations specifications and privileges of an AOC holder 108
ORO.AOC.110 leasing agreement 109
ORO.AOC.115 Code-share agreements 110
ORO.AOC.120 Approvals to provide cabin crew training and to issue cabin crew attestations 110
ORO.AOC.125 Non-commercial operations of aircraft listed in the operations specifications by the
holder of an AOC 111
ORO.AOC.130 Flight data monitoring — aeroplanes 111
ORO.AOC.135 Personnel requirements 112
ORO.AOC.140 Facility requirements 112
ORO.AOC.150 Documentation requirements 113
SUBPART DEC 114
DECLARATION 114
ORO.DEC.100 Declaration 114
SUBPART SPO 115
COMMERCIAL SPECIALISED OPERATIONS 115
ORO.SPO.100 Common requirements for commercial specialized operators 115
ORO.SPO.110 Authorization of high risk commercial specialized operations 115
ORO.SPO.115 Changes 116
ORO.SPO.120 Continued validity 116
SUBPART MLR 118
MANUALS, LOGS AND RECORDS 118
ORO.MLR.100 Operations manual - general 118
ORO.MLR.101 Operations manual — structure for commercial air transport 119
ORO.MLR.105 Minimum equipment list 119

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ORO.MLR.110 Journey log 121

ORO.MLR.115 Record-keeping 121
SUBPART SEC 123
SECURITY 123
ORO.SEC.100 Flight crew compartment security — aeroplanes 123
ORO.SEC.105 Flight crew compartment security — helicopters 123
SUBPART FC 124
FLIGHT CREW 124
ORO.FC.005 Scope 124
SECTION 1 125
Common requirements 125
ORO.FC.100 Composition of flight crew 125
ORO.FC.105 Designation as pilot-in-command/commander 125
ORO.FC.110 Flight engineer 126
ORO.FC.115 Crew resource management (CRM) training 126
ORO.FC.120 Operator conversion training 126
ORO.FC.125 Differences training and familiarization training 126
ORO.FC.130 Recurrent training and checking 126
ORO.FC.135 Pilot qualification to operate in either pilot’s seat 127
ORO.FC.140 Operation on more than one type or variant 127
ORO.FC.145 Provision of training 127
SECTION 2 128
Additional requirements for commercial air transport operations 128
ORO.FC.200 Composition of flight crew 128
ORO.FC.201 In-flight relief of flight crew members 128
ORO.FC.202 Single-pilot operations under IFR or at night 129
ORO.FC.205 Command course 130
ORO.FC.215 Initial operator’s crew resource management (CRM) training 131
ORO.FC.220 Operator conversion training and checking 131
ORO.FC.230 Recurrent training and checking 132
ORO.FC.235 Pilot qualification to operate in either pilot’s seat 133
ORO.FC.240 Operation on more than one type or variant 134
ORO.FC.A.245 Alternative training and qualification programme 134
ORO.FC.A.250 Commanders holding a CPL(A) 135
ORO.FC.H.250 Commanders holding a CPL(H) 136
SECTION 3 137
Additional requirements for commercial specialized operations and CAT operations referred to in
ORO.FC.005 (b)(1) and (2) 137
ORO.FC.330 Recurrent training and checking — operator proficiency check 137

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SUBPART CC 138
CABIN CREW 138
ORO.CC.005 Scope 138
SECTION 1 139
General requirements 139
ORO.CC.100 Number and composition of cabin crew 139
ORO.CC.110 Conditions for assignment to duties 139
ORO.CC.115 Conduct of training courses and associated checking 140
ORO.CC.120 Initial training course 140
ORO.CC.125 Aircraft type specific training and operator conversion training 141
ORO.CC.130 Differences training 142
ORO.CC.135 Familiarization 142
ORO.CC.140 Recurrent training 143
ORO.CC.145 Refresher training 144
SECTION 2 146
Additional requirements for commercial air transport operations 146
ORO.CC.200 Senior cabin crew member 146
ORO.CC.205 Reduction of the number of cabin crew during ground operations and in unforeseen
circumstances 146
ORO.CC.210 Additional conditions for assignment to duties 147
ORO.CC.215 Training and checking programs and related documentation 147
ORO.CC.250 Operation on more than one aircraft type or variant 147
ORO.CC.255 Single cabin crew member operations 148
SUBPART TC 149
TECHNICAL CREW IN HEMS, HHO OR NVIS OPERATIONS 149
ORO.TC.100 Scope 149
ORO.TC.105 Conditions for assignment to duties 149
ORO.TC.110 Training and checking 149
ORO.TC.115 Initial training 150
ORO.TC.120 Operator conversion training 150
ORO.TC.125 Differences training 150
ORO.TC.130 Familiarization flights 150
ORO.TC.135 Recurrent training 151
ORO.TC.140 Refresher training 151
SUBPART FTL 152
FLIGHT AND DUTY TIME LIMITATIONS AND REST REQUIREMENTS 152
SECTION 1 152
General 152
ORO.FTL.100 Scope 152

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ORO.FTL.105 Definitions 152

ORO.FTL.110 Operator responsibilities 155
ORO.FTL.115 Crew member responsibilities 155
ORO.FTL.120 Fatigue risk management (FRM) 156
ORO.FTL.125 Flight time specification schemes 156
SECTION 2 158
Commercial Air Transport Operators 158
ORO.FTL.200 Home base 158
ORO.FTL.205 Flight duty period (FDP) 158
ORO.FTL.210 Flight times and duty periods 161
ORO.FTL.215 Positioning 161
ORO.FTL.220 Split duty 161
ORO.FTL.225 Standby and duties at the airport 162
ORO.FTL.230 Reserve 162
ORO.FTL.235 Rest periods 163
ORO.FTL.240 Nutrition 163
ORO.FTL.245 Records of home base, flight times, duty and rest periods 164
ORO.FTL.250 Fatigue management training 164
CERTIFICATION SPECIFICATIONS AND GUIDANCE MATERIAL 165
FOR COMMERCIAL AIR TRANSPORT BY AEROPLANE- SCHEDULED AND CHARTER OPERATIONS 165
CS FTL.1.100 Applicability 165
CS FTL.1.200 Home base 165
GM1 CS FTL.1.200 Home base 165
CS FTL.1.205 Flight duty period (FDP) 165
CS FTL.1.220 Split duty 169
CS FTL.1.225 Standby 169
CS FTL.1.230 Reserve 170
CS FTL.1.235 Rest periods 170
APPENDIX I ............................................................................................................................ 173
Part-CAT 174
COMMERCIAL AIR TRANSPORT OPERATIONS 174
SUBPART A 175
GENERAL REQUIREMENTS 175
CAT.GEN.100 Competent authority 175
CAT.GEN.105 touring motor gliders, powered sailplanes 175
SECTION 1 176
Motor-powered aircraft 176
CAT.GEN.MPA.100 Crew responsibilities 176
CAT.GEN.MPA.105 Responsibilities of the commander 176

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CAT.GEN.MPA.110 Authority of the commander 178

CAT.GEN.MPA.115 Personnel or crew members other than cabin crew in the passenger
compartment 178
CAT.GEN.MPA.120 Common language 178
CAT.GEN.MPA.124 taxiing of aircraft 178
CAT.GEN.MPA.125 taxiing of aeroplanes 178
CAT.GEN.MPA.130 Rotor engagement — helicopters 179
CAT.GEN.MPA.135 Admission to the flight crew compartment 179
CAT.GEN.MPA.140 Portable electronic devices 179
CAT.GEN.MPA.145 Information on emergency and survival equipment carried 179
CAT.GEN.MPA.150 Ditching — aeroplanes 180
CAT.GEN.MPA.155 Carriage of weapons of war and munitions of war 180
CAT.GEN.MPA.160 Carriage of sporting weapons and ammunition 180
CAT.GEN.MPA.161 Carriage of sporting weapons and ammunition — alleviations 180
CAT.GEN.MPA.165 Method of carriage of persons 180
CAT.GEN.MPA.170 Alcohol and drugs 181
CAT.GEN.MPA.170 Psychoactive substances 181
CAT.GEN.MPA.175 Endangering safety 181
CAT.GEN.MPA.175 Endangering safety 181
CAT.GEN.MPA.180 Documents, manuals and information to be carried 182
CAT.GEN.MPA.185 Information to be retained on the ground 183
CAT.GEN.MPA.190 Provision of documentation and records 183
CAT.GEN.MPA.195 Preservation, production and use of flight recorder recordings 184
CAT.GEN.MPA.200 Transport of dangerous goods 184
CAT.GEN.MPA.205 Aircraft tracking system — Aeroplanes 185
CAT.GEN.MPA.210 Location of an aircraft in distress — Aeroplanes 186
CAT.GEN.MPA.215 Support programme 186
SECTION 2 187
Non- motor-powered aircraft 187
CAT.GEN.NMPA.100 Responsibilities of the commander 187
CAT.GEN.NMPA.105 188
CAT.GEN.NMPA.110 Authority of the commander 188
CAT.GEN.NMPA.115 Common language 188
CAT.GEN.NMPA.120 Portable electronic devices 188
CAT.GEN.NMPA.125 Information on emergency and survival equipment carried 188
CAT.GEN.NMPA.130 Alcohol and drugs 189
CAT.GEN.NMPA.135 Endangering safety 189
CAT.GEN.NMPA.140 Documents, manuals and information to be carried 189
CAT.GEN.NMPA.145 Provision of documentation and records 190

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CAT.GEN.NMPA.150 Transport of dangerous goods 190

SUBPART B 191
OPERATING PROCEDURES 191
SECTION 1 191
Motor-powered aircraft 191
CAT.OP.MPA.100 Use of air traffic services 191
CAT.OP.MPA.105 Use of aerodromes and operating sites 191
CAT.OP.MPA.106 Use of isolated aerodromes — aeroplanes 191
CAT.OP.MPA.107 Adequate aerodrome 191
CAT.OP.MPA.110 Aerodrome operating minima 192
CAT.OP.MPA.115 Approach flight technique — aeroplanes 193
CAT.OP.MPA.120 Airborne radar approaches (ARAs) for over water operations 193
— helicopters 193
CAT.OP.MPA.125 Instrument departure and approach procedures 193
CAT.OP.MPA.126 Performance-based navigation 194
CAT.OP.MPA.130 Noise abatement procedures — aeroplanes 194
CAT.OP.MPA.131 Noise abatement procedures — helicopters 194
CAT.OP.MPA.135 Routes and areas of operation — general 194
CAT.OP.MPA.136 Routes and areas of operation — single-engine aeroplanes 195
CAT.OP.MPA.137 Routes and areas of operation — helicopters 195
CAT.OP.MPA.140 Maximum distance from an adequate aerodrome for two- engine aeroplanes
without an ETOPS approval 195
CAT.OP.MPA.150 Fuel policy 196
CAT.OP.MPA.151 Fuel policy - alleviations 197
CAT.OP.MPA.155 Carriage of special categories of passengers (SCPs) 198
CAT.OP.MPA.160 Stowage of baggage and cargo 198
CAT.OP.MPA.165 Passenger seating 198
CAT.OP.MPA.170 Passenger briefing 199
CAT.OP.MPA.175 Flight preparation 199
CAT.OP.MPA.180 Selection of aerodromes — aeroplanes 199
CAT.OP.MPA.181 Selection of aerodromes and operating sites — helicopters 200
CAT.OP.MPA.182 Destination aerodromes — instrument approach operations 201
CAT.OP.MPA.185 Planning minima for IFR flights — aeroplanes 201
CAT.OP.MPA.186 Planning minima for IFR flights — helicopters 202
CAT.OP.MPA.190 Submission of the ATS flight plan 203
CAT.OP.MPA.195 Refueling/defueling with passengers embarking, on board or disembarking 203
CAT.OP.MPA.200 Refueling/defueling with wide-cut fuel 203
CAT.OP.MPA.205 Push back and towing — aeroplanes 203
CAT.OP.MPA.210 Crew members at stations 203

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CAT.OP.MPA.215 Use of headset — aeroplanes 204

CAT.OP.MPA.216 Use of headset — helicopters 204
CAT.OP.MPA.220 Assisting means for emergency evacuation 204
CAT.OP.MPA.225 Seats, safety belts and restraint systems 205
CAT.OP.MPA.230 Securing of passenger compartment and galley(s) 205
CAT.OP.MPA.235 Life-jackets — helicopters 205
CAT.OP.MPA.240 Smoking on board 205
CAT.OP.MPA.245 Meteorological conditions — all aircraft 206
CAT.OP.MPA.246 Meteorological conditions — aeroplanes 206
CAT.OP.MPA.247 Meteorological conditions — helicopters 206
CAT.OP.MPA.250 Ice and other contaminants — ground procedures 207
CAT.OP.MPA.255 Ice and other contaminants — flight procedures 207
CAT.OP.MPA.260 Fuel and oil supply 207
CAT.OP.MPA.265 Take-off conditions 207
CAT.OP.MPA.270 Minimum flight altitudes 207
CAT.OP.MPA.275 Simulated abnormal situations in flight 208
CAT.OP.MPA.280 In-flight fuel management — aeroplanes 208
CAT.OP.MPA.281 In-flight fuel management — helicopters 209
CAT.OP.MPA.285 Use of supplemental oxygen 209
CAT.OP.MPA.290 Ground proximity detection 209
CAT.OP.MPA.295 Use of airborne collision avoidance system (ACAS) 210
CAT.OP.MPA.300 Approach and landing conditions 210
CAT.OP.MPA.305 Commencement and continuation of approach 210
CAT.OP.MPA.310 Operating procedures threshold crossing height aeroplanes 211
CAT.OP.MPA.315 Flight hours reporting — helicopters 211
CAT.OP.MPA.320 Aircraft categories 211
SECTION 2 212
Non- motor-powered aircraft 212
CAT.OP. NMPA.100 Use of aerodromes and operating sites 212
CAT.OP. NMPA.105 Noise abatement procedures —powered sailplanes 212
CAT.OP. NMPA.110 212
CAT.OP.NMPA.115 Carriage of special categories of passengers (SCPs) 212
CAT.OP.NMPA.120 Passenger briefing 212
CAT.OP. NMPA.125 Flight preparation 212
CAT.OP. NMPA.130 Submission of the ATS flight plan 212
CAT.OP. NMPA.135 213
CAT.OP. NMPA.140 Smoking on board 213
CAT.OP. NMPA.145 Meteorological conditions 213
CAT.OP. NMPA.150 Ice and other contaminants — ground procedures 213

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CAT.OP. NMPA.155 Take-off conditions 213

CAT.OP. NMPA.160 Simulated abnormal situations in flight 213
CAT.OP.NMPA.165 213
CAT.OP. NMPA.170 Use of supplemental oxygen 213
CAT.OP. NMPA.175 Approach and landing conditions 213
CAT.OP. NMPA.180 214
CAT.OP. NMPA.185 Operational limitations — sailplanes 214
SUBPART C 215
AIRCRAFT PERFORMANCE AND OPERATING LIMITATIONS 215
SECTION 1 216
Aeroplanes 216
CHAPTER 1 216
General requirements 216
CAT.POL. A.100 Performance classes 216
CAT.POL. A.105 General 216
CHAPTER 2 217
Performance class A 217
CAT.POL. A.200 General 217
CAT.POL. A.205 Take-off 217
CAT.POL.A.210 Take-off obstacle clearance 218
CAT.POL. A.215 En-route — one-engine-inoperative (OEI) 219
CAT.POL. A.220 En-route — aeroplanes with three or more engines, two engines inoperative 220
CAT.POL.A.225 Landing — destination and alternate aerodromes 220
CAT.POL.A.230 landing — dry runways 220
CAT.POL.A.235 Landing — wet and contaminated runways 221
CAT.POL. A.240 Approval of operations with increased bank angles 222
CAT.POL.A.245 Approval of steep approach operations 222
CAT.POL.A.250 Approval of short landing operations 223
CHAPTER 3 225
Performance class B 225
CAT.POL. A.300 General 225
CAT.POL. A.305 Take-off 225
CAT.POL.A.310 Take-off obstacle clearance — multi-engine aeroplanes 225
CAT.POL. A.315 En-route — multi-engine aeroplanes 226
CAT.POL. A.320 En-route — single-engine aeroplanes 227
CAT.POL. A.325 Landing — destination and alternate aerodromes 227
CAT.POL.A.330 Landing — dry runways 227
CAT.POL.A.335 Landing — wet and contaminated runways 228
CAT.POL.A.340 Take-off and landing climb requirements 228

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CAT.POL.A.345 Approval of steep approach operations 230

CAT.POL.A.350 Approval of short landing operations 230
CHAPTER 4 232
Performance class C 232
CAT.POL.A.400 Take-off 232
CAT.POL.A.405 Take-off obstacle clearance 233
CAT.POL.A.410 En-route — all engines operating 233
CAT.POL.A.415 En-route — OEI 234
CAT.POL.A.420 En-route — aeroplanes with three or more engines, two engines inoperative 234
CAT.POL.A.425 Landing — destination and alternate aerodromes 235
CAT.POL.A.430 Landing — dry runways 235
CAT.POL.A.435 Landing — wet and contaminated runways 236
SECTION 2 237
Helicopters 237
CHAPTER 1 237
General requirements 237
CAT.POL.H.100 Applicability 237
CAT.POL.H.105 General 237
CAT.POL.H.110 Obstacle accountability 238
CHAPTER 2 240
Performance class 1 240
CAT.POL.H.200 General 240
CAT.POL.H.205 Take-off 240
CAT.POL.H.210 Take-off flight path 240
CAT.POL.H.215 En-route — critical engine inoperative 241
CAT.POL.H.220 Landing 241
CAT.POL.H.225 Helicopter operations to/from a public interest site 242
CHAPTER 3 243
Performance class 2 243
CAT.POL.H.300 General 243
CAT.POL.H.305 Operations without an assured safe forced landing capability 243
CAT.POL.H.310 Take-off 243
CAT.POL.H.315 Take-off flight path 244
CAT.POL.H.320 En-route — critical engine inoperative 244
The requirement of CAT.POL.H.215 shall be complied with. ............................................... 244
CAT.POL.H.325 Landing 244
CHAPTER 4 246
Performance class 3 246
CAT.POL.H.400 General 246

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CAT.POL.H.405 Take-off 246

CAT.POL.H.410 En-route 246
CAT.POL.H.415 Landing 247
CAT.POL.H.420 Helicopter operations over a hostile environment located outside a congested area
247
SECTION 3 248
Mass and balance 248
CHAPTER 1 248
Motor-powered air craft 248
CAT.POL.MAB.100 Mass and balance, loading 248
CAT.POL.MAB.105 Mass and balance data and documentation 249
SECTION 4 251
Sailplanes 251
CAT.POL.S.100 Operating limitations 251
CAT.POL.S.105 Weighing 251
CAT.POL.S.110 Performance 251
SECTION 5 252
SUBPART D 253
INSTRUMENTS, DATA, EQUIPMENT 253
SECTION 1 253
Aeroplanes 253
CAT.IDE.A.100 Instruments and equipment— general 253
CAT.IDE.A.105 Minimum equipment for flight 254
CAT.IDE.A.110 Spare electrical fuses 254
CAT.IDE.A.115 Operating lights 254
CAT.IDE.A.120 Equipment to clear windshield 254
CAT.IDE.A.125 Operations under VFR by day — flight and navigational instruments and associated
equipment 255
CAT.IDE.A.130 Operations under IFR or at night — flight and navigational instruments and
associated equipment 256
CAT.IDE.A.135 Additional equipment for single-pilot operation under IFR 257
CAT.IDE.A.140 Altitude alerting system 257
CAT.IDE.A.150 Terrain awareness warning system (TAWS) 258
CAT.IDE.A.155 Airborne collision avoidance system (ACAS) 258
CAT.IDE.A.160 Airborne weather detecting equipment 258
CAT.IDE. A.165 Additional equipment for operations in icing conditions at night 258
CAT.IDE. A.170 Flight crew interphone system 259
CAT.IDE.A.175 Crew member interphone system 259
CAT.IDE.A.180 Public address system 259

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CAT.IDE.A.185 Cockpit voice recorder 259

CAT.IDE.A.190 Flight data recorder 260
CAT.IDE.A.195 Data link recording 261
CAT.IDE.A.200 Combination recorder 262
CAT.IDE.A.205 Seats, seat safety belts, restraint systems and child restraint devices 262
CAT.IDE.A.210 Fasten seat belt and no smoking signs 263
CAT.IDE.A.215 Internal doors and curtains 263
CAT.IDE.A.220 First-aid kit 263
CAT.IDE.A.225 Emergency medical kit 264
CAT.IDE.A.230 First-aid oxygen 264
CAT.IDE.A.235 Supplemental oxygen — pressurized aeroplanes 265
CAT.IDE.A.240 Supplemental oxygen — non-pressurized aeroplanes 266
CAT.IDE.A.245 Crew protective breathing equipment 267
CAT.IDE.A.250 Hand fire extinguishers 267
................................................................................................................................................ 268
CAT.IDE.A.255 Crash axe and crowbar 268
CAT.IDE.A.260 Marking of break-in points 268
CAT.IDE.A.265 Means for emergency evacuation 269
CAT.IDE.A.270 Megaphones 269
CAT.IDE.A.275 Emergency lighting and marking 270
CAT.IDE.A.280 Emergency locator transmitter (ELT) 270
CAT.IDE.A.285 Flight over water 271
CAT.IDE.A.305 Survival equipment 272
CAT.IDE.A.325 Headset 273
CAT.IDE.A.330 Radio communication equipment 273
CAT.IDE.A.335 Audio selector panel 273
CAT.IDE.A.340 Radio equipment for operations under VFR over routes navigated by reference to
visual landmarks 273
CAT.IDE.A.345 Communication and navigation equipment for operations under IFR or under VFR
over routes not navigated by reference to visual landmarks 273
CAT.IDE.A.350 Transponder 274
CAT.IDE. A.355 Electronic navigation data management 274
CAT.IDE. A.355 Management of aeronautical databases 274
SECTION 2 276
Helicopters 276
CAT.IDE.H.100 Instruments and equipment— general 276
CAT.IDE.H.105 Minimum equipment for flight 276
CAT.IDE.H.115 Operating lights 277
CAT.IDE.H.125 Operations under VFR by day — flight and navigational instruments and associated
equipment 277

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CAT.IDE.H.130 Operations under IFR or at night — flight and navigational instruments and
associated equipment 278
CAT.IDE.H.135 Additional equipment for single-pilot operation under IFR 279
CAT.IDE.H.145 Radio altimeters 280
CAT.IDE.H.160 Airborne weather detecting equipment 280
CAT.IDE.H.165 Additional equipment for operations in icing conditions at night 280
CAT.IDE.H.170 Flight crew interphone system 280
CAT.IDE.H.175 Crew member interphone system 280
CAT.IDE.H.180 Public address system 280
CAT.IDE.H.185 Cockpit voice recorder 281
CAT.IDE.H.190 Flight data recorder 282
CAT.IDE.H.195 Data link recording 282
CAT.IDE.H.200 Flight data and cockpit voice combination recorder 283
CAT.IDE.H.205 Seats, seat safety belts, restraint systems and child restraint devices 283
CAT.IDE.H.210 Fasten seat belt and no smoking signs 284
CAT.IDE.H.220 First-aid kits 284
CAT.IDE.H.240 Supplemental oxygen — non-pressurized helicopters 284
................................................................................................................................................ 285
CAT.IDE.H.250 Hand fire extinguishers 285
CAT.IDE.H.260 Marking of break-in points 285
CAT.IDE.H.270 Megaphones 286
CAT.IDE.H.275 Emergency lighting and marking 286
CAT.IDE.H.280 Emergency locator transmitter (ELT) 286
CAT.IDE.H.290 Life-jackets 286
CAT.IDE. H.295 Crew survival suits 287
CAT.IDE.H.300 Life-rafts, survival ELTs and survival equipment on extended overwater flights 287
CAT.IDE.H.305 Survival equipment 288
CAT.IDE.H.310 Additional requirements for helicopters conducting offshore operations in a hostile
sea area 288
CAT.IDE.H.315 Helicopters certified for operating on water — miscellaneous equipment 289
CAT.IDE.H.320 All helicopters on flights over water — ditching 289
CAT.IDE.H.325 Headset 289
CAT.IDE.H.330 Radio communication equipment 289
CAT.IDE.H.335 Audio selector panel 290
CAT.IDE.H.340 Radio equipment for operations under VFR over routes navigated by reference to
visual landmarks 290
CAT.IDE.H.345 Communication and navigation equipment for operations under IFR or under VFR
over routes not navigated by reference to visual landmarks 290
CAT.IDE.H.350 Transponder 290
SECTION 3 291

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Sailplanes 291
CAT.IDE.S.100 Instruments and equipment — general 291
CAT.IDE.S.105 Minimum equipment for flight 291
CAT.IDE.S.110 Operations under VFR — flight and navigational instruments 291
CAT.IDE.S.115 Cloud flying — flight and navigational instruments 292
CAT.IDE.S.120 Seats and restraint systems 292
CAT.IDE.S.125 Supplemental oxygen 292
CAT.IDE.S.130 Flight over water 292
CAT.IDE.S.135 Survival equipment 293
CAT.IDE.S.140 Radio communication equipment 293
CAT.IDE.S.145 Navigation equipment 293
CAT.IDE.S.150 Transponder 293
Section 4 294
SPECIFIC APPROVALS 295
Part SPA 296
SPECIFIC APPROVALS 296
SUBPART A 296
GENERAL REQUIREMENTS 296
SPA.GEN.100 Competent authority 296
SPA.GEN.105 Application for a specific approval 296
SPA.GEN.110 Privileges of an operator holding a specific approval 297
SPA.GEN.115 Changes to a specific approval 297
SPA.GEN.120 Continued validity of a specific approval 297
SUBPART B 298
PERFORMANCE-BASED NAVIGATION (PBN) OPERATIONS 298
SPA.PBN.100 PBN operations 298
SPA.PBN.105 PBN operational approval 298
SUBPART C 299
OPERATIONS WITH SPECIFIED MINIMUM N A VI G A TI O N PERFORMANCE (MNPS) 299
SPA.MNPS.100 MNPS operations 299
SPA.MNPS.105 MNPS operational approval 299
SUBPART D 300
OPERATIONS IN AIRSPACE WITH REDUCED VERTICAL SEPARATION MINIMA (RVSM) 300
SPA.RVSM.100 R V S M operations 300
SPA.RVSM.105 RVSM operational approval 300
SPA.RVSM.110 RVSM equipment requirements 300
SPA.RVSM.115 RVSM height-keeping errors 300
SUBPART E 302
LOW VISIBILITY OPERATIONS (LVO) 302

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SPA.LVO.100 Low visibility operations 302

SPA.LVO.105 LVO approval 302
SPA.LVO.110 General operating requirements 302
SPA.LVO.115 Aerodrome related requirements 303
SPA.LVO.120 Flight crew training and qualifications 303
SPA.LVO.125 Operating procedures 304
SPA.LVO.130 Minimum equipment 304
SUBPART F 305
EXTENDED RANGE OPERATIONS WITH TWO-ENGINED AEROPLANES (ETOPS) 305
SPA.ETOPS.100 ETOPS 305
SPA.ETOPS.105 ETOPS operational approval 305
SPA.ETOPS.110 ETOPS en-route alternate aerodrome 305
SPA.ETOPS.115 ETOPS en-route alternate aerodrome planning minima 305
SUBPART G 307
TRANSPORT OF DANGEROUS GOODS 307
SPA.DG.100 Transport of dangerous goods 307
SPA.DG.105 Approval to transport dangerous goods 307
SPA.DG.110 Dangerous goods information and documentation 307
SUBPART H 309
HELICOPTER OPERATIONS WITH NIGHT VISION IMAGING SYSTEMS 309
SPA.NVIS.100 Night vision imaging system (NVIS) operations 309
SPA.NVIS.110 Equipment requirements for NVIS operations 309
SPA.NVIS.120 NVIS operating minima 310
SPA.NVIS.130 Crew requirements for NVIS operations 310
SPA.NVIS.140 Information and documentation 310
SUBPART I 312
HELICOPTER 312
HOIST OPERATIONS 312
SPA.HHO.100 Helicopter hoist operations (HHO) 312
SPA.HHO.110 Equipment requirements for HHO 312
SPA.HHO.115 HHO communication 312
SPA.HHO.125 Performance requirements for HHO 312
SPA.HHO.130 Crew requirements for HHO 312
SPA.HHO.135 HHO passenger briefing 314
SPA.HHO.140 Information and documentation 314
SUBPART J 315
HELICOPTER EMERGENCY MEDICAL SERVICE OPERATIONS 315
SPA.HEMS.100 Helicopter emergency medical service (HEMS) operations 315
SPA.HEMS.110 Equipment requirements for HEMS operations 315

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SPA.HEMS.115 Communication 315

SPA.HEMS.120 HEMS operating minima 315
SPA.HEMS.125 Performance requirements for HEMS operations 316
SPA.HEMS.130 Crew requirements 317
SPA.HEMS.135 HEMS medical passenger and other personnel briefing 318
SPA.HEMS.140 Information and documentation 319
SPA.HEMS.145 HEMS operating base facilities 319
SPA.HEMS.150 Fuel supply 319
SPA.HEMS.155 Refueling with passengers embarking, on board or disembarking 319
SUBPART K 320
HELICOPTER OFFSHORE OPERATIONS 320
SPA.HOFO.100 Helicopter offshore operations (HOFO) 320
SPA.HOFO.105 Approval for helicopter offshore operations 320
SPA.HOFO.110 Operating procedures 320
SPA.HOFO.115 Use of offshore locations 321
SPA.HOFO.120 Selection of aerodromes and operating sites 321
SPA.HOFO.125 Airborne radar approaches (ARAs) to offshore locations — CAT operations 322
SPA.HOFO.130 Meteorological conditions 322
SPA.HOFO.135 Wind limitations for operations to offshore locations 323
SPA.HOFO.140 Performance requirements at offshore locations 323
SPA.HOFO.145 Flight data monitoring (FDM) system 323
SPA.HOFO.150 Aircraft tracking system 323
SPA.HOFO.155 Vibration health monitoring (VHM) system 323
SPA.HOFO.160 Equipment requirements 324
SPA.HOFO.165 Additional procedures and equipment for operations in a hostile environment 324
SPA.HOFO.170 Crew requirements 326
SUBPART L 328
SINGLE-ENGINED TURBINE AEROPLANE OPERATIONS AT NIGHT OR IN INSTRUMENT
METEOROLOGICAL CONDITIONS (SET-IMC) 328
SPA.SET-IMC.100 SET-IMC operations 328
SPA.SET-IMC.105 SET-IMC operations approval 328
Part NCC 329
Non-commercial Air Operations with Complex Motor- Powered Aircraft 329
SUBPART A 330
GENERAL REQUIREMENTS 330
NCC.GEN.100 Competent authority 330
NCC.GEN.105 Crew responsibilities 330
NCC.GEN.106 Pilot-in-command responsibilities and authority 330
NCC.GEN.110 Compliance with laws, regulations and procedures 332

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NCC.GEN.115 Common language 333

NCC.GEN.119 Taxiing of aircraft 333
NCC.GEN.120 Taxiing of aeroplanes 333
NCC.GEN.125 Rotor engagement — helicopters 333
NCC.GEN.130 Portable electronic devices 333
NCC.GEN.135 Information on emergency and survival equipment carried 333
NCC.GEN.140 Documents, manuals and information to be carried 333
NCC.GEN.145 Preservation, production and use of flight recorder recordings 334
NCC.GEN.150 Transport of dangerous goods 335
SUBPART B 337
OPERATIONAL PROCEDURES 337
NCC.OP.100 Use of aerodromes and operating sites 337
NCC.OP.105 Specification of isolated aerodromes — aeroplanes 337
NCC.OP.110 Aerodrome operating minima — general 337
NCC.OP.111 Aerodrome operating minima — NPA, APV, CAT I operations 338
NCC.OP.112 Aerodrome operating minima — circling operations with aeroplanes 339
NCC.OP.113 Aerodrome operating minima — onshore circling operations with helicopters 340
NCC.OP.115 Departure and approach procedures 340
NCC.OP.116 Performance-based navigation — aeroplanes and helicopters 340
NCC.OP.120 Noise abatement procedures 341
NCC.OP.125 Minimum obstacle clearance altitudes — IFR flights 341
NCC.OP.130 Fuel and oil supply — aeroplanes 341
NCC. OP.131 Fuel and oil supply — helicopters 342
NCC.OP.135 Stowage of baggage and cargo 342
NCC.OP.140 Passenger briefing 343
NCC.OP.145 Flight preparation 343
NCC.OP.150 Take-off alternate aerodromes — aeroplanes 343
NCC.OP.151 Destination alternate aerodromes — aeroplanes 344
NCC.OP.152 Destination alternate aerodromes — helicopters 344
NCC.OP.153 Destination aerodromes — instrument approach operations 345
NCC.OP.155 Refueling with passengers embarking, on board or disembarking 345
NCC.OP.160 Use of headset 345
NCC.OP.165 Carriage of passengers 346
NCC.OP.170 Securing of passenger compartment and galley(s) 346
NCC.OP.175 Smoking on board 346
NCC.OP.180 Meteorological conditions 347
NCC.OP.185 Ice and other contaminants — ground procedures 347
NCC.OP.190 Ice and other contaminants — flight procedures 347
NCC.OP.195 Take-off conditions 347

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NCC.OP.200 Simulated situations in flight 348

NCC.OP.205 In-flight fuel management 348
NCC.OP.210 Use of supplemental oxygen 348
NCC.OP.215 Ground proximity detection 348
NCC.OP.220 Airborne collision avoidance system (ACAS) 348
NCC.OP.225 Approach and landing conditions 348
NCC.OP.230 Commencement and continuation of approach 349
SUBPART C 350
AIRCRAFT PERFORMANCE AND OPERATING LIMITATIONS 350
NCC.POL.100 Operating limitations — all aircraft 350
NCC.POL.105 Mass and balance, loading 350
NCC.POL.110 Mass and balance data and documentation 352
NCC.POL.111 Mass and balance data and documentation — alleviations 353
NCC.POL.115 Performance — general 353
NCC.POL.120 Take-off mass limitations — aeroplanes 353
NCC.POL.125 Take-off — aeroplanes 354
NCC.POL.130 En-route — one engine inoperative — aeroplanes 354
NCC.POL.135 Landing — aeroplanes 355
SUBPART D 356
INSTRUMENTS, DATA AND EQUIPMENT 356
SECTION 1 357
Aeroplanes 357
NCC.IDE.A.100 Instruments and equipment — general 357
NCC.IDE.A.105 Minimum equipment for flight 358
NCC.IDE.A.110 Spare electrical fuses 358
NCC.IDE.A.115 Operating lights 358
NCC.IDE.A.120 Operations under VFR — flight and navigational instruments and associated
equipment 358
NCC.IDE.A.125 Operations under IFR — flight and navigational instruments and associated
equipment 359
NCC.IDE.A.130 Additional equipment for single-pilot operations under IFR 361
NCC.IDE.A.135 Terrain awareness warning system (TAWS) 361
NCC.IDE.A.140 Airborne collision avoidance system (ACAS) 361
NCC.IDE.A.145 Airborne weather detecting equipment 361
NCC.IDE.A.150 Additional equipment for operations in icing conditions at night 361
NCC.IDE.A.155 Flight crew interphone system 361
NCC.IDE.A.160 Cockpit voice recorder 362
NCC.IDE.A.165 Flight data recorder 363
NCC.IDE.A.170 Data link recording 363

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NCC.IDE.A.175 Flight data and cockpit voice combination recorder 364

NCC.IDE.A.180 Seats, seat safety belts, restraint systems and child restraint devices 364
NCC.IDE.A.185 Fasten seat belt and no smoking signs 365
NCC.IDE.A.190 First-aid kit 365
NCC.IDE.A.195 Supplemental oxygen — pressurized aeroplanes 366
NCC.IDE.A.200 Supplemental oxygen — non-pressurized aeroplanes 366
NCC.IDE.A.205 Hand fire extinguishers 367
NCC.IDE.A.206 Crash axe and crowbar 367
NCC.IDE.A.210 Marking of break-in points 367
NCC.IDE.A.215 Emergency locator transmitter (ELT) 368
NCC.IDE.A.220 Flight over water 368
NCC.IDE.A.230 Survival equipment 369
NCC.IDE.A.240 Headset 369
NCC.IDE.A.245 Radio communication equipment 369
NCC.IDE.A.250 Navigation equipment 370
NCC.IDE.A.255 Transponder 370
NCC.IDE.A.260 Electronic navigation data management 370
NCC.IDE. A.260 Management of aeronautical databases 371
SECTION 2 372
Helicopters 372
NCC.IDE.H.100 Instruments and equipment — general 372
NCC.IDE.H.105 Minimum equipment for flight 372
NCC.IDE.H.115 Operating lights 373
NCC.IDE.H.120 Operations under VFR — flight and navigational instruments and associated
equipment 373
NCC.IDE.H.125 Operations under IFR— flight and navigational instruments and associated
equipment 374
NCC.IDE.H.130 Additional equipment for single-pilot operations under IFR 375
NCC.IDE.H.145 Airborne weather detecting equipment 375
NCC.IDE.H.150 Additional equipment for operations in icing conditions at night 375
NCC.IDE.H.155 Flight crew interphone system 375
NCC.IDE.H.160 Cockpit voice recorder 376
NCC.IDE.H.165 Flight data recorder 376
NCC.IDE.H.170 Data link recording 377
NCC.IDE.H.175 Flight data and cockpit voice combination recorder 377
NCC.IDE.H.180 Seats, seat safety belts, restraint systems and child restraint devices 378
NCC.IDE.H.185 Fasten seat belt and no smoking signs 378
NCC.IDE.H.190 First-aid kit 378
NCC.IDE.H.200 Supplemental oxygen — non-pressurized helicopters 378

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NCC.IDE.H.205 Hand fire extinguishers 379

NCC.IDE.H.210 Marking of break-in points 379
NCC.IDE.H.215 Emergency locator transmitter (ELT) 379
NCC.IDE.H.225 Life-jackets 380
NCC.IDE.H.226 Crew survival suits 380
NCC.IDE.H.227 Life-rafts, survival ELTs and survival equipment on extended overwater flights 381
NCC.IDE.H.230 Survival equipment 381
NCC.IDE.H.231 Additional requirements for helicopters conducting offshore operations in a hostile
sea area 382
NCC.IDE.H.232 Helicopters certified for operating on water — miscellaneous equipment 382
NCC.IDE.H.235 All helicopters on flights over water — ditching 383
NCC.IDE.H.240 Headset 383
NCC.IDE.H.245 Radio communication equipment 383
NCC.IDE.H.250 Navigation equipment 383
NCC.IDE.H.255 Transponder 384
NCC.IDE. H.260 Management of aeronautical databases 384
Part-NCO 385
Non-commercial Air Operations with Other-Than Complex Motor-Powered Aircraft 385
SUBPART A 386
GENERAL REQUIREMENTS 386
NCO.GEN.100 Competent authority 386
NCO.GEN.101 Means of compliance 386
NCO.GEN.102 Touring motor gliders, powered sailplanes 386
NCO.GEN.103 Introductory flights 386
NCO.GEN.105 Pilot-in-command responsibilities and authority 386
NCO.GEN.106 388
NCO.GEN.110 Compliance with laws, regulations and procedure 388
NCO.GEN.115 taxiing of aeroplanes 388
NCO.GEN.120 Rotor engagement — helicopters 389
NCO.GEN.125 Portable electronic devices 389
NCO.GEN.130 Information on emergency and survival equipment carried 389
NCO.GEN.135 Documents, manuals and information to be carried 389
NCO.GEN.140 Transport of dangerous goods 390
NCO.GEN.145 Immediate reaction to a safety problem 391
NCO.GEN.150 Journey log 391
NCO.GEN.155 Minimum equipment list 391
SUBPART B 392
OPERATIONAL PROCEDURES 392
NCO.OP.100 Use of aerodromes and operating sites 392

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NCO.OP.105 Specification of isolated aerodromes — aeroplanes 392

NCO.OP.110 Aerodrome operating minima — aeroplanes and helicopters 392
NCO.OP.111 Aerodrome operating minima — NPA, APV, CAT I operations 393
NCO.OP.112 Aerodrome operating minima — circling operations with aeroplanes 394
NCO.OP.113 Aerodrome operating minima onshore circling operations with helicopters 395
NCO.OP.115 Departure and approach procedures — aeroplanes and helicopters 395
NCO.OP.116 Performance-based navigation — aeroplanes and helicopters 395
NCO.OP.120 Noise abatement procedures — aeroplanes, helicopters and powered sailplanes 395
NCO.OP.121 395
NCO.OP.125 Fuel and oil supply — aeroplanes 396
NCO.OP.126 Fuel and oil supply — helicopters 396
NCO.OP.127 397
NCO.OP.130 Passenger briefing 397
NCO.OP.135 Flight preparation 397
NCO.OP.140 Destination alternate aerodromes — aeroplanes 398
NCO.OP.141 Destination alternate aerodromes — helicopters 398
NCO.OP.142 Destination aerodromes — instrument approach operations 399
NCO.OP.145 Refueling with passengers embarking, on board or disembarking 399
NCO.OP.150 Carriage of passengers 399
NCO.OP.155 Smoking on board — aeroplanes and helicopters 399
NCO.OP.156 Smoking on board — sailplanes 399
NCO.OP.160 Meteorological conditions 400
NCO.OP.165 Ice and other contaminants — ground procedures 400
NCO.OP.170 Ice and other contaminants — flight procedures 400
NCO.OP.175 Take-off conditions — aeroplanes and helicopters 400
NCO.OP.176 400
NCO.OP.180 Simulated situations in flight 400
NCO.OP.185 In-flight fuel management 401
NCO.OP.190 Use of supplemental oxygen 401
NCO.OP.195 Ground proximity detection 401
NCO.OP.200 Airborne collision avoidance system (ACAS II) 401
NCO.OP.205 Approach and landing conditions — aeroplanes and helicopters 401
NCO.OP.210 Commencement and continuation of approach — aeroplanes and helicopters 402
NCO.OP.215 402
NCO.OP.220 Airborne collision avoidance system (ACAS II) 402
SUBPART C 403
AIRCRAFT PERFORMANCE AND OPERATING LIMITATIONS 403
NCO.POL.100 Operating limitations — all aircraft 403
NCO.POL.105 Weighing 403

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NCO.POL.110 Performance — general 403

SUBPART D 404
INSTRUMENTS, DATA AND EQUIPMENT 404
SECTION 1 404
Aeroplanes 404
NCO.IDE.A.100 Instruments and equipment — general 404
NCO.IDE.A.105 Minimum equipment for flight 405
NCO.IDE.A.110 Spare electrical fuses 405
NCO.IDE.A.115 Operating lights 405
NCO.IDE.A.120 Operations under VFR — flight and navigational instruments and associated
equipment 405
NCO.IDE.A.125 Operations under IFR — flight and navigational instruments and associated
equipment 406
NCO.IDE.A.130 Terrain awareness warning system (TAWS) 407
NCO.IDE.A.135 Flight crew interphone system 407
NCO.IDE.A.140 Seats, seat safety belts, restraint systems and child restraint devices 407
NCO.IDE.A.145 First-aid kit 407
NCO.IDE.A.150 Supplemental oxygen — pressurized aeroplanes 408
NCO.IDE.A.155 Supplemental oxygen — non-pressurized aeroplanes 408
NCO.IDE.A.160 Hand fire extinguishers 409
NCO.IDE.A.165 Marking of break-in points 409
NCO.IDE.A.170 Emergency locator transmitter (ELT) 409
NCO.IDE.A.175 Flight over water 410
NCO.IDE.A.180 Survival equipment 410
NCO.IDE.A.190 Radio communication equipment 411
NCO.IDE.A.195 Navigation equipment 411
NCO.IDE.A.200 Transponder 411
SECTION 2 412
Helicopters 412
NCO.IDE.H.100 Instruments and equipment — general 412
NCO.IDE.H.105 Minimum equipment for flight 412
NCO.IDE.H.115 Operating lights 413
NCO.IDE.H.120 Operations under VFR — flight and navigational instruments and associated
equipment 413
NCO.IDE.H.125 Operations under IFR — flight and navigational instruments and associated
equipment 414
NCO.IDE.H.126 Additional equipment for single pilot operations under IFR 414
NCO.IDE.H.135 Flight crew interphone system 414
NCO.IDE.H.140 Seats, seat safety belts, restraint systems and child restraint devices 415
NCO.IDE.H.145 First-aid kit 415

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NCO.IDE.H.155 Supplemental oxygen — non-pressurized helicopters 415

NCO.IDE.H.160 Hand fire extinguishers 415
NCO.IDE.H.165 Marking of break-in points 416
NCO.IDE.H.170 Emergency locator transmitter (ELT) 416
NCO.IDE.H.175 Flight over water 417
NCO.IDE.H.180 Survival equipment 417
NCO.IDE.H.185 All helicopters on flights over water — ditching 418
NCO.IDE.H.190 Radio communication equipment 418
NCO.IDE.H.195 Navigation equipment 418
NCO.IDE.H.200 Transponder 419
SECTION 3 420
Sailplanes 420
NCO.IDE.S.100 Instruments and equipment — general 420
NCO.IDE.S.105 Minimum equipment for flight 420
NCO.IDE.S.115 Operations under VFR — flight and navigational instruments 420
NCO.IDE.S.120 Cloud flying — flight and navigational instruments 421
NCO.IDE.S.125 Seats and restraint systems 421
NCO.IDE.S.130 Supplemental oxygen 421
NCO.IDE.S.135 Flight over water 422
NCO.IDE.S.140 Survival equipment 422
NCO.IDE.S.145 Radio communication equipment 422
NCO.IDE.S.150 Navigation equipment 422
NCO.IDE.S.155 Transponder 423
SECTION 4 424
Reserved 424
SUBPART E 425
SPECIFIC REQUIREMENTS 425
SECTION 1 425
General 425
NCO.SPEC.100 Scope 425
NCO.SPEC.105 Checklist 425
NCO.SPEC.110 Pilot-in-command responsibilities and authority 425
NCO.SPEC.115 Crew responsibilities 426
NCO.SPEC.120 Task specialists responsibilities 426
NCO.SPEC.125 Safety briefing 427
NCO.SPEC.130 Minimum obstacle clearance altitudes — IFR flights 427
NCO.SPEC.135 Fuel and oil supply — aeroplanes 427
NCO.SPEC.140 Fuel and oil supply — helicopters 427
NCO.SPEC.145 Simulated situations in flight 427

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NCO.SPEC.150 Ground proximity detection 428

NCO.SPEC.155 Airborne collision avoidance system (ACAS II) 428
NCO.SPEC.160 Release of dangerous goods 428
NCO.SPEC.165 Carriage and use of weapons 428
NCO.SPEC.170 Performance and operating criteria — aeroplanes 428
NCO.SPEC.175 Performance and operating criteria — helicopters 428
SECTION 2 430
Helicopter external sling load operations (HESLO) 430
NCO.SPEC.HESLO.100 Checklist 430
NCO.SPEC.HESLO.105 Specific HESLO equipment 430
NCO.SPEC.HESLO.110 Transportation of dangerous goods 430
SECTION 3 431
Human external cargo operations (HEC) 431
NCO.SPEC.HEC.100 Checklist 431
NCO.SPEC.HEC.105 Specific HEC equipment 431
SECTION 4 432
Parachute operations (PAR) 432
NCO.SPEC.PAR.100 Checklist 432
NCO.SPEC.PAR.105 Carriage of crew members and task specialists 432
NCO.SPEC.PAR.110 Seats 432
NCO.SPEC.PAR.115 Supplemental oxygen 432
NCO.SPEC.PAR.120 Release of dangerous goods 432
SECTION 5 433
Aerobatic flights (ABF) 433
NCO.SPEC.ABF.100 Checklist 433
NCO.SPEC.ABF.105 Documents and information 433
NCO.SPEC.ABF.110 Equipment 433
Part-SPO 434
SPECIALISED OPERATIONS 434
Part-SPO 435
SPECIALISED OPERATIONS 435
SPO.GEN.005 Scope 435
SUBPART A 436
GENERAL REQUIREMENTS 436
SPO.GEN.100 Competent authority 436
SPO.GEN.101 Means of compliance 436
SPO.GEN.102 Touring motor gliders, -powered sailplanes 436
SPO.GEN.105 Crew responsibilities 436
SPO.GEN.106 Task specialists responsibilities 437

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SPO.GEN.107 Pilot-in-command responsibilities and authority 437

SPO.GEN.108 439
SPO.GEN.110 Compliance with laws, regulations and procedures 439
SPO.GEN.115 Common language 439
SPO.GEN.119 Taxiing of aircraft 439
SPO.GEN.120 Taxiing of aeroplanes 439
SPO.GEN.125 Rotor engagement 440
SPO.GEN.130 Portable electronic devices 440
SPO.GEN.135 Information on emergency and survival equipment carried 440
SPO.GEN.140 Documents, manuals and information to be carried 440
SPO.GEN.145 Preservation, production and use of flight recorder recordings operations with
complex motor-powered aircraft 441
SPO.GEN.150 Transport of dangerous goods 442
SPO.GEN.155 Release of dangerous goods 443
SPO.GEN.160 Carriage and use of weapons 443
SPO.GEN.165 Admission to the flight crew compartment 443
SUBPART B 445
OPERATIONAL PROCEDURES 445
SPO.OP.100 Use of aerodromes and operating sites 445
SPO.OP.105 Specification of isolated aerodromes — aeroplanes 445
SPO.OP.110 Aerodrome operating minima — aeroplanes and helicopters 445
SPO.OP.111 Aerodrome operating minima — NPA, APV, CAT I operations 446
SPO.OP.112 Aerodrome operating minima — circling operations with aeroplanes 447
SPO.OP.113 Aerodrome operating minima — onshore circling operations with helicopters 448
SPO.OP.115 Departure and approach procedures — aeroplanes and helicopters 448
SPO.OP.120 Noise abatement procedures 448
SPO.OP.121 448
SPO.OP.125 Minimum obstacle clearance altitudes — IFR flights 449
SPO.OP.130 Fuel and oil supply — aeroplanes 449
SPO.OP.131 Fuel and oil supply — helicopters 449
SPO.OP. 450
SPO.OP.135 Safety briefing 450
SPO.OP.140 Flight preparation 451
SPO.OP.145 Take-off alternate aerodromes — complex motor-powered aeroplanes 451
SPO.OP.150 Destination alternate aerodromes — aeroplanes 451
SPO.OP.151 Destination alternate aerodromes — helicopters 452
SPO.OP.152 Destination aerodromes — instrument approach operations 453
SPO.OP.155 Refueling with persons embarking, on board or disembarking 453
SPO.OP.160 Use of headset 453

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SPO.OP.165 Smoking 453

SPO.OP.170 Meteorological conditions 453
SPO.OP.175 Ice and other contaminants — ground procedures 453
SPO.OP.176 Ice and other contaminants — flight procedures 454
SPO.OP.180 Take-off conditions — aeroplanes and helicopters 454
SPO.OP.181 454
SPO.OP.185 Simulated situations in flight 454
SPO.OP.190 In-flight fuel management 454
SPO.OP.195 Use of supplemental oxygen 455
SPO.OP.200 Ground proximity detection 455
SPO.OP.205 Airborne collision avoidance system (ACAS) 456
SPO.OP.210 Approach and landing conditions — aeroplanes and helicopters 456
SPO.OP.215 Commencement and continuation of approach — aeroplanes and helicopters 456
SPO.OP.225 456
SPO.OP.230 Standard operating procedures 457
SUBPART C 458
AIRCRAFT PERFORMANCE AND OPERATING LIMITATIONS 458
SPO.POL.100 Operating limitations — all aircraft 458
SPO.POL.105 Mass and balance 458
SPO.POL.110 Mass and balance system — commercial operations with aeroplanes and helicopters
and non-commercial operations with complex motor- powered aircraft 458
SPO.POL.115 Mass and balance data and documentation — commercial operations with aeroplanes
and helicopters and non-commercial operations with complex motor- powered aircraft 459
SPO.POL.116 Mass and balance data and documentation — alleviations 460
SPO.POL.120 Performance — general 460
SPO.POL.125 Take-off mass limitations — complex motor-powered aeroplanes 460
SPO.POL.130 Take-off — complex motor-powered aeroplanes 460
SPO.POL.135 En-route — one engine inoperative — complex motor-powered aeroplanes 461
SPO.POL.140 Landing — complex motor-powered aeroplanes 461
SPO.POL.145 Performance and operating criteria — aeroplanes 461
SPO.POL.146 Performance and operating criteria — helicopters 461
SUBPART D 463
INSTRUMENTS, DATA AND EQUIPMENT 463
SECTION 1 463
Aeroplanes 463
SPO.IDE.A.100 Instruments and equipment— general 463
SPO.IDE.A.105 Minimum equipment for flight 464
SPO.IDE.A.110 Spare electrical fuses 464
SPO.IDE.A.115 Operating lights 464

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SPO.IDE.A.120 Operations under VFR — flight and navigational instruments and associated
equipment 464
SPO.IDE.A.125 Operations
und
er IFR—flight and navigational instruments and associated equipment 466
SPO.IDE.A.126 Additional equipment for single-pilot operation under IFR 467
SPO.IDE.A.130 Terrain awareness warning system (TAWS) 467
SPO.IDE.A.131 Airborne collision avoidance system (ACAS II) 467
SPO.IDE.A.132 Airborne weather detecting equipment — complex motor- powered aeroplanes 467
SPO.IDE.A.133 Additional equipment for operations in icing conditions at night—complex motor-
powered aeroplanes 468
SPO.IDE.A.135 Flight crew interphone system 468
SPO.IDE.A.140 Cockpit voice recorder 468
SPO.IDE.A.145 Flight data recorder 469
SPO.IDE.A.150 Data link recording 469
SPO.IDE.A.155 Flight data and cockpit voice combination recorder 470
SPO.IDE.A.160 Seats, seat safety belts and restraint systems 470
SPO.IDE.A.165 First-aid kit 471
SPO.IDE.A.170 Supplemental oxygen — pressurized aeroplanes 471
SPO.IDE.A.175 Supplemental oxygen — non-pressurized aeroplanes 472
SPO.IDE.A.180 Hand fire extinguishers 472
SPO.IDE.A.181 Crash axe and crowbar 473
SPO.IDE.A.185 Marking of break-in points 473
SPO.IDE.A.190 Emergency locator transmitter (ELT) 473
SPO.IDE.A.195 Flight over water 473
SPO.IDE.A.200 Survival equipment 474
SPO.IDE.A.205 Individual protective equipment 475
SPO.IDE.A.210 Headset 475
SPO.IDE.A.215 Radio communication equipment 475
SPO.IDE.A.220 Navigation equipment 476
SPO.IDE.A.225 Transponder 476
SECTION 2 477
Helicopters 477
SPO.IDE.H.100 Instruments and equipment — general 477
SPO.IDE.H.105 Minimum equipment for flight 478
SPO.IDE.H.115 Operating lights 478
SPO.IDE.H.120 Operations under VFR — flight and navigational instruments and associated
equipment 478
SPO.IDE.H.125 Operationsunder IFR—flight and navigational instruments and associated
equipment 479

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SPO.IDE.H.126 Additional equipment for single-pilot operation under IFR 480

SPO.IDE.H.132 Airborne weather detecting equipment — complex motor- powered helicopters 480
SPO.IDE.H.133 Additional equipment for operations in icing conditions at night —complex motor-
powered helicopters 480
SPO.IDE.H.135 Flight crew interphone system 481
SPO.IDE.H.140 Cockpit voice recorder 481
SPO.IDE.H.145 Flight data recorder 481
SPO.IDE.H.150 Data link recording 482
SPO.IDE.H.155 Flight data and cockpit voice combination recorder 483
SPO.IDE.H.160 Seats, seat safety belts and restraint systems 483
SPO.IDE.H.165 First-aid kit 483
SPO.IDE.H.175 Supplemental oxygen — non-pressurized helicopters 483
SPO.IDE.H.180 Hand fire extinguishers 484
SPO.IDE.H.185 Marking of break-in points 484
SPO.IDE.H.190 Emergency locator transmitter (ELT) 485
SPO.IDE.H.195 Flight over water — other-than complex motor-powered helicopters 485
SPO.IDE.H.197 Life-jackets — complex motor-powered helicopters 486
SPO.IDE.H.198 Survival suits — complex motor-powered helicopters 486
SPO.IDE.H.199 Life-rafts, survival ELTs and survival equipment on extended overwater flights —
complex motor-powered helicopters 486
SPO.IDE.H.200 Survival equipment 487
SPO.IDE.H.201 Additional requirements for helicopters conducting offshore operations in a hostile
sea area — complex motor-powered helicopters 487
SPO.IDE.H.202 Helicopters certified for operating on water — miscellaneous equipment 488
SPO.IDE.H.203 All helicopters on flights over water — ditching 488
SPO.IDE.H.205 Individual protective equipment 488
SPO.IDE.H.210 Headset 488
SPO.IDE.H.215 Radio communication equipment 488
SPO.IDE.H.220 Navigation equipment 489
SPO.IDE.H.225 Transponder 489
SECTION 3 491
Sailplanes 491
SPO.IDE.S.100 Instruments and equipment — general 491
SPO.IDE.S.105 Minimum equipment for flight 491
SPO.IDE.S.115 Operations under VFR — flight and navigational instruments 492
SPO.IDE.S.120 Cloud flying — flight and navigational instruments 492
SPO.IDE.S.125 Seats and restraint systems 492
SPO.IDE.S.130 Supplemental oxygen 492
SPO.IDE.S.135 Flight over water 493

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SPO.IDE.S.140 Survival equipment 493

SPO.IDE.S.145 Radio communication equipment 493
SPO.IDE.S.150 Navigation equipment 493
SPO.IDE.S.155 Transponder 494
SECTION 4 495
Reserved 495
SUBPART E 496
SPECIFIC REQUIREMENTS 496
SECTION 1 496
Helicopter external sling load operations (HESLO) 496
SPO.SPEC.HESLO.100 Standard operating procedures 496
SPO.SPEC.HESLO.105 Specific HESLO equipment 496
SPO.SPEC.HESLO.110 Transportation of dangerous goods 496
SECTION 2 497
Human external cargo operations (HEC) 497
SPO.SPEC.HEC.100 Standard operating procedures 497
SPO.SPEC.HEC.105 Specific HEC equipment 497
SECTION 3 498
Parachute operations (PAR) 498
SPO.SPEC.PAR.100 Standard operating procedures 498
SPO.SPEC.PAR.105 Carriage of crew members and task specialists 498
SPO.SPEC.PAR.110 Seats 498
SPO.SPEC.PAR.115 Supplemental oxygen 498
SPO.SPEC.PAR.120 499
SPO.SPEC.PAR.125 Releasing of dangerous goods 499
SECTION 4 500
Aerobatic flights (ABF) 500
SPO.SPEC.ABF.100 Standard operating procedures 500
SPO.SPEC.ABF.105 Documents, manuals and information to be carried 500
SPO.SPEC.ABF.115 Equipment 500

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ER A
Essential Requirements A for Air Operations

1 .General
1.a. A flight must not be performed if the crew members and, as appropriate, all other
operations personnel involved in its preparation and execution are not familiar with
applicable laws, regulations and procedures, pertinent to the performance of their
duties, prescribed for the areas to be traversed, the aerodromes planned to be used
and the air navigation facilities relating thereto.
1.b. A flight must be performed in such a way that the operating procedures specified in
the Flight Manual or, where required the Operations Manual, for the preparation
and execution of the flight are followed. To facilitate this, a checklist system must
be available for use, as applicable, by crew members in all phases of operation of
the aircraft under normal, abnormal and emergency conditions and situations.
Procedures must be established for any reasonably foreseeable emergency
situation.
1.c. Before every flight, the roles and duties of each crew member must be defined. The
pilot in command must be responsible for the operation and safety of the aircraft
and for the safety of all crew members, passengers and cargo on board.
1.d. Articles or substances, which are capable of posing a significant risk to health,
safety, property or the environment, such as dangerous goods, weapons and
ammunition, must not be carried on any aircraft, unless specific safety procedures
and instructions are applied to mitigate the related risks.
1.e. All necessary data, documents, records and information to record the respect of the
conditions specified in point 5.c must be retained for each flight and kept available
for a minimum period of time compatible with the type of operation.

2 .Flight preparation
2.a. A flight must not be commenced unless it has been ascertained by every reasonable
means available that all the following conditions are complied with:
2.a.1. Adequate facilities directly required for the flight and for the safe operation of the
aircraft, including communication facilities and navigation aids, are available for the
execution of the flight, taking into account available Aeronautical Information
Services documentation.
2.a.2. The crew must be familiar with and passengers informed of the location and use
of relevant emergency equipment. Sufficient related information regarding
emergency procedures and use of cabin safety equipment must be made available
to crew and passengers using specified information.
2.a.3. The pilot in command must be satisfied that:
(i) the aircraft is airworthy as specified in point 6;
(ii) if required, the aircraft is duly registered and that appropriate certificates with
respect thereto are aboard the aircraft;
(iii)instruments and equipment as specified in point 5 required for the execution of
that flight are installed in the aircraft and are operative, unless waived by the
applicable Minimum Equipment List (MEL) or equivalent document;
(iv)the mass of the aircraft and centre of gravity location are such that the flight can

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be conducted within limits prescribed in the airworthiness documentation;

(v) all cabin baggage, hold luggage and cargo is properly loaded and secured; and
(vi)the aircraft operating limitations as specified in point 4 will not be exceeded at
any time during the flight.
2.a.4. Information regarding meteorological conditions for departure, destination and,
where applicable, alternate aerodromes, as well as en-route conditions, must be
available to the flight crew. Special attention must be given to potentially hazardous
atmospheric conditions.
2.a.5. In case of flight into known or expected icing conditions, the aircraft must be
certified, equipped and/or treated to operate safely in such conditions.
2.a.6. For a flight based on visual flight rules, meteorological conditions along the route
to be flown must be such as to render compliance with these flight rules possible.
For a flight based on instrument flight rules a destination and where applicable
alternate aerodrome(s) where the aircraft can land must be selected, taking into
account in particular the forecasted meteorological conditions, the availability of air
navigation services, the availability of ground facilities and the instrument flight
procedures approved by the State in which the destination and/or alternate
aerodrome is located.
2.a.7. The amount of fuel and oil on board must be sufficient to ensure that the intended
flight can be completed safely, taking into account the meteorological conditions,
any element affecting the performance of the aircraft and any delays that are
expected in flight. In addition, a fuel reserve must be carried to provide for
contingencies. Procedures for in-flight fuel management must be established when
relevant.

3 .Flight operations
3.a. With regard to flight operations, all the following conditions must be complied with:
3.a.1.where relevant for the type of aircraft, during take-off and landing, and whenever
deemed necessary by the pilot in command in the interest of safety, each crew
member must be seated at their crew station and must use the provided restraint
systems, taking into account the type of aircraft;
3.a.2.where relevant for the type of aircraft, all flight crew members required to be on
flight deck duty must be and remain at their station, with their seatbelts fastened
except en-route for physiological or operational needs;
3.a.3.where relevant for the type of aircraft and the type of operation, before take-off
and landing, during taxiing and whenever deemed necessary in the interest of
safety, the pilot in command must ensure that each passenger is properly seated
and secured;
3.a.4. a flight must be performed in such a way that appropriate separation from other
aircraft is maintained and that adequate obstacle clearance is ensured, during all
phases of the flight. Such separation must at least be those required by the
applicable rules of the air;
3.a.5. a flight must not be continued unless known conditions continue to be at least
equivalent to those in point 2. Furthermore, for a flight based on instrument flight
rules, an approach toward an aerodrome must not be continued below certain
specified heights or beyond a certain position, if prescribed visibility criteria are not
met;
3.a.6. in an emergency, the pilot in command must ensure that all passengers are

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instructed in such emergency action as may be appropriate to the circumstances;

3.a.7. a pilot in command must take all necessary measures so as to minimise the
consequences on the flight of disruptive passenger behaviour;
3.a.8. an aircraft must not be taxied on the movement area of an aerodrome, or its rotor
must not be turned under power, unless the person at the controls is appropriately
competent;
3.a.9. the applicable in-flight fuel management procedures must be used, when
relevant.

4 .Aircraft performance and operating limitations

4.a. An aircraft must be operated in accordance with its airworthiness documentation
and all related operating procedures and limitations as expressed in its approved
flight manual or equivalent documentation, as the case may be. The flight manual
or equivalent documentation must be available to the crew and kept up to date for
each aircraft.
4.b. The aircraft must be operated in accordance with the applicable environmental
documentation.
4.c. A flight must not be commenced or continued unless the aircraft's scheduled
performance, considering all factors which significantly affect its performance level,
allows all phases of flight to be executed within the applicable distances/areas and
obstacle clearances at the planned operating mass. Performance factors which
significantly affect take-off, en-route and approach/landing are, particularly:
(i) operating procedures;
(ii) pressure altitude of the aerodrome;
(iii)temperature;
(iv)wind;
(v) size, slope and condition of the take-off/landing area; and
(vi)the condition of the airframe, the power plant or the systems, taking into
account possible deterioration.
4.c.1. Such factors must be taken into account directly as operational parameters or
indirectly by means of allowances or margins, which may be provided in the
scheduling of performance data, as appropriate to the type of operation.

5 .Instruments, data and equipment

5.a. An aircraft must be equipped with all navigation, communication and other
equipment necessary for the intended flight, taking account of air traffic regulations
and rules of the air applicable during any phase of the flight.
5.b. When relevant, an aircraft must be equipped with all necessary safety, medical,
evacuation and survival equipment, taking account of the risks associated to the
areas of operation, the routes to be flown, the flight altitude and the duration of
the flight.
5.c. All data necessary for the execution of the flight by the crew must be updated and
available on board the aircraft taking account of applicable air traffic regulations,
rules of the air, flight altitudes and areas of operation.

6 .Continuing airworthiness
6.a. The aircraft must not be operated unless:
(i) the aircraft is in an airworthy condition;
(ii) the operational and emergency equipment necessary for the intended flight is

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serviceable;
(iii)the airworthiness document of the aircraft is valid; and
(iv)the maintenance of the aircraft is performed in accordance with its maintenance
programme.
6.b. Before each flight or consistent series of consecutive flights, the aircraft must be
inspected, through a pre-flight check, to determine whether it is fit for the intended
flight.
6.c. The maintenance programme must contain in particular, maintenance tasks and
intervals, especially those that have been specified as mandatory in the instructions
for continuing airworthiness.
6.d. The aircraft must not be operated unless it is released to service by qualified
persons or organisations, after maintenance. The signed release to service must
contain in particular, the basic details of the maintenance carried out.
6.e. All records demonstrating the airworthiness of the aircraft must be kept until the
information contained has been superseded by new information equivalent in
scope and detail but not less than 24 months in the case of detailed maintenance
records. When the aircraft is leased, all records demonstrating the airworthiness of
the aircraft must be kept at least for the length of the lease.
6.f. All modifications and repairs must comply with the essential requirements for
airworthiness. The substantiating data supporting compliance with the
airworthiness requirements must be retained.

7 .Crew members
7.a. The number and composition of the crew must be determined taking into account:
(i)the certification limitations of the aircraft, including if applicable, the relevant
emergency evacuation demonstration;
(ii) the aircraft configuration; and
(iii)the type and duration of operations.
7.b. Cabin crew members must:
(i) be trained and checked on a regular basis to attain and maintain an adequate
level of competency in order to perform their assigned safety duties; and
(ii) be periodically assessed for medical fitness to safely exercise their assigned
safety duties. Compliance must be shown by appropriate assessment based on
aero-medical best practice.
7.c. The pilot in command must have the authority to give all commands and take any
appropriate actions for the purpose of securing the operation and the safety of the
aircraft and of persons and/or property carried therein.
7.d. In an emergency situation, which endangers the operation or the safety of the
aircraft and/or persons on board, the pilot in command must take any action he/she
considers necessary in the interest of safety. When such action involves a violation
of local regulations or procedures, the pilot in command must be responsible for
notifying the appropriate local authority without delay.
7.e. Emergency abnormal situations must not be simulated when passengers or cargo
are being carried.
7.f. No crew member must allow their task achievement/decision making to deteriorate
to the extent that flight safety is endangered because of the effects of fatigue, taking
into account, inter alia, fatigue accumulation, sleep deprivation, number of sectors
flown, night duties or time zone changes. Rest periods must provide sufficient time

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to enable crew members to overcome the effects of the previous duties and to be
well rested by the start of the following flight duty period.
7.g. A crew member must not perform allocated duties on board an aircraft when under
the influence of psychoactive substances or alcohol or when unfit due to injury,
fatigue, medication, sickness or other similar causes.

8. Additional requirements for operation for commercial purposes and operation of

complex motor-powered aircraft
8.a. The operation for commercial purposes and the operation of complex motor-
powered aircraft must not be undertaken unless the following conditions are met:
8.a.1. the operator must have directly or indirectly through contracts the means
necessary for the scale and scope of the operations. These means comprise but are
not limited to the following: aircraft, facilities, management structure, personnel,
equipment, documentation of tasks, responsibilities and procedures, access to
relevant data and record keeping;
8.a.2. the operator must use only suitably qualified and trained personnel and
implement and maintain training and checking programmes for the crew members
and other relevant personnel;
8.a.3. the operator must establish a MEL or equivalent document, taking account of the
following:
(i) the document must provide for the operation of the aircraft, under specified
conditions, with particular instruments, items of equipment or functions
inoperative at the commencement of the flight;
(ii) the document must be prepared for each individual aircraft, taking account of
the operator's relevant operational and maintenance conditions; and
(iii)the MEL must be based on the Master Minimum Equipment List (MMEL), if
available, and must not be less restrictive than the MMEL;
8.a.4. the operator must implement and maintain a management system to ensure
compliance with these essential requirements for operations and aim for
continuous improvement of this system; and
8.a.5. the operator must establish and maintain an accident prevention and safety
programme, including an occurrence reporting programme, which must be used by
the management system in order to contribute to the aim of continuous
improvement of the safety of operations.
8.b. The operation for commercial purposes and the operation of complex motor-
powered aircraft must only be undertaken in accordance with an operator's
operations manual. Such manual must contain all necessary instructions,
information and procedures for all aircraft operated and for operations personnel
to perform their duties. Limitations applicable to flight time, flight duty periods and
rest periods for crew members must be specified. The operations manual and its
revisions must be compliant with the approved flight manual and be amended as
necessary.
8.c. The operator must establish procedures, as appropriate, so as to minimise the
consequences to safe flight operations of disruptive passenger behaviour.
8.d. The operator must develop and maintain security programmes adapted to the
aircraft and the type of operation including particularly:
(i) security of the flight crew compartment;
(ii) aircraft search procedure checklist;

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(iii)training programmes;
(iv)protection of electronic and computer systems to prevent intentional system
interference and corruption; and
(v) reporting acts of unlawful interference.
When security measures may adversely affect the safety of operations, the risks must
be assessed and appropriate procedures developed to mitigate safety risks, this may
necessitate the use of specialist equipment.
8.e. The operator must designate one pilot amongst the flight crew as the pilot in
command.
8.f. The prevention of fatigue must be managed through a rostering system. For a flight,
or series of flights, such a rostering system needs to address flight time, flight-duty
periods, duty and adapted rest periods. Limitations established within the rostering
system must take into account all relevant factors contributing to fatigue such as,
in particular, number of sectors flown, time-zone crossing, sleep deprivation,
disruption of circadian cycles, night hours, positioning, cumulative duty time for
given periods of time, sharing of allocated tasks between crew members, and also
the provision of augmented crews.
8.g. The tasks specified in point 6.a and those described in points 6.d and 6.e must be
controlled by an organisation responsible for the continuing airworthiness
management that must meet the following conditions:
(i) the organisation must be qualified for the maintenance of products, parts and
appliances under its responsibility or have established a contract with such a
qualified organisation for these products, parts and appliances; and
(ii) the organisation must establish an organisation manual providing, for use and
guidance of personnel concerned, a description of all continuing airworthiness
procedures of the organisation including when applicable a description of
administrative arrangements between the organisation and the approved
maintenance organisation.

9. Flight time limitation

9.a. CAOIRI shall issue the applicable certification specifications to ensure compliance
with essential requirements.
9.b. CAOIRI may approve individual flight time specification schemes which deviate from
the certification specifications referred to in point (a). In this case CAOIRI shall
assess the individual scheme on the basis of a scientific and medical evaluation.
Thereafter CAOIRI may grant the approval.
9.c.in the event of unforeseen urgent operational circumstances or operational needs
of limited duration and non-repetitive nature, derogations to certification
specifications may apply provisionally until CAOIRI expresses its opinion;

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ER B
Essential Requirements B for ACAS

ACAS.01 Subject matter and scope

This requirement lays down common airspace usage requirements and operating
procedures for airborne collision avoidance to be fulfilled by:
i. operators of aircraft registered in I.R.IRAN unless their regulatory safety
oversight has been delegated to a third country and they are not used by an
Iranian operator; or
ii. registered in an another state and used by an Iranian operator under leasing
agreement

ACAS.02 Definitions
For the purposes of this requirement the following definitions shall apply:
i. ‘Airborne Collision Avoidance System (ACAS)’ means an aircraft system based
on secondary surveillance radar (SSR) transponder signals which operates
independently of ground-based equipment to provide advice to the pilot on
potential conflicting aircraft that are equipped with SSR transponders;
ii. ‘Airborne Collision Avoidance System II (ACAS II)’ means an airborne collision
avoidance system which provides vertical resolution advisories in addition to
traffic advisories;
iii. ‘Resolution Advisory (RA) indication’ means an indication given to the flight
crew recommending a maneuver intended to provide separation from all
threats or a maneuver restriction intended to maintain existing separation;
iv. ‘Traffic Advisory (TA) indication’ means an indication given to the flight crew
that the proximity of another aircraft is a potential threat

ACAS.05 Performance requirement

(1) The following turbine-powered aeroplanes shall be equipped with collision
avoidance logic version 7.1 of ACAS II:
(a) aeroplanes with a maximum certificated take-off mass exceeding 5 700 kg; or
(b) aeroplanes authorised to carry more than 19 passengers.

(2) Aircraft not referred to in point (1) but which will be equipped on a voluntary basis
with ACAS II, shall have collision avoidance logic version 7.1.

(3) Point (1) shall not apply to unmanned aircraft systems.

ACAS.10 Use of ACAS II

(1) ACAS II shall be used during flight, except as provided in the minimum equipment
list, in a mode that enables RA indications to be produced for the flight crew
when undue proximity to another aircraft is detected, unless inhibition of RA
indication mode (using TA indication only or equivalent) is called for by an
abnormal procedure or due to performance limiting conditions.
(2) When an RA indication is produced by ACAS II:

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a) the pilot flying shall immediately conform to the indications of the RA

indication, even if this conflicts with an air traffic control (ATC) instruction,
unless doing so would jeopardise the safety of the aircraft;
b) the flight crew, as soon as permitted by workload, shall notify the appropriate
ATC unit of any RA which requires a deviation from the current ATC instruction
or clearance;
c) when the conflict is resolved, the aircraft shall:
i. be promptly returned to the terms of the acknowledged ATC instruction or
clearance and ATC notified of the maneuver; or
ii. comply with any amended ATC clearance or instruction issued.

ACAS.15 ACAS II training

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

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COVER REGULATION

Article 1
Subject matter and scope

1. This Regulation lays down detailed rules for air operations with aeroplanes, helicopters
and sailplanes, including ramp inspections of aircraft of operators under the safety
oversight of another State when landed at aerodromes located in the territory subject to
the provisions of the Treaties.
2. This Regulation also lays down detailed rules on the conditions for issuing, maintaining,
amending, limiting, suspending or revoking the certificates of operators of following
aircraft, engaged in commercial air transport operation, the privileges and responsibilities
of the holders of certificates as well as conditions under which operations shall be
prohibited, limited or subject to certain conditions in the interest of safety.
- The operation of aircraft which are registered in IR of Iran, unless their regulatory safety
oversight has been delegated to another country and they are not used by a Iranian
- Registered in another country and used by an operator for which IR Iran ensures oversight
of operations or used into, within or out of the IR Iran by an operator established or residing
in the IR Iran;

Applicable
3. This Regulation also lays down detailed rules on the conditions and procedures for the
until declaration by, and for the oversight of, operators engaged in commercial specialised
23/09/2019
then operations and non-commercial operation of complex motor-powered aircraft, including
deleted. non-commercial specialised operations of complex motor-powered aircraft.

Applicable 3. This Regulation also lays down detailed rules on the conditions and procedures for the
until declaration by operators engaged in commercial specialised operations of aeroplanes,
23/09/2019
then helicopters and sailplanes or in non-commercial operation of complex motor-powered
deleted.
aircraft, including non-commercial specialised operations of complex motor-powered
aircraft, of their capability and the availability of the means to discharge the responsibilities
associated with the operation of aircraft, and for the oversight of such operators.
4. This Regulation also lays down detailed rules on the conditions under which certain high
risk commercial specialised operations shall be subject to authorisation in the interest of
safety, and on the conditions for issuing, maintaining, amending, limiting, suspending or
revoking the authorisations.
5. This Regulation shall not apply to air operations of products, parts, appliances, personnel
and organisations while carrying out are engaged in military, customs, police, or similar
services.
6. This Regulation shall not apply to air operations with balloons and airships as well as
tethered balloon flights.
7. This Regulation shall not apply to air operations with balloons. However, in respect of
such air operations with balloons, other than tethered gas balloons, the requirements in
respect of oversight of Article 3 shall apply.

Article 2

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Definitions
For the purposes of this Regulation:

1. ‘Commercial Air Transport (CAT) operation’ means an aircraft operation to

transport passengers, cargo or mail for remuneration or other valuable
consideration;
(1a) 'balloon' means a manned lighter-than-air aircraft which is not power driven
and sustains flight through the use of either a lighter-than-air gas or an airborne
heater, including gas balloons, hot-air balloons, mixed balloons and, although
power driven, hot-air airships;
(1b) 'tethered gas balloon' means a gas balloon with a tether system that
continuously anchors the balloon to a fixed point during operation;
2. ‘Performance class B aeroplanes' means aeroplanes powered by propeller engines
withamaximumoperationalpassengerseatingconfigurationofnineorlessan
da maximum take-off mass of 5700 kg or less;
3. ‘Public Interest Site (PIS)’ means a site used exclusively for operations in the
public interest;
4. ‘Operation in performance class 1’ means an operation that, in the event of
failure of the critical engine, the helicopter is able to land within the rejected
take-off distance available or safely continue the flight to an appropriate
landing area, depending on when the failure occurs;
5. ‘Performance-Based Navigation (PBN)’ means area navigation based on
performance requirements for aircraft operating along an ATS route, on an
instrument approach procedure or in a designated airspace;
6. ’Air taxi operation' means, for the purpose of flight time and duty time
limitations, a non-scheduled on demand commercial air transport operation
with an aeroplane with a maximum operational passenger seating
configuration ('MOPSC') of 19 or less;
7. ‘Specialized operation’ means any operation other than commercial air
transport where the aircraft is used for specialized activities such as
agriculture, construction, photography, surveying, observation and patrol,
aerial advertisement;
8. ‘High risk commercial specialized operation’ means any commercial specialized
aircraft operation carried out over an area where the safety of third Parties on
the ground is likely to be endangered in the event of an emergency, or, as
determined by the CAOIRI of the place where the operation is conducted, any
commercial specialized aircraft operation that, due to its specific nature and
the local environment in which it is conducted, poses a high risk, in Particular
to third Parties on the ground;
9. ‘Introductory flight’ means any flight against remuneration or other valuable
consideration consisting of an air tour of short duration, offered by an
approved
10. ‘Competition flight’ means any flying activity where the aircraft is used in air

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races or contests, as well as where the aircraft is used to practice for air races
or contests and to fly to and from racing or contest events;
11. ‘Flying display’ means any flying activity deliberately performed for the
purpose of providing an exhibition or entertainment at an advertised event
open to the public, including where the aircraft is used to practice for a
flying display and to fly to and from the advertised event.

Additional definitions are laid down in Part-DEF for the purposes of all Parts
contained in this Regulation.

Article 3
Oversight Capabilities

1. IR of Iran designated CAOIRI as the competent authority with the necessary

powers and allocated responsibilities for the certification and oversight of
persons and organizations subject to this regulation.
2. Reserved
3. CAOIRI shall has the necessary capability to ensure the oversight of all
persons and organisations covered by their oversight programme,
including sufficient resources to fulfil the requirements of this Regulation.
4. The CAOIRI shall ensure that personnel do not perform oversight activities
when there is evidence that this could result directly or indirectly in a
conflict of interest, in Particular when relating to family or financial
interest.
5. Personnel authorized by CAOIR to carry out certification and/or oversight
tasks shall be empowered to perform at least the following tasks:
a) Examine the records, data, procedures and any other material relevant to
the execution of the certification and/or oversight task;
b) Take copies of or extracts from such records, data, procedures and other
material;
c) Ask for an oral explanation onsite;
d) Enter relevant premises, operating sites or means of transport;

e) Perform audits, investigations, assessments, inspections, including ramp

inspections and unannounced inspections;
f) Take or initiate enforcement measures as appropriate.
6. The tasks under paragraph 5 shall be carried out in compliance with the legal
provisions of the CAOIRI.

Article 4
Ramp inspections
1. Ramp inspections of aircraft of operators under the safety oversight of CAOIRI

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and the foreign State shall be carried out in accordance with the CAOIRI
Ramp Inspection Procedure.
2. The CAOIRI ensures that alcohol testing of flight crew and cabin crew
Applicable members is carried out with regard to operators under their own oversight
from
as well as with regard to operators under the oversight of foreign country.
14/08/2020
Such testing shall be performed by ramp inspectors within the framework
of the ramp inspection programme of Subpart RAMP of Part- ARO.

Article 5
Air Operations
1. Operators shall only operate an aircraft for the purpose of commercial air
Applicable
until transport (hereinafter ‘CAT’) operations as specified in. Part-ORO and
23/09/2019
then
Part- CAT.
deleted.
1. Operators shall only operate an aeroplane, a helicopter or a sailplane for the
Applicable purpose of commercial air transport (hereinafter ‘CAT’) operations in accordance
from with the requirements specified in Part-ORO and Part-CAT.
23/09/2019.
1a. Operators engaged in CAT operations starting and ending at the same
aerodrome/operating site with Performance class B aeroplanes or non-
omplex helicopters shall comply with the relevant provisions of Part-ORO
and Part-CAT.

2. Operators shall comply with the relevant provisions of Part-SPA when

operating:
(a) aeroplanes and helicopters used for:
(i) operations using performance-based navigation (PBN);
(ii) operations in accordance with minimum navigation performance
specifications (MNPS);
(iii) operations in airspace with reduced vertical separation minima
(RVSM);
(iv) low visibility operations (LVO);
(b) aeroplanes, helicopters and sailplanes used for the transport of goods (DG);
(c) two-engined aeroplanes used for extended range operations (ETOPS) in
commercial air transport;
(d) helicopters used for commercial air transport operations with the aid of
night vision imaging systems (NVIS);
(e) helicopters used for commercial air transport hoist operations (HHO);
(f) helicopters used for commercial air transport emergency medical service
operations (HEMS);
(g) helicopters used for offshore operations (HOFO).
3. Operators of complex motor-powered aeroplanes and helicopters involved
in non-commercial operations shall declare their capability and means to
discharge their responsibilities associated with the operation of aircraft and
operate the aircraft in accordance with the provisions specified in Part-ORO
and Part-NCC. Such operators when engaged in non-commercial specialized
operations shall operate the aircraft in accordance with the provisions specified
in Part-ORO and Part-SPO instead.

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4. Operators of other-than complex motor-powered aeroplanes and helicopters, as

Applicable
until well as sailplanes, involved in non-commercial operations, including non-
23/09/2019 commercial specialised operations, shall operate the aircraft in accordance with the
then
provisions specified in Part-NCO.
4. Operators of other-than complex motor-powered aeroplanes and helicopters,
Applicable
from
and of sailplanes, involved in non-commercial operations, including non-
23/09/2019. commercial specialised operations, shall only operate the aircraft in accordance
with the requirements specified in Part-NCO.
5. Training organizations having their principal place of business in the Islamic
Republic of Iran and approved in accordance with AIR CREW Regulation
when conducting flight training into, within or out of the Islamic Republic of
Iran shall operate:
a) Complex motor-powered aeroplanes and helicopters in accordance with
Applicable the provisions specified in Part-NCC;
until
23/09/2019
b) other aeroplanes and helicopters as well as sailplanes, in accordance with the
then provisions specified in Part-NCO.
deleted.
6. Operators shall only operate an aircraft for the purpose of commercial
specialised operations as specified in Part-ORO and Part-SPO.
Applicable 6. Operators shall only operate an aeroplane, a helicopter or a sailplane for the
from
23/09/2019.
purpose of commercial specialised operations in accordance with the
requirements specified in Part-ORO and SPO.
7. Flights taking place immediately before, during or immediately after specialized
operations and directly connected to those operations shall be operated in
accordance with paragraphs 3, 4 and 6, as applicable. Except for crew members,
persons other than those indispensable to the mission shall not be carried on board.

Article 6
Derogations
1. By way of derogation from Article 5 of this Regulation, and to Subpart P of CAOIRI
Part-21 concerning the permit to fly, the following flights shall continue to be
operated under the requirements specified in the national law or permit to fly
and operation limitations issued by CAOIRI.
(a) flights related to the introduction or modification of aeroplane, helicopter
or sailplane types conducted by design or production organisations within the
scope of their privileges;
(b) flights carrying no passengers or cargo where the aeroplane, helicopter or
sailplane is ferried for refurbishment, repair, maintenance checks,
inspections, delivery, export or similar purposes.
2. Reserved
3. Reserved
4.Reserved
4a. By way of derogation from Article 5(1) and (6), the following operations with
other-than complex motor-powered aeroplanes and helicopters, balloons and
with sailplanes may be conducted in accordance with Part-NCO:

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(a) cost-shared flights by private individuals, on the condition that the direct
cost is shared by all the occupants of the aircraft, pilot included and the
number of persons sharing the direct costs is limited to six;
(b) competition flights or flying displays, on the condition that the
remuneration or any valuable consideration given for such flights is limited to
recovery of direct costs and a proportionate contribution to annual costs, as
well as prizes of no more than a value specified by the competent authority;
(c) introductory flights, parachute dropping, sailplane towing or aerobatic
flights performed either by a training organisation having its principal place
of business in Iran and approved in accordance with CAOIRI Aircrew, or by an
organization created with the aim of promoting aerial sport or leisure
aviation, on the condition that the aircraft is operated by the organisation on
the basis of ownership or dry lease, that the flight does not generate profits
distributed outside of the organisation, and that whenever non-members of the
organisation are involved, such flights represent only a marginal activity of the
organisation.
5. Reserved
6. Existing helicopter operations to/from a public interest site (PIS) may be
conducted in derogation to CAT.POL.H.225 of Part-CAT whenever the size of the
PIS, the obstacle environmentor the helicopter does not permit compliance with
the requirements for operation in performance class 1. Such operations shall be
conducted under conditions determined by CAOIRI.
7.Reserved
8. By way of derogation from the first sentence of Article 5(3), operators of
complex motorpowered aeroplanes with a maximum certificated take-off mass
(MCTOM) at or below 5 700 kg, equipped with turboprop engines, involved in
non-commercial operations, shall operate those aircraft only in accordance with
Part-NCO.
9. By way of derogation from Article 5(5)(a), training organisations shall, when
conducting flight training on complex motor-powered aeroplanes with a
maximum certificated take-off mass (MCTOM) at or below 5 700 kg, equipped
with turboprop engines, operate those aircraft inaccordance with Part-NCO.

Article 7
Air operator certificates

1. Air operator certificates (AOCs) issued by the CAOIRI to CAT operators of aeroplanes
before this Regulation applies in accordance with applicable regulation of air
operation shall be deemed to have been issued in accordance with this Regulation.
However, no later than the date mentioned in the timeline of the Air Operations
Regulation announcement:

a) operators shall adapt their management system, training programmes,

procedures and manuals to be compliant with Parts ORO, CAT, SPA as
relevant;

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b) the AOC shall be replaced by certificates issued in accordance with relevant

Parts of this Regulation.
2. Reserved
Article 8
Flight time limitations

1. CAT operations with aeroplanes shall be subject to Subpart FTL of PART-ORO.

2. By way of derogation from paragraph 1, air taxi, emergency medical service and
single pilot CAT operations by aeroplanes may be comply with other requirements
or Circulars specified by CAOIRI based on safety risk assessments carried out by
Points 1 to 4
are applicable CAOIRI.
until 3. CAT operations with helicopters and CAT operations with sailplanes may be
23/09/2019.
comply with other requirements or Circulars specified by CAOIRI
4. Non-commercial operations, including non-commercial specialised operations,
with complex motor-powered aeroplanes and helicopters, as well as commercial
specialised operations with aeroplanes, helicopters and sailplanes shall be comply
with other requirements or Circulars specified by CAOIRI.

1. CAT operations shall be subject to the requirements of Subpart FTL of Part-ORO.

2. By way of derogation from paragraph 1, air taxi, emergency medical service and
single pilot CAT operations by aeroplanes may be comply with other requirements or
Circulars specified by CAOIRI.
3. By way of derogation from paragraph 1, CAT operations with helicopters and CAT
Applicable
from
operations with sailplanes may be comply with other requirements or Circulars
23/09/2019. specified by CAOIRI.
4. Non-commercial operations, including non-commercial specialised operations,
with complex motor-powered aeroplanes and helicopters, as well as commercial
specialised operations with aeroplanes, helicopters and sailplanes shall be comply
with other requirements or Circulars specified by CAOIRI.

Article 9
Minimum equipment lists

Minimum equipment lists (‘MEL’) approved by the State of Operator or Registry

before the application of this Regulation, are deemed to be approved in accordance
with this Regulation and may continue to be used by the operator.

After the entry into force of this Regulation any change to the MEL referred to in the
first subparagraph for which a Master Minimum Equipment List (‘MMEL’) is
established as Part of the operational suitability data in accordance with Part-21
shall be made in compliance with point ORO.MLR.105 of Section 2 of Part-ORO of this
Regulation at the earliest opportunity and not later than 30 FEB 2021 or two years
after the operational suitability data was approved, whichever is the latest.

Any change to an MEL referred to in the first subparagraph, for which an MMEL has
not been established as Part of the operational suitability data, shall continue to be
made in accordance with the MMEL accepted by the State of Operator or Registry

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as applicable.
Article 9 a
Flight and cabin crew training
Operators shall ensure that flight crew and cabin crew members who are already in
operation and have completed training in accordance with Subparts FC and CC of Part-
ORO which did not include the mandatory elements established in the relevant
operational suitability data, undertake training covering those mandatory elements
not later than the date mentioned in the timeline of the Air Operations Regulation
announcement or two years after the approval of the operational suitability data,
whichever is the latest.

Article 9 b
Reserved

Article 10
Entry into force
1. This Regulation shall enter into force on the third day following that of its
publication in the Civil Aviation Organization of Iran official website. It shall apply from
the date mentioned in the timeline of the Air Operations Regulation announcement.

Article 11
Acceptable means of compliance and guidance materials

The CAOIRI shall develop acceptable means of compliance (AMC) and guidance
materials (GM).
when the AMC/GM are complied with the related requirements of this part
shall be considered as met.
Until such time as the CAOIRI specifies acceptable means of compliance and
guidance materials, those contain on the Rev.11, July 2018 of Easy Access of
EASA AirOPS shall be applied as appropriate.

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Part-DEF

Definitions for terms used

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Part-DEF
Definitions for terms used

For the purpose of this Regulation, the following definitions shall apply:
1) ‘accelerate-stop distance available (ASDA)’ means the length of the take-off
run available plus the length of stopway, if such stopway is declared
available by the State of the aerodrome and is capable of bearing the mass
of the aeroplane under the prevailing operating conditions;
2) ‘acceptable means of compliance (AMC)’ means non-binding standards
adopted by the CAOIRI to illustrate means to establish compliance with
regulation.
3) ‘acceptance checklist’ means a document used to assist in carrying out a check
on the external appearance of packages of dangerous goods and their
associated documents to determine that all appropriate requirements have
been met with;
4) ‘adequate aerodrome’ means an aerodrome on which the aircraft can be
operated, taking account of the applicable performance requirements and
runway characteristics;
5) For the purpose of passenger classifiation:
(a) ‘adult’ means a person of an age of 12 years and above;
(b) ‘child/children’ means persons who are of an age of two years and above
but who are less than 12 years of age;
(c) ‘infant’ means a person under the age of two years;
6) ‘Aerodrome’ means a defined area on land or water (including any buildings,
installations, and equipment) intended to be used either wholly or in part
for the arrival, departure, and surface movement of aircraft."
7) ‘aeroplane’ means an engine-driven fixed-wing aircraft heavier than air that
is supported in flight by the dynamic reaction of the air against its wings;
8) ‘aided night vision imaging system (NVIS) flight’ means, in the case of NVIS
operations, that portion of a visual flight rules (VFR) flight performed at night
when a crew member is using night vision goggles (NVG);
9) ‘aircraft’ means a machine that can derive support in the atmosphere from
the reactions of the air other than the reactions of the air against the earth’s
surface;
(a) ‘aircraft tracking’ means a ground-based process that maintains and
updates, at standardized intervals, a record of the four-dimensional
position of individual aircraft in flight;
(b) ‘aircraft tracking system’ means a system that relies on aircraft tracking in
order to identify abnormal flight behavior and provide alert;
10) ‘Air traffic service(ATS)’ means a generic term meaning variously, flight
information service, alerting service, air traffic advisory service, air traffic
control service, area control service, approach control service or
aerodrome control service.

11) ‘Aircraft operating manual’ means a manual, acceptable to the State of the
Operator, containing normal, abnormal and emergency procedures,

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checklists, limitations, performance information, details of the aircraft

systems and other material relevant to the operation of the aircraft.
12) ‘alternative means of compliance’ means those means that propose an
alternative to an existing acceptable means of compliance or those that
propose new means to establish compliance with ‘regulation ‘; for which no
associated AMC have been adopted by the CAOIRI;
13) ‘anti-icing’, in the case of ground procedures, means a procedure that
provides protection against the formation of frost or ice and accumulation
of snow on treated surfaces of the aircraft for a limited period of time (hold-
over time);
14) ‘approach procedure with vertical guidance (APV) operation’ means an
instrument approach which utilises lateral and vertical guidance, but does
not meet the requirements established for precision approach and landing
operations, with a decision height (DH) not lower than 250 ft. and a runway
visual range (RVR) of not less than 600 m;
15) ‘balloon empty mass’ means the mass determined by weighing the balloon
with all the installed equipment a specified in the AFM;
16) ‘cabin crew member’ means an appropriately qualified crew member, other
than a flight crew or technical crew member, who is assigned by an operator
to perform duties related to the safety of passengers and flight during
operations;
17) ‘category I (CAT I) approach operation’ means a precision instrument
approach and landing using an instrument landing system (ILS), microwave
landing system (MLS), GLS (ground-based augmented global navigation
satellite system (GNSS/GBAS) landing system), precision approach radar
(PAR) or GNSS using a satellite-based augmentation system (SBAS) with a
decision height (DH) not lower than 200 ft. and with a runway visual range
(RVR) not less than 550 m for aeroplanes and 500 m for helicopters;
18) ‘category II (CAT II) operation’ means a precision instrument approach and
landing operation using ILS or MLS with:
(a)DH below 200 ft. but not lower than 100 ft.; and
(b)RVR of not less than 300 m;
19) ‘category IIIA (CAT IIIA) operation’ means a precision instrument approach
and landing operation using ILS or MLS with:
(a) DH lower than 100 ft.; and
(b) RVR not less than 200 m;
20) ‘category IIIB (CAT IIIB) operation’ means a precision instrument approach
and landing operation using ILS or MLS with:
(a)DH lower than 100 ft., or no DH; and
(b) RVR lower than 200 m but not less than 75 m;
21) ‘category A with respect to helicopters’ means a multi-engined helicopter
designed with engine and system isolation features specified in the
applicable airworthiness codes and capable of operations using take-off and
landing data scheduled under a critical engine failure concept that assures
adequate designated surface area and adequate performance capability for
continued safe flight or safe rejected take-off in the event of engine failure;
22) ‘category B with respect to helicopters’ means a single-engined or multi-
engined helicopter that does not meet category A standards. Category B

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helicopters have no guaranteed capability to continue safe flight in the event

of an engine failure, and unscheduled landing is assumed;
23) ‘certification specifications’ (CS) means technical standards adopted by the
CAOIRI indicating means to show compliance with regulation; and which can
be used by an organisation for the purpose of certification;
24) ‘circling’ means the visual phase of an instrument approach to bring an
aircraft into position for landing on a runway/FATO that is not suitably
located for a straight-in approach;
25) ‘clearway’ means a defined rectangular area on the ground or water under
the control of the appropriate authority, selected or prepared as a suitable
area over which an aeroplane may make a portion of its initial climb to a
specified height;
26) ‘cloud base’ means the height of the base of the lowest observed or forecast
cloud element in the vicinity of an aerodrome or operating site or within a
specified area of operations, normally measured above aerodrome
elevation or, in the case of offshore operations, above mean sea level;
27) ‘code share’ means an arrangement under which an operator places its
designator code on a flight operated by another operator, and sells and
issues tickets for that flight;
28) ‘Configuration deviation list (CDL)’ means A list established by the
organization responsible for the type design with the approval of the State
of Design which identifies any external parts of an aircraft type which may
be missing at the commencement of a flight, and which contains, where
necessary, any information on associated operating limitations and
performance correction.
29) ‘congested area’ means in relation to a city, town or settlement, any area
which is substantially used for residential, commercial or recreational
purposes;
30) ‘contaminated runway’ means a runway of which more than 25 % of the
runway surface area within the required length and width being used is
covered by the following:
(a) surface water more than 3 mm (0,125 in) deep, or by slush, or loose snow,
equivalent to more than 3 mm (0,125 in) of water;
(b) snow which has been compressed into a solid mass which resists further
compression and will hold together or break into lumps if picked up
(compacted snow); or
(c) ice, including wet ice;
31) ‘contingency fuel’ means the fuel required to compensate for unforeseen
factors that could have an influence on the fuel consumption to the
destination aerodrome;
32) ‘continuous descent final approach (CDFA)’ means a technique, consistent
with stabilised approach procedures, for flying the final-approach segment
of a non-precision instrument approach procedure as a continuous descent,
without level-off, from an altitude/height at or above the final approach fix
altitude/height to a point approximately 15 m (50 ft.) above the landing
runway threshold or the point where the flare manoeuvre shall begin for the
type of aircraft flown;
33) ‘converted meteorological visibility (CMV)’ means a value, equivalent to an

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RVR, which is derived from the reported meteorological visibility;

34) ‘crew member’ means a person assigned by an operator to perform duties
on board an aircraft;
35) ‘critical phases of flight’ in the case of aeroplanes means the take-off run, the
take-off flight path, the final approach, the missed approach, the landing,
including the landing roll, and any other phases of flight as determined by
the pilot-in-command or commander;
36) ‘critical phases of flight’ in the case of helicopters means taxiing, hovering,
take-off, final approach, missed approach, the landing and any other phases
of flight as determined by the pilot-in-command or commander;
37) ‘Cruise relief pilot’ means A flight crew member who is assigned to perform
pilot tasks during cruise flight, to allow the pilot-in-command or a co-pilot to
obtain planned rest.
38) ‘Cruising level’ means A level maintained during a significant portion of a
flight.
39) ‘damp runway’ means a runway where the surface is not dry, but when the
moisture on it does not give it a shiny appearance;
40) ‘dangerous goods (DG)’ means articles or substances which are capable of
posing a risk to health, safety, property or the environment and which are
shown in the list of dangerous goods in the technical instructions or which
are classified according to those instructions;
41) ‘dangerous goods accident’ means an occurrence associated with and related
to the transport of dangerous goods by air which results in fatal or serious
injury to a person or major property damage;
42) ‘dangerous goods incident’ means:
(a) an occurrence other than a dangerous goods accident associated with
and related to the transport of dangerous goods by air, not necessarily
occurring on board an aircraft, which results in injury to a person, property
damage, fire, breakage, spillage, leakage of fluid or radiation or other
evidence that the integrity of the packaging has not been maintained;
(b) any occurrence relating to the transport of dangerous goods which
seriously jeopardises an aircraft or its occupants;
43) ‘de-icing’, in the case of ground procedures, means a procedure by which
frost, ice, snow or slush is removed from an aircraft in order to provide
uncontaminated surfaces;
44) ‘defined point after take-off (DPATO)’ means the point, within the take-off
and initial climb phase, before which the helicopter’s ability to continue the
flight safely, with the critical engine inoperative, is not assured and a forced
landing may be required;
45) ‘defined point before landing (DPBL)’ means the point within the approach
and landing phase, after which the helicopter’s ability to continue the flight
safely, with the critical engine inoperative, is not assured and a forced
landing may be required;
46) ‘distance DR’ means the horizontal distance that the helicopter has travelled
from the end of the take-off distance available;
47) ‘dry lease agreement’ means an agreement between undertakings pursuant
to which the aircraft is operated under the air operator certificate (AOC) of
the lessee or, in the case of commercial operations other than CAT, under

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the responsibility of the lessee;

48) ‘dry operating mass’ means the total mass of the aircraft ready for a specific
type of operation, excluding usable fuel and traffic load;
49) ‘dry runway’ means a runway which is neither wet nor contaminated, and
includes those paved runways which have been specially prepared with
grooves or porous pavement and maintained to retain ‘effectively dry’
braking action even when moisture is present;
50) ‘Electronic flight bag (EFB)’ means an electronic information system,
comprised of equipment and applications for flight crew, which allows for
the storing, updating, displaying and processing of EFB functions to support
flight operations or duties.
51) ‘elevated final approach and take-off area (elevated FATO)’ means a FATO
that is at least 3 m above the surrounding surface;
52) ‘en-route alternate (ERA) aerodrome’ means an adequate aerodrome along
the route, which may be required at the planning stage;
53) ‘enhanced vision system (EVS)’ means a system to display electronic real-
time images of the external scene achieved through the use of imaging
sensors;
54) ‘Fatigue’ means a physiological state of reduced mental or physical
performance capability resulting from sleep loss, extended wakefulness,
circadian phase, and/or workload (mental and/or physical activity) that can
impair a person’s alertness and ability to perform safety-related operational
duties.
55) ‘Final approach segment (FAS)’ means that segment of an instrument
approach procedure in which alignment and descent for landing are
accomplished.
56) ‘final approach and take-off area (FATO)’ means a defined area for helicopter
operations, over which the final phase of the approach manoeuvre to hover
or land is completed, and from which the take-off manoeuvre is
commenced. In the case of helicopters operating in performance class 1, the
defined area includes the rejected take-off area available;
57) ‘Flight crew member’ A licensed crew member charged with duties essential
to the operation of an aircraft during a flight duty period.
58) ‘Flight Data Analysis’ A process of analysing recorded flight data in order to
improve the safety of flight operations.
59) ‘flight data monitoring (FDM)’ means the proactive and non-punitive use of
digital flight data from routine operations to improve aviation safety;
60) ‘Flight operations officer/flight dispatcher’ means a person designated by the
operator to engage in the control and supervision of flight operations,
whether licensed or not, suitably qualified in accordance with Annex 1, who
supports, briefs, and/or assists the pilot-in-command in the safe conduct of
the flight.
61) ‘Flight plan’ means specified information provided to air traffic services units,
relative to an intended flight or portion of a flight of an aircraft.
62) ‘Flight recorder’ means any type of recorder installed in the aircraft for the
purpose of complementing accident/incident investigation.
63) ‘Flight safety documents system’ means a set of inter-related documentation
established by the operator, compiling and organizing information

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necessary for flight and ground operations, and comprising, as a minimum,

the operations manual and the operator’s maintenance control manual.
64) ‘flight simulation training device (FSTD)’ means a training device which is:
(a) in the case of aeroplanes, a full flight simulator (FFS), a flight training device
(FTD), a flight and navigation procedures trainer (FNPT), or a basic
instrument training device (BITD);
(b) in the case of helicopters, a full flight simulator (FFS), a flight training device
(FTD) or a flight and navigation procedures trainer (FNPT);
65) ‘fuel ERA aerodrome’ means an ERA aerodrome selected for the purpose of
reducing contingency fuel;
66) ‘GBAS landing system (GLS)’ means an approach landing system using ground
based augmented global navigation satellite system (GNSS/GBAS)
information to provide guidance to the aircraft based on its lateral and
vertical GNSS position. It uses geometric altitude reference for its final
approach slope;
67) ‘General aviation operation’ means an aircraft operation other than a
commercial air transport operation or an aerial work operation.
68) ‘ground emergency service personnel’ means any ground emergency service
personnel (such as policemen, firemen, etc.) involved with helicopter
emergency medical services (HEMSs) and whose tasks are to any extent
pertinent to helicopter operations;
69) ‘Ground handling’ means services necessary for an aircraft’s arrival at, and
departure from, an airport, other than air traffic services.
70) ‘grounding’ means the formal prohibition of an aircraft to take-off and the
taking of such steps as are necessary to detain it;
71) ‘head-up display (HUD)’ means a display system which presents flight
information to the pilot’s forward external field of view and which does not
significantly restrict the external view;
72) ‘head-up guidance landing system (HUDLS)’ means the total airborne system
that provides headup guidance to the pilot during the approach and landing
and/or missed approach procedure. It includes all sensors, computers,
power supplies, indications and controls;
73) ‘helicopter’ means a heavier-than-air aircraft supported in flight chiefly by
the reactions of the air on one or more power-driven rotors on substantially
vertical axes;
74) ‘helicopter hoist operation (HHO) crew member’ means a technical crew
member who performs assigned duties relating to the operation of a hoist;
75) ‘helideck’ means a FATO located on a floating or fixed offshore structure;
76) ‘HEMS crew member’ means a technical crew member who is assigned to a
HEMS flight for the purpose of attending to any person in need of medical
assistance carried in the helicopter and assisting the pilot during the mission;
77) ‘HEMS flight’ means a flight by a helicopter operating under a HEMS approval,
the purpose of which is to facilitate emergency medical assistance, where
immediate and rapid transportation is essential, by carrying:
(a) medical personnel;
(b) medical supplies (equipment, blood, organs, drugs); or
(c) ill or injured persons and other persons directly involved;
78) ‘HEMS operating base’ means an aerodrome at which the HEMS crew

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members and the HEMS helicopter may be on stand-by for HEMS

operations;
79) ‘HEMS operating site’ means a site selected by the commander during a
HEMS flight for helicopter hoist operations, landing and take-off;
80) ‘HHO flight’ means a flight by a helicopter operating under an HHO approval,
the purpose of which is to facilitate the transfer of persons and/or cargo by
means of a helicopter hoist;
81) ‘HHO offshore’ means a flight by a helicopter operating under an HHO
approval, the purpose of which is to facilitate the transfer of persons and/or
cargo by means of a helicopter hoist from or to a vessel or structure in a sea
area or to the sea itself;
82) ‘HHO passenger’ means a person who is to be transferred by means of a
helicopter hoist;
83) ‘HHO site’ means a specified area at which a helicopter performs a hoist
transfer;
84) ‘hold-over time (HoT)’ means the estimated time the anti-icing fluid will
prevent the formation of ice and frost and the accumulation of snow on the
protected (treated) surfaces of an aeroplane;
85) ‘hostile environment’ means:
(a) an area in which:
(i) a safe forced landing cannot be accomplished because the surface is
inadequate; or
(ii) the helicopter occupants cannot be adequately protected from the
elements; or
(iii) search and rescue response/capability are not provided consistent
with anticipated exposure; or
(iv) there is an unacceptable risk of endangering persons or property on
the ground;
(b) in any case, the following areas:

86) for overwater operations, the open sea area north of 45 N and south of 45
S, unless any part is designated as non-hostile by the responsible authority
of the State inwhich the operations take place; and those parts of a
congested area without adequate safe forced landing areas;
87) ‘Human Factors principles’ means Principles which apply to aeronautical
design, certification, training, operations and maintenance and which seek
safe interface between the human and other system components by proper
consideration to human performance.
88) ‘Human performance’ means Human capabilities and limitations which have
an impact on the safety and efficiency of aeronautical operations.
89) ‘Instrument meteorological conditions (IMC)’ means Meteorological
conditions expressed in terms of visibility, distance from cloud, and ceiling*,
less than the minima specified for visual meteorological conditions.
90) ‘landing decision point (LDP)’ means the point used in determining landing
performance from which, an engine failure having been recognised at this
point, the landing may be safely continued or a balked landing initiated;
91) ‘landing distance available (LDA)’ means the length of the runway which is
declared available by the State of the aerodrome and suitable for the ground

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run of an aeroplane landing;

92) ‘landplane’ means a fixed wing aircraft which is designed for taking off and
landing on land and includes amphibians operated as landplanes;
93) ‘local helicopter operation’ means a commercial air transport operation of
helicopters with a maximum certified take-off mass (MCTOM) over 3 175 kg
and a maximum operational passenger seating configuration (MOPSC) of
nine or less, by day, over routes navigated by reference to visual landmarks,
conducted within a local and defined geographical area specified in the
operations manual;
94) ‘low visibility procedures (LVP)’ means procedures applied at an aerodrome
for the purpose of ensuring safe operations during lower than standard
category I, other than standard category II, category II and III approaches
and low visibility take-offs;
95) ‘low visibility take-off (LVTO)’ means a take-off with an RVR lower than 400
m but not less than 75 m;
96) ‘lower than standard category I (LTS CAT I) operation’ means a category I
instrument approach and landing operation using category I DH, with an RVR
lower than would normally be associated with the applicable DH but not
lower than 400 m;
97) ‘Maintenance ‘means the performance of tasks required to ensure the
continuing airworthiness of an aircraft, including any one or combination of
overhaul, inspection, replacement, defect rectification, and the
embodiment of a modification or repair.
98) ‘Maintenance programme’ means a document which describes the specific
scheduled maintenance tasks and their frequency of completion and related
procedures, such as a reliability programme, necessary for the safe
operation of those aircraft to which it applies.
99) ‘Maintenance release’ A document which contains a certification confirming
that the maintenance work to which it relates has been completed in a
satisfactory manner, either in accordance with the approved data and the
procedures described in the maintenance organization’s procedures manual
or under an equivalent system.
100) Master minimum equipment list (MMEL). A list established for a particular
aircraft type by the organization responsible for the type design with the
approval of the State of Design containing items, one or more of which is
permitted to be unserviceable at the commencement of a flight. The MMEL
may be associated with special operating conditions, limitations or
procedures.
101) ‘maximum operational passenger seating configuration (MOPSC)’ means the
maximum passenger seating capacity of an individual aircraft, excluding
crew seats, established for operational purposes and specified in the
operations manual. Taking as a baseline, the maximum passenger seating
configuration established during the certification process conducted for the
type certificate (TC), supplemental type certificate (STC) or change to the TC
or STC as relevant to the individual aircraft, the MOPSC may establish an
equal or lower number of seats, depending on the operational constraints;
102) ‘Maximum diversion time’ means maximum allowable range, expressed in
time, from a point on a route to an en-route alternate aerodrome.

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103) ‘Maximum mass’ means maximum certificated take-off mass.

104) ‘medical passenger’ means a medical person carried in a helicopter during a
HEMS flight, including but not limited to doctors, nurses and paramedics;
105) “misuse of substances” means the use of one or more psychoactive
substances by flight crew, cabin crew members and other safety-sensitive
personnel in a way that: (a) constitutes a direct hazard to the user or
endangers the lives, health or welfare of others, and/or (b) causes or
worsens an occupational, social, mental or physical problem or disorder;
106) Minimum descent altitude (MDA) or minimum descent height (MDH). A
specified altitude or height in a non- precision approach or circling approach
below which descent must not be made without the required visual
reference.
107) Minimum equipment list (MEL). A list which provides for the operation of
aircraft, subject to specified conditions, with particular equipment
inoperative, prepared by an operator in conformity with, or more restrictive
than, the MMEL established for the aircraft type.
108) ‘night’ means the period between the end of evening civil twilight and the
beginning of morning civil twilight or such other period between sunset and
sunrise as may be prescribed by the appropriate authority, as defined by the
State;
109) ‘night vision goggles (NVG)’ means a head-mounted, binocular, light
intensification appliance that enhances the ability to maintain visual surface
references at night;
110) ‘night vision imaging system (NVIS)’ means the integration of all elements
required to successfully and safely use NVGs while operating a helicopter.
The system includes as a minimum: NVGs, NVIS lighting, helicopter
components, training and continuing airworthiness;
111) ‘non-hostile environment’ means an environment in which:
(a) a safe forced landing can be accomplished;
(b) the helicopter occupants can be protected from the elements; and
(c) search and rescue response/capability is provided consistent with the
anticipated exposure.
In any case, those parts of a congested area with adequate safe forced
landing areas shall be considered non-hostile;
112) ‘non-precision approach (NPA) operation’ means an instrument approach
with a minimum descent height (MDH), or DH when flying a CDFA technique,
not lower than 250 ft. and an RVR/CMV of not less than 750 m for
aeroplanes and 600 m for helicopters;
113) ‘NVIS crew member’ means a technical crew member assigned to an NVIS
flight;
114) ‘NVIS flight’ means a flight under night visual meteorological conditions
(VMC) with the flight crew using NVGs in a helicopter operating under an
NVIS approval;
115) ‘Obstacle clearance altitude (OCA) or obstacle clearance height (OCH)’ The
lowest altitude or the lowest height above the elevation of the relevant
runway threshold or the aerodrome elevation as applicable, used in
establishing compliance with appropriate obstacle clearance criteria.

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N1. Obstacle clearance altitude is referenced to mean sea level and

obstacle clearance height is referenced to the threshold elevation or in
the case of non-precision approach procedures to the aerodrome
elevation or the threshold elevation if that is more than 2 m (7 ft) below
the aerodrome elevation. An obstacle clearance height for a circling
approach procedure is referenced to the aerodrome elevation.
N2. For convenience when both expressions are used they may be
written in the form “obstacle clearance altitude/height” and
abbreviated “OCA/H”.
116) ‘offshore operation’ means a helicopter operation that has a substantial
proportion of any flight conducted over open sea areas to or from an
offshore location;
(a) ‘offshore location’ means a facility intended to be used for helicopter
operations on a fixed or floating offshore structure or a vessel;(b) ‘open sea
area’ means the area of water to seaward of the coastline;
117) ‘operating site’ means a site, other than an aerodrome, selected by the
operator or pilot- in command or commander for landing, take-off and/or
external load operations;
118) ‘operation in performance class 1’ means an operation that, in the event of
failure of the critical engine, the helicopter is able to land within the rejected
take-off distance available or safely continue the flight to an appropriate
landing area, depending on when the failure occurs;
119) ‘operation in performance class 2’ means an operation that, in the event of
failure of the critical engine, performance is available to enable the
helicopter to safely continue the flight, except when the failure occurs early
during the take-off manoeuvre or late in the landing manoeuvre, in which
cases a forced landing may be required;
120) ‘operation in performance class 3’ means an operation that, in the event of
an engine failure at any time during the flight, a forced landing may be
required in a multi-engined helicopter and will be required in a single-
engined helicopter;
121) ‘operational control’ means the responsibility for the initiation, continuation,
termination or diversion of a flight in the interest of safety;
122) ‘other than standard category II (OTS CAT II) operation’ means a precision
instrument approach and landing operation using ILS or MLS where some or
all of the elements of the precision approach category II light system are not
available, and with:
(a) DH below 200 ft. but not lower than 100 ft.; and
(b) RVR of not less than 350 m;
123) Operational flight plan. The operator’s plan for the safe conduct of the flight
based on considerations of aeroplane performance, other operating
limitations and relevant expected conditions on the route to be followed
and at the aerodromes concerned.
124) ‘Operations specifications’ means the authorizations, conditions and
limitations associated with the air operator certificate and subject to the
conditions in the operations manual.
125) ‘Operations manual’ A manual containing procedures, instructions and
guidance for use by operational personnel in the execution of their duties.

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126) ‘Operator’ means a person, organization or enterprise engaged in or offering

to engage in an aircraft operation.
127) ‘Operator’s maintenance control manual’ means a document which
describes the operator’s procedures necessary to ensure that all scheduled
and unscheduled maintenance is performed on the operator’s aircraft on
time and in a controlled and satisfactory manner.
128) ‘performance class A aeroplanes’ means multi-engined aeroplanes powered
by turbo- propeller engines with an MOPSC of more than nine or a maximum
take-off mass exceeding 5 700 kg, and all multi-engined turbo-jet powered
aeroplanes;
129) ‘performance class B aeroplanes’ means aeroplanes powered by propeller
engines with an MOPSC of nine or less and a maximum take-off mass of 5
700 kg or less;
130) ‘performance class C aeroplanes’ means aeroplanes powered by
reciprocating engines with an MOPSC of more than nine or a maximum take-
off mass exceeding 5 700 kg;
131) ‘pilot-in-command’ means the pilot designated as being in command and
charged with the safe conduct of the flight. For the purpose of commercial
air transport operations, the ‘pilot-in command’ shall be termed the
‘commander’;
132) ‘Point of no return’ means the last possible geographic point at which an
aircraft can proceed to the destination aerodrome as well as to an available
en-route alternate aerodrome for a given flight;
133) ‘Pressure-altitude’ means an atmospheric pressure expressed in terms of
altitude which corresponds to that pressure in the Standard Atmosphere;
134) ‘principal place of business’ means the head office or registered office of the
organisation within which the principal financial functions and operational
control of the activities referred to in this Regulation are exercised;
135) ‘prioritisation of ramp inspections’ means the dedication of an appropriate
portion of the total number of ramp inspections conducted by or on behalf
of a competent authority on an annual basis as provided in Part-ARO;
136) ‘psychoactive substances’ means alcohol, opioids, cannabinoids, sedatives
and hypnotics, cocaine, other psychostimulants, hallucinogens, and volatile
solvents, with the exception of caffeine and tobacco;
137) ‘public interest site (PIS)’ means a site used exclusively for operations in the
public interest;
138) ‘ramp inspection’ means the inspection of aircraft, of flight and cabin crew
qualifications and of flight documentation in order to verify the compliance
with the applicable requirements;
139) ‘rectification interval’ means a limitation on the duration of operations with
inoperative equipment;
140) ‘rejected take-off distance available (RTODAH)’ means the length of the final
approach and takeoff area declared available and suitable for helicopters
operated in performance class 1 to complete a rejected take-off;
141) ‘rejected take-off distance required (RTODRH)’ means the horizontal distance
required from the start of the take-off to the point where the helicopter
comes to a full stop following an engine failure and rejection of the take-off
at the take-off decision point;

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142) ‘required navigation performance (RNP) specification’ means a navigation

specification for PBN operations which includes a requirement for on-board
navigation performance monitoring and alerting;
143) ‘Repair’ means the restoration of an aeronautical product to an airworthy
condition to ensure that the aircraft continues to comply with the design
aspects of the appropriate airworthiness requirements used for the issuance
of the type certificate for the respective aircraft type, after it has been
damaged or subjected to wear.
144) ‘runway visual range (RVR)’ means the range over which the pilot of an
aircraft on the centre line of a runway can see the runway surface markings
or the lights delineating the runway or identifying its centre line;
145) ‘safe forced landing’ means an unavoidable landing or ditching with a
reasonable expectancy of no injuries to persons in the aircraft or on the
surface;
146) ‘Safety management system’ means systematic approach to managing
safety, including the necessary organizational structures, accountabilities,
policies and procedures.
147) ‘safety-sensitive personnel’ means persons who might endanger aviation
safety if they perform their duties and functions improperly, including flight
crew and cabin crew members, aircraft maintenance personnel and air
traffic controllers;
148) ‘seaplane’ means a fixed wing aircraft which is designed for taking off and
landing on water and includes amphibians operated as seaplanes;
149) ‘separate runways’ means runways at the same aerodrome that are separate
landing surfaces. These runways may overlay or cross in such a way that if
one of the runways is blocked, it will not prevent the planned type of
operations on the other runway. Each runway shall have a separate
approach procedure based on a separate navigation aid;
150) ‘special VFR flight’ means a VFR flight cleared by air traffic control to operate
within a control zone in meteorological conditions below VMC;
151) ‘stabilised approach (SAp)’ means an approach that is flown in a controlled
and appropriate manner in terms of configuration, energy and control of the
flight path from a pre-determined point or altitude/height down to a point
50 ft. above the threshold or the point where the flare manoeuvre is
initiated if higher;
152) ‘State of Registry’ means the State on whose register the aircraft is entered.
153) ‘State of the Operator’ means the State in which the operator’s principal
place of business is located or, if there is no such place of business, the
operator’s permanent residence.
154) ‘sterile flight crew compartment’ means any period of time when the flight
crew members are not disturbed or distracted, except for matters critical to
the safe operation of the aircraft or the safety of the occupants;
155) ‘take-off alternate aerodrome’ means an alternate aerodrome at which an
aircraft can land should this become necessary shortly after take-off and if
it is not possible to use the aerodrome of departure;
156) ‘take-off decision point (TDP)’ means the point used in determining take-off
performance from which, an engine failure having been recognised at this
point, either a rejected take-off may be made or a take-off safely continued;

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157) ‘take-off distance available (TODA)’ in the case of aeroplanes means the
length of the take-off run available plus the length of the clearway, if
provided;
158) ‘take-off distance available (TODAH)’ in the case of helicopters means the
length of the final approach and take-off area plus, if provided, the length of
helicopter clearway declared available and suitable for helicopters to
complete the take-off;
159) ‘take-off distance required (TODRH)’ in the case of helicopters means the
horizontal distance required from the start of the take-off to the point at
which take-off safety speed (VTOSS), a selected height and a positive climb
gradient are achieved, following failure of the critical engine being
recognised at the TDP, the remaining engines operating within approved
operating limits;
160) ‘take-off flight path’ means the vertical and horizontal path, with the critical
engine inoperative, from a specified point in the take-off for aeroplanes to
1 500 ft. above the surface and for helicopters to 1 000 ft. above the surface;
161) ‘take-off mass’ means the mass including everything and everyone carried at
the commencement of the take-off for helicopters and take-off run for
aeroplanes;
162) ‘take-off run available (TORA)’ means the length of runway that is declared
available by the State of the aerodrome and suitable for the ground run of
an aeroplane taking off; (117a) ‘task specialist’ means a person assigned by
the operator or a third party, or acting as an undertaking, who performs
tasks on the ground directly associated with a specialised task or performs
specialised tasks on board or from the aircraft;
163) ‘Target level of safety (TLS)’ means a generic term representing the level of
risk which is considered acceptable in particular circumstances.
164) ‘technical crew member’ means a crew member in commercial air transport
HEMS, HHO or NVIS operations other than a flight or cabin crew member,
assigned by the operator to duties in the aircraft or on the ground for the
purpose of assisting the pilot during HEMS, HHO or NVIS operations, which
may require the operation of specialised on-board equipment;
165) ‘technical instructions (TI)’ means the latest effective edition of the ‘Technical
instructions for the safe transport of dangerous goods by air’, including the
supplement and any addenda, approved and published by the International
Civil Aviation Organisation;
166) ‘Threshold time’ means the range, expressed in time, established the State
of the Operator to an en-route alternate aerodrome, whereby any time
beyond requires an ETOPS approval from the State of the Operator.
167) ‘traffic load’ means the total mass of passengers, baggage, cargo and carry-
on specialist equipment and, except for balloons, including any ballast;
168) ‘unaided NVIS flight’ means, in the case of NVIS operations, that portion of a
VFR flight performed at night when a crew member is not using NVG;
169) ‘undertaking’ means any natural or legal person, whether profit-making or
not, or any official body whether having its own personality or not;
170) ‘V1’ means the maximum speed in the take-off at which the pilot must take
the first action to stop the aeroplane within the accelerate-stop distance. V1
also means the minimum speed in the take-off, following a failure of the

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critical engine at VEF, at which the pilot can continue the takeoff and achieve
the required height above the take-off surface within the take-off distance;
171) ‘Visual meteorological conditions (VMC)’ Means meteorological conditions
expressed in terms of visibility, distance from cloud, and ceiling*, equal to
or better than specified minima;
172) ‘VEF’ means the speed at which the critical engine is assumed to fail during
take-off;
173) ‘visual approach’ means an approach when either part or all of an instrument
approach procedure is not completed and the approach is executed with
visual reference to the terrain;
174) ‘weather-permissible aerodrome’ means an adequate aerodrome where, for
the anticipated time of use, weather reports, or forecasts, or any
combination thereof, indicate that the weather conditions will be at or
above the required aerodrome operating minima, and the runway surface
condition reports indicate that a safe landing will be possible;
175) ‘wet lease agreement’ means an agreement:
– in the case of CAT operations, between air carriers pursuant to which the
aircraft is operated under the AOC of the lessor; or
– in the case of commercial operations other than CAT, between operators
pursuant to which the aircraft is operated under the responsibility of the
lessor;
176) ‘wet runway’ means a runway of which the surface is covered with water, or
equivalent, less than specified by the ‘contaminated runway’ definition or
when there is sufficient moisture on the runway surface to cause it to
appear reflective, but without significant areas of standing water.

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Part-ARO

Authority Requirements for Air Operations

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ARO.GEN.005 Scope
This Part establishes requirements for the administration and management
system to be fulfilled by the CAOIRI for the implementation and enforcement of
civil aviation law.

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SUBPART GEN
GENERAL REQUIREMENTS

SECTION I
General

ARO.GEN.115 Oversight documentation

The CAOIRI shall provide all legislative acts, standards, rules, technical
publications and related documents to relevant personnel in order to allow them
to perform their tasks and to discharge their responsibilities.

ARO.GEN.120 Means of compliance

a) The CAOIRI shall develop acceptable means of compliance (AMC) that may be
used to establish compliance with this regulation. When the AMC are
complied with, the related requirements of the regulation are met.
b) Alternative means of compliance may be used to establish compliance with
the regulation.
c) The CAOIRI shall establish a system to consistently evaluate that all
alternative means of compliance used by itself or by organizations and
persons under its oversight allow the establishment of compliance with
regulation.
d) The CAOIRI shall evaluate all alternative means of compliance proposed by an
organization in accordance with ORO.GEN.120 (b) by analyzing the
documentation provided and, if considered necessary, conducting an
inspection of the organization.
When the CAOIRI finds that the alternative means of compliance are in
accordance with the Implementing Rules, it shall without undue delay:

e) Notify the applicant that the alternative means of compliance may be

implemented and, if applicable, amend the approval, specialized operation
authorization or certificate of the applicant accordingly; and When the CAOIRI
itself uses alternative means of compliance to achieve compliance with
regulation; it shall:
Make them available to all organizations and persons under its oversight.

ARO.GEN.135 Immediate reaction to a safety problem

a) CAOIRI shall implement a system to appropriately collect, analyze and

disseminate safety information.
b) The CAOIRI shall implement a system to appropriately analyze any relevant
safety information received and without undue delay provide to other
Authorities, if relevant, any information, including recommendations or

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corrective actions to be taken, necessary for them to react in a timely manner

to a safety problem involving products, Parts, appliances, persons or
organizations subject to this regulation.
c) Upon receiving the information referred to in (a) and (b), the CAOIRI shall take
adequate measures to address the safety problem.
d) Measures taken under (c) shall immediately be notified to all persons or
organizations which need to comply with them under this regulation. The
CAOIRI shall also notify those measures to other Authorities, if relevant.

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SECTION II
Management

ARO.GEN.200 Management system

a) The CAOIRI shall establish and maintain a management system, including as
a minimum:
1. Documented policies and procedures to describe its organization, means
and methods to achieve compliance with this regulation. The procedures
shall be kept up to date and serve as the basic working documents within
CAOIRI for all related tasks;
2. A sufficient number of personnel to perform its tasks and discharge its
responsibilities. Such personnel shall be qualified to perform their
allocated tasks and have the necessary knowledge, experience, initial and
recurrent training to ensure continuing competence. A system shall be in
place to plan the availability of personnel, in order to ensure the proper
completion of all tasks;
3. adequate facilities and office accommodation to perform the allocated
tasks;
4. A function to monitor compliance of the management system with the
relevant requirements and adequacy of the procedures including the
establishment of an internal audit process and a safety risk management
process. Compliance monitoring shall include a feedback system of audit
findings to the senior management of the CAOIRI to ensure
implementation of corrective actions as necessary; and
5. A person or group of persons, ultimately responsible to the senior
management of the CAOIRI for the compliance monitoring function.
6. b) The CAOIRI shall, for each field of activity, including management
system, appoint one or more persons with the overall responsibility for the
management of the relevant task(s).
7. The CAOIRI shall establish procedures for participation in a mutual
exchange of all necessary information and assistance with other
competent authorities concerned including on all findings raised and
follow-up actions taken as a result of oversight of persons and
organisations exercising activities in the territory of a State, but certified
or authorised by or making declarations to the competent authority of
another State.
8. A copy of the procedures related to the management system and their
amendments shall be made available to the CAOIRI for the purpose of
standardisation.

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ARO.GEN.210 Changes in the management system

a) The CAOIRI shall have a system in place to identify changes that affect its
capability to perform its tasks and discharge its responsibilities as defined in
this regulation. This system shall enable it to take action as appropriate to
ensure that its management system remains adequate and effective.
b) The CAOIRI shall update its management system to reflect any change to this
regulation in a timely manner, so as to ensure effective implementation.

ARO.GEN.220 Record-keeping

a) The CAOIRI shall establish a system of record-keeping providing for adequate

storage, accessibility and reliable traceability of:
1. the management system’s documented policies and procedures;
2. training, qualification and authorization of its personnel;
3. the allocation of tasks, covering the elements required by ARO.GEN.205 as
well as the details of tasks allocated;
4. certification processes and continuing oversight of certified organizations;
5. (4a) the process of authorization of a high risk commercial specialized
operation and continuing oversight of an authorization holder;
6. declaration processes and continuing oversight of declared organizations;
7. details of training courses provided by certified organizations, and if
applicable, records relating to FSTDs used for such training;
8. oversight of persons and organizations exercising activities within the
territory of CAOIRI;
9. oversight of operations of other-than complex motor-powered aircraft by
non-commercial operators;
10. findings, corrective actions and date of action closure;
11. enforcement measures taken;
12. safety information and follow-up measures; and
13. Reserved.
b) The CAOIRI shall maintain a list of all organization certificates and specialized
operations authorizations it issued as well as declarations it received.
All records shall be kept for the minimum period specified in this Regulation.
In the absence of such indication, records shall be kept for a minimum period
of five years subject to applicable data protection law.

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SECTION III
Oversight, certification and enforcement

ARO.GEN.300 Oversight

a) The CAOIRI shall verify:

1. compliance with the requirements applicable to organizations or type of
operations prior to the issue of a certificate, approval or authorization, as
applicable;
2. continued compliance with the applicable requirements of organizations it
has certified, specialized operations it has authorized and organizations
from whom it received a declaration;
3. continued compliance with the applicable requirements of non-commercial
operators of other-than complex motor-powered aircraft; and
4. Implementation of appropriate safety measures mandated by the CAOIRI
as defined in ARO.GEN.135(c) and (d).
b) This verification shall:
1. be supported by documentation specifically intended to provide personnel
responsible for safety oversight with guidance to perform their functions;
2. provide the persons and organizations concerned with the results of safety
oversight activity;
3. be based on audits and inspections, including ramp and unannounced
inspections; and
4. provide the CAOIRI with the evidence needed in case further action is
required, including the measures foreseen by ARO.GEN.350 and
ARO.GEN.355.
c) The scope of oversight defined in (a) and (b) shall take into account the
results of past oversight activities and the safety priorities.
d) Without prejudice to the competences of the States and to their
obligations as set out in ARO.RAMP, the scope of the oversight of
activities performed in the territory of a State by persons or organisations
established or residing in another State shall be determined on the basis
of the safety priorities, as well as of past oversight activities.

ARO.GEN.305 Oversight programme

a) The CAOIRI shall establish and maintain an oversight programme covering the
oversight activities required by ARO.GEN.300 and by ARO.RAMP.
b) For organizations certified by the CAOIRI, the oversight programme shall be
developed taking into account the specific nature of the organization, the
complexity of its activities, the results of past certification and/or oversight

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activities required by ARO.GEN and ARO.RAMP and shall be based on the

assessment of associated risks. It shall include within each oversight planning
cycle:
1. audits and inspections, including ramp and unannounced inspections as
appropriate; and
2. Meetings convened between the accountable manager and the CAOIRI to
ensure both remain informed of significant issues.
c) For organizations certified by the CAOIRI an oversight planning cycle not
exceeding 24 months shall be applied.
The oversight planning cycle may be reduced if there is evidence that the safety
performance of the organization has decreased.

The oversight planning cycle may be extended to a maximum of 36 months if the

CAOIRI has established that, during the previous 24 months:

1. the organization has demonstrated an effective identification of aviation

safety hazards and management of associated risks;
2. the organization has continuously demonstrated under ORO.GEN.130 that
it has full control over all changes;
3. no level 1 findings have been issued; and
4. all corrective actions have been implemented within the time period
accepted or extended by the CAOIRI as defined in ARO.GEN.350(d)(2).
The oversight planning cycle may be further extended to a maximum of 48
months if, in addition to the above, the organization has established, and the
CAOIRI has approved, an effective continuous reporting system to the CAOIRI on
the safety performance and regulatory compliance of the organization itself.

d) For organizations declaring their activity to the CAOIRI, the oversight

programme shall be based on the specific nature of the organization, the
complexity of its activities and the data of past oversight activities and the
assessment of risks associated with the type of activity carried out. It shall
include audits and inspections, including ramp and unannounced inspections,
as appropriate.
1. For organizations holding a specialized operations authorization, the
oversight programme shall be established in accordance with (d) and shall
also take into account the past and current authorization process and the
validity period of the authorization.
e) For persons holding a licence, certificate, rating, or attestation issued by the
CAOIRI the oversight programme shall include inspections, including
unannounced inspections, as appropriate.
f) The oversight programme shall include records of the dates when audits,
inspections and meetings are due and when such audits, inspections and
meetings have been carried out.

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ARO.GEN.310 Initial certification procedure — organizations

a) Upon receiving an application for the initial issue of a certificate for an

organization, the CAOIRI shall verify the organization's compliance with the
applicable requirements. This verification may take into account the
statement referred to in ORO.AOC.100 (b).
b) When satisfied that the organization is in compliance with the applicable
requirements, the CAOIRI shall issue the certificate(s), as established in
Appendixes I and II. The certificate(s) shall be issued for an unlimited
duration. The privileges and scope of the activities that the organization is
approved to conduct shall be specified in the terms of approval attached to
the certificate(s).
c) To enable an organization to implement changes without prior CAOIRI
approval in accordance with ORO.GEN.130, the CAOIRI shall approve the
procedure submitted by the organization defining the scope of such changes
and describing how such changes will be managed and notified.

ARO.GEN.330 Changes — organizations

a) Upon receiving an application for a change that requires prior approval, the
CAOIRI shall verify the organization's compliance with the applicable
requirements before issuing the approval.
The CAOIRI shall prescribe the conditions under which the organization may
operate during the change, unless the CAOIRI determines that the organization's
certificate needs to be suspended.

When satisfied that the organization is in compliance with the applicable

requirements, the CAOIRI shall approve the change.

b) Without prejudice to any additional enforcement measures, when the

organization implements changes requiring prior approval without having
received CAOIRI approval as defined in (a), the CAOIRI shall suspend, limit or
revoke the organization's certificate.
c) For changes not requiring prior approval, the CAOIRI shall assess the
information provided in the notification sent by the organization in
accordance with ORO.GEN.130 to verify compliance with the applicable
requirements. In case of any non-compliance, the CAOIRI shall:
1. notify the organization about the non-compliance and request further
changes;
2. in case of level 1 or level 2 findings, act in accordance with ARO.GEN.350.

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Applicable ARO.GEN.345 Declaration — organizations

until
23/09/2019
(a) Upon receiving a declaration from an organisation carrying out or intending
, to carry out activities for which a declaration is required, CAOIRI shall verify that
then
Deleted.
the declaration contains all the information required by Part-ORO and shall
acknowledge receipt of the declaration to the organisation.
(a) Upon receiving a declaration from an organisation carrying out or intending
Applicable to carry out activities for which a declaration is required, CAOIRI shall verify that
from
23/09/2019.
the declaration contains all the information required pursuant to point
ORO.DEC.100 of Part-ORO to this Regulation.
(b) If the declaration does not contain the required information, or contains
information that
indicates non-compliance with applicable requirements, the competent
authority shall notify the organisation about the non-compliance and request
further information. If deemed necessary the competent authority shall carry
out an inspection of the organisation. If the non-compliance is confirmed, the
competent authority shall take action as defined in ARO.GEN.350.

ARO.GEN.350 Findings and corrective actions — organizations

a) The CAOIRI for oversight in accordance with ARO.GEN.300 (a) shall have a
system to analyze findings for their safety significance.
b) A level 1 finding shall be issued by the CAOIRI when any significant non-
compliance is detected with the applicable requirements of this regulation
with the organization's procedures and manuals or with the terms of an
approval, certificate, specialized operation authorization or with the content
of a declaration which lowers safety or seriously hazards flight safety.
The level 1 findings shall include:
1. failure to give CAOIRI access to the facilities of the organisation in
accordance with point ORO.GEN.140 of Part-ORO, during normal
operating hours and after two written requests;
2. obtaining or maintaining the validity of the organization certificate or
specialized operations authorization by falsification of submitted
documentary evidence;
3. evidence of malpractice or fraudulent use of the organization certificate or
specialized operations authorization; and
4. the lack of an accountable manager.
c) A level 2 finding shall be issued by the CAOIRI when any non-compliance is
detected with the applicable requirements of this regulation, with the
organization's procedures and manuals or with the terms of an approval,
certificate, specialized operation authorization or with the content of a
declaration which could lower safety or hazard flight safety.
d) When a finding is detected during oversight or by any other means, the
CAOIRI shall, without prejudice to any additional action required by this
regulation. Communicate the finding to the organization in writing and
request corrective action to address the non-compliance(s) identified. Where

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relevant, the CAOIRI shall inform the State in which the aircraft is registered.
1. In the case of level 1 findings the CAOIRI shall take immediate and
appropriate
2. action to prohibit or limit activities, and if appropriate, it shall take action
to revoke the certificate, specialized operations authorization or specific
approval or to limit or suspend it in whole or in Part, depending upon the
extent of the level 1 finding, until successful corrective action has been
taken by the organization.
3. In the case of level 2 findings, the CAOIRI shall:
i. Grant the organization a corrective action implementation period
appropriate to the nature of the finding that in any case initially shall not
be more than three months. At the end of this period, and subject to the
nature of the finding, the CAOIRI may extend the three-month period
subject to a satisfactory corrective action plan agreed by the CAOIRI; and
ii. Assess the corrective action and implementation plan proposed by the
organization and, if the assessment concludes that they are sufficient to
address the non- compliance(s), accept these.
4. Where an organization fails to submit an acceptable corrective action plan,
or to perform the corrective action within the time period accepted or
extended by the CAOIRI, the finding shall be raised to a level 1 finding and
action taken as laid down in (d)(1).
5. The CAOIRI shall record all findings it has raised and, where applicable, the
enforcement measures it has applied, as well as all corrective actions and
date of action closure for findings.

ARO.GEN.355 Findings and enforcement measures — persons

a) If, during oversight or by any other means, evidence is found by the CAOIRI
responsible for oversight in accordance with ARO.GEN.300 (a) that shows a
non-compliance with the applicable requirements by a person holding a
licence, certificate, rating or attestation issued in accordance with CAOIRI
Aircrew, the CAOIRI shall act in accordance with ARA.GEN.355 (a) to (d) of
Part-ARA to CAOIRI Aircrew.
b) If, during oversight or by any other means, evidence is found showing a non-
compliance with the applicable requirements by a person subject to the
requirements laid down in this regulation and not holding a licence,
certificate, rating or attestation issued in accordance with that Regulation and
its Implementing Rules, the CAOIRI that identified the non- compliance shall
take any enforcement measures necessary to prevent the continuation of
that non-compliance.

ARO.GEN.360 Findings and enforcement measures — all operators

If, during oversight or by any other means, evidence is found showing a non-

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compliance with the applicable requirements by an operator subject to the

requirements laid down in this regulation, CAOIRI identified the non-
compliance and shall take any enforcement measures necessary to prevent
the continuation of that non- compliance.

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SUBPART OPS
AIR OPERATIONS

SECTION I
Certification of commercial air transport operators

ARO.OPS.100 Issue of the air operator certificate

a) The CAOIRI shall issue the air operator certificate (AOC) when satisfied that the
operator has demonstrated compliance with the elements required in
ORO.AOC.100.
b) The certificate shall include the associated operations specifications.
c) The CAOIRI may determine specific operational limitations. Such limitations
shall be documented in the operations specifications.

ARO.OPS.105 Code-share arrangements

In considering the safety of a code-share agreement involving other operator, the

CAOIRI shall:

1. satisfy itself, following the verification by the operator as set out in

ORO.AOC.115, that the foreign country operator complies with the applicable
ICAO standards;
2. Liaise with the Competent Authority of the State of the foreign country
operator as necessary.

ARO.OPS.110 Lease agreements for Aeroplane and Helicopter

a) The CAOIRI shall approve a lease agreement when satisfied that the
operator certified in accordance with Part-ORO.
(1) ORO.AOC.110(d), for dry leased-in foreign country aircraft;
(2) ORO.AOC.110(c), for wet lease-in of an aircraft from foreign country operator;
(3) ORO.AOC.110(e), for dry lease-out of an aircraft to any operator;
b) The approval of a wet lease agreement shall be suspended or revoked
whenever:
1. the AOC of the lessor or lessee is suspended or revoked;
1. The lessor is subject to an operating ban pursuant to Regulation (EC) No
2111/2005 of the European Parliament and of the Council.
c) The approval of a dry lease agreement shall be suspended or revoked
whenever:
1. the certificate of airworthiness of the aircraft is suspended or revoked;

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2. The aircraft is included in the list of operators subject to operational

restrictions or it is registered in a State of which all operators under its
oversight are subject to an operating ban pursuant to ‘Regulation (EC) No
2111/2005 of the European Parliament and of the Council.
d) When asked for the prior approval of a dry-lease out agreement in accordance
with ORO.AOC.110(e), the CAOIRI shall ensure:
1. proper operation of the aircraft coordination with the Competent
Authority responsible for the continuing oversight of the aircraft, or for the
operation of the aircraft, if it is not the same authority;
2. That the aircraft is timely removed from the operator’s AOC.
e) When asked for prior approval of a dry lease-in agreement in accordance with
point ORO.AOC.110 (d), the CAOIRI shall ensure proper coordination with the
State of Registry of the aircraft as necessary to exercise the oversight
responsibilities of the aircraft.

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SECTION Ia
Authorization of high risk commercial specialized operations

ARO.OPS.150 Authorization of high risk commercial specialized operations

a) Upon receiving an application for the issue of a high-risk commercial
specialized operations authorization, the CAOIRI shall review the operator’s
risk assessment documentation and standard operating procedures (SOP),
related to one or more planned operations and developed in accordance with
the relevant requirements of Part-SPO.
b) When satisfied with the risk assessment and SOP, the CAOIRI shall issue the
authorization, as established in Appendix VI. The authorization may be issued
for a limited or an unlimited duration. The conditions under which an operator
is authorized to conduct one or more high risk commercial specialized
operations shall be specified in the authorization.
c) Upon receiving an application for a change to the authorization, shall comply
with (a) and (b). It shall prescribe the conditions under which the operator
may operate during the change, unless the CAOIRI determines that the
authorization needs to be suspended.
d) Upon receiving an application for the renewal of the authorization, the
CAOIRI shall comply with (a) and (b). It may take into account the past
authorization process and oversight activities.
e) Without prejudice to any additional enforcement measures, when the
operator implements changes without having submitted an amended risk
assessment and SOP, the CAOIRI shall suspend, limit or revoke the
authorization.
f) Upon receiving an application for the issue of an authorization for a cross-
border high risk commercial specialized operation, the CAOIRI shall review the
operator’s risk assessment documentation and standard operating
procedures (SOP) in coordination with the Competent Authority of the place
where the operation is planned to be conducted. When both authorities are
satisfied with the risk assessment and SOP, the CAOIRI shall issue the
authorization.

ARO.OPS.155 Lease agreements

a) The CAOIRI shall approve a lease agreement involving foreign country

registered aircraft or foreign country operator when the SPO operator has
demonstrated compliance with ORO.SPO.100.
b) The approval of a dry lease agreement shall be suspended or revoked
whenever the certificate of airworthiness of the aircraft is suspended or
revoked.

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SECTION II
Approvals

ARO.OPS.200 Specific approval procedure

a) Upon receiving an application for the issue of a specific approval or changes

thereof, the CAOIRI shall assess the application in accordance with the
relevant requirements of Part-SPA and conduct, where relevant, an
appropriate inspection of the operator.
b) When satisfied that the operator has demonstrated compliance with the
applicable requirements, the CAOIRI shall issue or amend the approval. The
approval shall be specified in:
1. the operations specifications, as established in Appendix II, for commercial
air transport operations; or
2. The list of specific approvals, as established in Appendix V, for non-
commercial operations and specialized operations.

ARO.OPS.205 Minimum equipment list approval

a) When receiving an application for initial approval of a minimum equipment

list (MEL) or an amendment thereof from an operator, the CAOIRI shall assess
each item affected, to verify compliance with the applicable requirements,
before issuing the approval.
b) The CAOIRI shall approve the operator’s procedure for the extension of the
applicable rectification intervals B, C and D, if the conditions specified in
ORO.MLR.105 (f) are demonstrated by the operator and verified by CAOIRI.
c) The CAOIRI shall approve, on a case-by-case basis, the operation of an aircraft
outside the constraints of the MEL but within the constraints of the master
minimum equipment list (MMEL), if the conditions specified in ORO.MLR.105
are demonstrated by the operator and verified by CAOIRI.

ARO.OPS.210 Determination of distance or local area

CAOIRI may determine a distance or local area for the purpose of operations.

ARO.OPS.215 Approval of helicopter operations over a hostile environment located

outside a congested area

a) CAOIRI shall designate those areas where helicopter operations may be

conducted without an assured safe forced landing capability, as described in

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CAT.POL. H.420.

b) Before issuing the approval referred to in CAT.POL. H.420 the CAOIRI shall
have considered the operator’s substantiation precluding the use of the
appropriate performance criteria.

ARO.OPS.220 Approval of helicopter operations to or from a public interest site

The approval referred to in CAT.POL. H.225 shall include a list of the public
interest site(s) specified by the operator to which the approval applies.

ARO.OPS.225 Approval of operations to an isolated aerodrome

The approval referred to in CAT.OP.MPA.106 shall include a list of the

aerodromes specified by the operator to which the approval applies.

ARO.OPS.230 Determination of disruptive schedules

For the purpose of flight time limitations and in accordance with the
definitions of “early type” and “late type” of disruptive schedules in point
ORO.FTL.105, "early type" is applied to all CAT operators under CAOIRI
oversight.

ARO.OPS.235 Approval of individual flight time specification schemes

a) The CAOIRI shall approve flight time specification schemes proposed by CAT
operators if the operator demonstrates compliance with Subpart FTL of Part-
ORO this Regulation.
a) Whenever a flight time specification scheme proposed by an operator deviates
from the applicable certification specifications issued by CAOIRI, the CAOIRI
shall assess the individual scheme on the basis of a scientific and medical
evaluation.
b) Whenever a flight time specification scheme proposed by an operator
derogates from applicable implementing rules, the operator CAOIRI shall
apply the exception according CAD 4400.
c) Approved deviations or derogations shall be subject, after being applied, to
an assessment to determine whether such deviations or derogations should
be confirmed or amended. The CAOIRI shall conduct an independent
assessment based on information provided by the operator. The assessment
shall be proportionate, transparent and based on scientific principles and
knowledge.

ARO.OPS.240 Specific approval of RNP AR APCH

a) When compliance with the requirements in SPA.PBN.105 has been

demonstrated by the applicant, the CAOIRI shall grant a generic specific

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approval or a procedure-specific approval for RNP AR APCH.

b) In the case of a procedure-specific approval, the CAOIRI shall:
1. list the approved instrument approach procedures at specific aerodromes
in the PBN approval;
2. establish coordination with the competent authorities for these
aerodromes, if appropriate; and
3. Take into account possible credits stemming from RNP AR APCH specific
approvals already issued to the applicant.

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SECTION III
Oversight of operations

ARO.OPS.300 Introductory flights

The CAOIRI may establish additional conditions for introductory flights carried
out in accordance with Part-NCO. Such conditions shall ensure safe operations
and be proportionate.

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SUBPART RAMP
RAMP INSPECTIONS OF AIRCRAFT

ARO.RAMP.005 Scope

This Subpart establishes the requirements to be followed by the CAOIRI when

exercising its tasks and responsibilities regarding the performance of ramp
inspections of aircraft.

ARO.RAMP.100 General

a) Aircraft, as well as their crew, shall be inspected against the applicable

requirements.
b) In addition to conducting ramp inspections included in its oversight
programme established in accordance with ARO.GEN.305, the CAOIRI shall
perform a ramp inspection of an aircraft suspected of not being compliant
with the applicable requirements.
c) Within the development of the oversight programme established in
accordance with ARO.GEN.305, the CAOIRI shall establish an annual
programme for the conduct of ramp inspections of aircraft. This programme
shall:
1. be based on a calculation methodology that takes into account historical
information on the number and nature of operators and their number of
landings at its aerodromes, as well as safety risks; and
2. Enable the CAOIRI to give priority to the inspections of aircraft on the basis
of the list referred to in ARO.RAMP.105 (a).
d) When it so deems necessary, CAOIRI shall conduct ramp inspections of
aircraft to verify compliance with the applicable requirements for the purpose
of:
1. certification tasks assigned to the CAOIRI by relevant regulation;
2. standardization inspections; or
3. Inspections of an organization to verify compliance with the applicable
requirements in potentially unsafe situations.

ARO.RAMP.105 Prioritization criteria

a) The CAOIRI shall provide a list of operators or aircraft identified as presenting

a potential risk, for the prioritization of ramp inspections.
b) This list shall include:
1. operators of aircraft identified on the basis of the analysis of available data
in accordance with ARO.RAMP.150(b)(4);
2. aircraft operated into the territory subject to the provisions of the Treaty by
operators included in Annex B of the list of operators subject to an

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operating ban;
3. aircraft operated by operators certified in a State exercising regulatory
oversight over operators included in the list referred to in (2);
4. aircraft used by foreign country operator that operates into, within or out
of the territory subject to the provisions of the Treaty for the first time or
whose authorization issued is limited or reinstated after suspension or
revocation.
c) The list shall be produced, in accordance with procedures established by
CAOIRI, after every update of the Community list of operators subject to an
operating ban, and in any case at least once every four months.

ARO.RAMP.106 Alcohol testing

(a) The CAOIRI shall carry out alcohol testing on flight and cabin crew.

(b) When selecting operators for alcohol testing of flight and cabin crew, the CAOIRI
shall use the list established in accordance with point (b).

(d) Whenever data concerning alcohol tests is included in the centralised database in
accordance with point (b) of point ARO.RAMP.145, the CAOIRI shall ensure that such
data excludes any personal data of the crew member concerned.

(e) In case of a reasonable cause or suspicion, alcohol tests may be carried out at any
time.

(f) The alcohol testing methodology shall apply recognized quality standards that ensure
accurate testing results.

(g) A flight crew or cabin crew member who refuses to cooperate during tests or who
has been identified to be under the influence of alcohol after a positive test shall not
be allowed to continue his or her duty.

ARO.RAMP.110 Collection of information

The CAOIRI shall collect and process any information deemed useful for
conducting ramp inspections.

ARO.RAMP.115 Qualification of ramp inspectors

a) The CAOIRI shall have qualified inspectors to conduct ramp inspections.

b) Ramp inspectors shall:
1. possess the necessary aeronautical education or practical knowledge
relevant to their area(s) of inspection;
2. have successfully completed:
i. appropriate specific theoretical and practical training, in one or more of
the following areas of inspection:

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A. flight deck;
B. cabin safety;
C. aircraft condition;
D. cargo;
ii. appropriate on-the-job training delivered by a senior ramp inspector
appointed by the CAOIRI;
3. maintain the validity of their qualification by undergoing recurrent training and by
performing a Minimum of 12 inspections in every 12-month period.

c) The training in (b) (2) (i) shall be delivered by the CAOIRI or by any training
organization approved in accordance with ARO.RAMP.120 (a).
d) The CAOIRI shall develop and maintain training syllabi and promote the
organization of training courses and workshops for inspectors to improve the
understanding and uniform implementation of this Subpart.
e) The CAOIRI shall facilitate and coordinate an inspector exchange programme
aimed at allowing inspectors to obtain practical experience and contributing
to the harmonization of procedures.

ARO.RAMP.120 Approval of training organizations

a) The CAOIRI may approve a training organization, when satisfied that the
training organization:
1. has nominated a head of training possessing sound managerial capability
to ensure that the training provided is in compliance with the applicable
requirements;
2. has available training facilities and instructional equipment suitable for the
type of training provided;
3. provides training in accordance with the syllabi developed by the CAOIRI in
accordance with ARO.RAMP.115(d);
4. Uses qualified training instructors.
b) The training organization shall be approved to provide one or more of the
following types of training:
1. initial theoretical training;
2. initial practical training;
3. Recurrent training.

ARO.RAMP.125 Conduct of ramp inspections

a) Ramp inspections shall be performed in a standardized manner using the form

established in either Appendix III or Appendix IV.
b) When performing a ramp inspection, the inspector(s) shall make all possible

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efforts to avoid an unreasonable delay of the aircraft inspected.

c) On completion of the ramp inspection, the pilot-in-command or, in his/her
absence, another member of the flight crew or a representative of the
operator shall be informed of the ramp inspection’s results using the form
established in Appendix III.

ARO.RAMP.130 Categorization of findings

For each inspection item, three categories of possible non-compliance with the
applicable requirements are defined as findings. Such findings shall be
categorized as follows:

1. a category 3 finding is any detected significant non-compliance with the

applicable requirements or the terms of a certificate that has a major influence
on safety;
2. a category 2 finding is any detected non-compliance with the applicable
requirements or the terms of a certificate that has a significant influence on
safety;
3. A category 1 finding is any detected non-compliance with the applicable
requirements or the terms a certificate that has a minor influence on safety.

ARO.RAMP.135 Follow-up actions on findings

a) For a category 2 or 3 finding CAOIRI, shall:

1. communicate the finding in writing to the operator, including a request for
evidence of corrective actions taken; and
2. Inform the Competent Authority of the State in which the aircraft is
registered and where the licence of the flight crew was issued. Where
appropriate, the CAOIRI shall request confirmation of their acceptance of
the corrective actions taken by the operator in accordance with
ARO.GEN.350 or ARO.GEN.355.
b) In addition to (a), in the case of a category 3 finding, the CAOIRI shall take
immediate steps by:
1. imposing a restriction on the aircraft flight operation;
2. requesting immediate corrective actions;
3. grounding the aircraft in accordance with ARO.RAMP.140; or
4. imposing an immediate operating ban.
c) When CAOIRI has raised a category 3 finding, it shall request to take the
appropriate measures in accordance with (b).
ARO.RAMP.140 Grounding of aircraft
a) In the case of a category 3 finding where it appears that the aircraft is intended
or is likely to be flown without completion by the operator or owner of the

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appropriate corrective action, the CAOIRI shall:

1. notify the pilot-in-command/commander or the operator that the aircraft
is not permitted to commence the flight until further notice; and
2. Ground that aircraft.
b) CAOIRI shall immediately inform the Competent Authority of the State of the
operator and of the State in which the aircraft is registered, in the case of a
grounded aircraft used by a foreign country operator.
c) The CAOIRI shall, in coordination with the State of the operator or the State of
Registry, prescribe the necessary conditions under which the aircraft can be allowed
to take-off.
d) If the non-compliance affects the validity of the certificate of airworthiness of the
aircraft, the grounding shall only be lifted by the CAOIRI when the operator shows
evidence that:
1. Compliance with the applicable requirements has been re-established;
2. It has obtained a permit-to-fly in accordance with CAOIRI Part-21.
3. A permit-to-fly or equivalent document of the State of Registry or the State of
the operator for aircraft registered in foreign country and operated by foreign
country operator; and
4. Permission from countries which will be overflown, if applicable.

ARO.RAMP.145 Reporting

a) Information collected in accordance with ARO.RAMP.125 (a) shall be entered

into the centralized database referred to in ARO.RAMP.150 (b) (2), within 21
calendar days after the inspection.
b) The CAOIRI shall enter into the centralized database any information useful
for the application of relevant regulation including the relevant information
referred to in ARO.RAMP.110.
c) Whenever information concerning aircraft deficiencies is given by a person to
the CAOIRI, the information referred to in ARO.RAMP.110 and
ARO.RAMP.125 (a) shall be de- identified regarding the source of such
information.

ARO.RAMP.155 Annual report

The CAOIRI shall prepare and submit an annual report on the ramp inspection
system containing at least the following information:

a) status of the progress of the system;

b) status of the inspections performed in the year;
c) analysis of the inspection results with indication of the categories of findings;
d) actions taken during the year;

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e) proposals for further improving the ramp inspection system; and

f) Annexes containing lists of inspections sorted out by CAOIRI, aircraft type,
operator and ratios per item.

ARO.RAMP.160 Information to the public and protection of information

CAOIRI shall publish an aggregated information report annually that shall be available
to the public containing the analysis of the information received in accordance with
ARO.RAMP.145. The report shall be simple and easy to understand, and the source of
the information shall be de- identified.

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Appendix I
For latest revision AOC application form please visit CAOIRI website (www.cao.ir).

In the name of God

AIR OPERATOR CERTIFICATE

(Approval schedule for air transport operators)

Islamic Republic of Iran

Civil Aviation Organization

Types of operation: Commercial Air Transport (CAT) Passengers; Cargo; Other:

Operator Name: Operational Points of

Contact:

Operator address:
AOC #: Contact details, at which
operational management
Telephone: can be contacted without
undue delay, are listed in
Fax: the Attachment A to this
E-mail: Form

This certificate certifies that is authorised to perform commercial air operations,

as defined in the attached operations specifications, in accordance with the Operations Manual (OM),
Civil Aviation Regulation of IR Iran dated 19 August 1939 and CAOIRI AirOPS.

Name:
Issue Number:
Title:
Date of issue:
President of the Civil Aviation Organization
Date of expiry:
Signature Stamp

CAOIRI Form 139

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Revision status of Operations Specification

Issuing authority contact details

Telephone: Fax: E-mail:

Operator name:
AOC No.:

Signature Stamp

President of the Civil

Aviation Organization
Operations Specification
Aircraft Model Remarks
No. Revision Date

CAOIRI Form 139

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Appendix II

OPERATIONS SPECIFICATION
(Subject to the approved conditions in the Operations Manual) Civil Aviation Organization

Issuing authority contact

Details Telephone: Fax: E-mail:

Operation specification revision No.
AOC No.: Operator name:
Date of issue:
Date of expiry:
Signature President of the Civil Stamp
Aviation Organization

Aircraft model: Registration marks:

Types of operations: Commercial air transport

Passengers; Cargo; Other:
Area of operation:
Special limitations:
Specific approvals: Yes No Specification Remarks
Dangerous Goods
Low-visibility Operations (LVO) RVR: m
Take-off CAT … DA/H: ft, RVR: m
Approach and Landing CAT … DA/H: ft, RVR: m

RVSM N/A

ETOPS N/A Maximum diversion time : min.

Complex navigation specifications for PBN operation

Minimum navigation performance specification

Operations of single-engined turbine aeroplane at
night or in IMC (SETIMC)
Helicopter operations with the aid of night vision
imaging systems

Helicopter hoist operations

Helicopter emergency medical service operations

Helicopter offshore operations

Cabin crew training

Issue of CC attestation
Continuing airworthiness
Others

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Attachment A
Operational Management Contact Details
Civil Aviation Organization

Issuing Authority Contact Details

Telephone: Fax: E-mail:

Operator Name:
AOC No.:

Signature Stamp

President of the Civil

Aviation
Organization

No Departm Contact No. Email

t
1

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APPENDIX III

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Form 136

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Appendix IV

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Form 137

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Part-ORO

ORGANISATION REQUIREMENTS FOR AIR OPERATIONS

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Part-ORO
ORGANISATION REQUIREMENTS FOR AIR OPERATIONS

ORO.GEN.005 Scope
This Part establishes requirements to be followed by an air operator conducting:

a) commercial air transport operations (CAT);

b) commercial specialized operations;
c) non-commercial operations with complex motor-powered aircraft;
d) Non-commercial specialized operations with complex motor-powered aircraft.

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SUBPART GEN
GENERAL REQUIREMENTS
SECTION 1
General

ORO.GEN.105 Competent authority

For the purpose of this Part, CAOIRI exercising oversight over operators that having
their principal place of business in the Islamic Republic of Iran.

ORO.GEN.110 Operator responsibilities

a) The operator is responsible for the operation of the aircraft in accordance with
ER A of this regulation, the relevant requirements of this Part and its air
operator certificate (AOC) or specialized operation authorization (SPO
authorization) or declaration.
b) Every flight shall be conducted in accordance with the provisions of the
operations manual.
c) The operator shall establish and maintain a system for exercising operational
control over any flight operated under the terms of its certificate.
d) The operator shall ensure that its aircraft are equipped and its crews are
qualified as required for the area and type of operation.
e) The operator shall ensure that all personnel assigned to, or directly involved in,
ground and flight operations are properly instructed, have demonstrated their
abilities in their Particular duties and are aware of their responsibilities and the
relationship of such duties to the operation as a whole.
f) The operator shall establish procedures and instructions for the safe operation
of each aircraft type, containing ground staff and crew member duties and
responsibilities for all types of operation on the ground and in flight. These
procedures shall not require crew members to perform any activities during
critical phases of flight other than those required for the safe operation of the
aircraft. Procedures and instructions for a sterile flight crew compartment shall also
be included.
g) The operator shall Ensure that all personnel are made aware that they shall
comply with the laws, regulations and procedures of those States in which
operations are conducted and that are pertinent to the performance of their
duties.
h) The operator shall establish a checklist system for each aircraft type to be used by
crew members in all phases of flight under normal, abnormal and emergency
conditions to ensure that the operating procedures in the operations manual
are followed. The design and utilization of checklists shall observe human factors
principles and take into account the latest relevant documentation from the
aircraft manufacturer.
i) The operator shall specify flight planning procedures to provide for the safe

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conduct of the flight based on considerations of aircraft performance, other

operating limitations and relevant expected conditions on the route to be
followed and at the aerodromes or operating sites concerned. These
procedures shall be included in the operations manual.
j) The operator shall establish and maintain dangerous goods training
programmes for personnel as required by the technical instructions. Such
training programmes shall be commensurate with the responsibilities of
personnel. Training programmes of operators performing CAT, whether they
transport dangerous goods or not, and of operators conducting operations
other than CAT referred to in points (b), (c) and (d) of point ORO.GEN.005 that
transport dangerous goods shall be subject to review and approval by the
CAOIRI.
(k) Notwithstanding point (j), operators conducting commercial operations with
the following aircraft shall ensure that the flight crew has received an appropriate
dangerous goods training or briefing, to enable them to recognise undeclared
Applicable
dangerous goods brought on-board by passengers or as cargo:
until (1) a sailplane;
23/09/2019
then (2) Reserved;
deleted.
(3) a single-engined propeller-driven aeroplane having a maximum certified
take-off mass of 5 700 kg or less and a MOPSC of 5 or less operated in a flight
taking off and landing at the same aerodrome or operating site, under VFR by
day; or
(4) an other-than complex motor-powered helicopter, single-engined, with a
MOPSC of 5 or less operated in a flight taking off and landing at the same
aerodrome or operating site, under VFR by day.
(k) Notwithstanding point (j), operators conducting commercial operations with
either of the following aircraft shall ensure that the flight crew has received an
appropriate dangerous goods training or briefing, so as to enable them to
recognise undeclared dangerous goods brought onboard by passengers or as
Applicable cargo:
from (1) a sailplane;
23/09/2019.
(2) a single-engined propeller-driven aeroplane having a maximum certified take-
off mass of 5 700 kg or less and a MOPSC of 5 or less, operated in a flight taking
off and landing at the same aerodrome or operating site, under VFR by day; or
(3) an other-than complex motor-powered helicopter, single-engined, with a
MOPSC of 5 or less, operated in a flight taking off and landing at the same
aerodrome or operating site, under VFR by day.

ORO.GEN.115 Application for an operator certificate

a) The application for an operator certificate or an amendment to an existing

certificate shall be made in a form and manner established by the CAOIRI,
taking into account the applicable requirements of this regulation.
b) Applicants for an initial certificate shall provide the CAOIRI with
documentation demonstrating how they will comply with the requirements

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established in this regulation. Such documentation shall include a procedure

describing how changes not requiring prior approval will be managed and
notified to the CAOIRI.

ORO.GEN.120 Means of compliance

a) Alternative means of compliance to those adopted by the CAOIRI may be used

by an operator to establish compliance with this regulation.
b) When an operator subject to certification wishes to use an alternative means
of compliance to the acceptable means of compliance (AMC) adopted by the
CAOIRI to establish compliance with this regulation, it shall, prior to
implementing it, provide the CAOIRI with a full description of the alternative
means of compliance. The description shall include any revisions to manuals or
procedures that may be relevant, as well as an assessment demonstrating
that the Implementing Rules are met.
The operator may implement these alternative means of compliance subject
to prior approval by the CAOIRI and upon receipt of the notification.

c) An operator required to declare its activity shall notify to the CAOIRI the list
of alternative means of compliance it uses to establish compliance with this
regulation.
d) When an operator subject to SPO authorization wishes to use alternative means
of compliance, it shall comply with (b) whenever such alternative means of
compliance affects the standard operating procedures that are Part of the
authorization and with (c) for the declared Part of its organization and operation.

ORO.GEN.125 Terms of approval and privileges of an operator

A certified operator shall comply with the scope and privileges defined in the
operations specifications attached to the operator's certificate.

ORO.GEN.130 Changes

a) Any change affecting:

1. the scope of the certificate or the operations specifications of an operator; or
2. any of the elements of the operator’s management system as required in
ORO.GEN.200(a)(1) and(a)(2), Shall require prior approval by the CAOIRI.

b) For any changes requiring prior approval in accordance with this regulation,
the operator shall apply for and obtain an approval issued by the CAOIRI. The
application shall be submitted before any such change takes place, in order to
enable the CAOIRI to determine continued compliance with this regulation
and to amend, if necessary, the operator certificate and related terms of

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approval attached to it.

The operator shall provide the CAOIRI with any relevant documentation.
The change shall only be implemented upon receipt of formal approval by
the CAOIRI in accordance with ARO.GEN.330.

The operator shall operate under the conditions prescribed by the CAOIRI
during such changes, as applicable.

c) All changes not requiring prior approval shall be managed and notified to the
CAOIRI as defined in the procedure approved by the CAOIRI in accordance with
ARO.GEN.310(c).

ORO.GEN.135 Continued validity

a) The operator’s certificate shall remain valid subject to:

1. the operator remaining in compliance with the relevant requirements of
this regulation, taking into account the provisions related to the handling
of findings as specified under ORO.GEN.150;
2. the CAOIRI being granted access to the operator as defined in
ORO.GEN.140 to determine continued compliance with the relevant
requirements of this regulation; and
3. The certificate not being surrendered or revoked.

b) Upon revocation or surrender the certificate shall be returned to the CAOIRI

without delay.

ORO.GEN.140 Access

a) For the purpose of determining compliance with the relevant requirements

of this regulation, the operator shall grant access at any time to any facility,
aircraft, document, records, data, procedures or any other material relevant
to its activity subject to certification, whether it is contracted or not, to any
person authorized by the CAOIRI.
b) Access to the aircraft mentioned under (a) shall include the possibility to enter
and remain in the aircraft during flight operations unless otherwise decided
by the commander for the flight crew compartment in accordance with
CAT.GEN.MPA.135 in the interest of safety.

ORO.GEN.150 Findings

After receipt of notification of findings, the operator shall:

a) identify the root cause of the non-compliance;

b) define a corrective action plan; and
c) Demonstrate corrective action implementation to the satisfaction of the

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competent authority within a period agreed withCAOIRI.

ORO.GEN.155 Immediate reaction to a safety problem

The operator shall implement:

a) any safety measures mandated by the CAOIRI; and
b) Any relevant mandatory safety information issued by the CAOIRI, including
airworthiness directives.

ORO.GEN.160 Occurrence reporting

a) The operator shall report to the CAOIRI, and to any other organization
required by CAOIRI to be informed, any accident, serious incident and
occurrence as defined in CAO.IRI SRR.
b) Without prejudice to point (a) the operator shall report to the CAOIRI and to
the organization responsible for the design of the aircraft any incident,
malfunction, technical defect, exceeding of technical limitations, occurrence that
would highlight inaccurate, incomplete or ambiguous information contained in
data established in accordance with CAOIRI Part-21 or other irregular
circumstance that has or may have endangered the safe operation of the
aircraft and that has not resulted in an accident or serious incident.
c) without prejudice to CAO.IRI SRR, the reports referred in paragraphs (a) and
(b) shall be made in a form and manner established by the CAOIRI and contain
all pertinent information about the condition known to the operator.
d) Reports shall be made as soon as practicable, but in any case within 72 hours
of the operator identifying the condition to which the report relates, unless
exceptional circumstances prevent this.
e) Where relevant, the operator shall produce a follow-up report to provide
details of actions it intends to take to prevent similar occurrences in the
future, as soon as these actions have been identified. This report shall be
produced in a form and manner established by theCAOIRI.

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SECTION 2
Management

ORO.GEN.200 Management system

a) The operator shall establish, implement and maintain a management system
that includes:
1. clearly defined lines of responsibility and accountability throughout the
operator, including a direct safety accountability of the accountable manager;
2. a description of the overall philosophies and principles of the operator with
regard to safety, referred to as the safety policy;
3. the identification of aviation safety hazards entailed by the activities of the
operator, their evaluation and the management of associated risks,
including taking actions to mitigate the risk and verify their effectiveness;
4. maintaining personnel trained and competent to perform their tasks;
5. documentation of all management system key processes such as flight
safety document system, including a process for making personnel aware
of their responsibilities and the procedure for amending this
documentation;
6. A function to monitor compliance of the operator with the relevant
requirements. Compliance monitoring shall include a feedback system of
findings to the accountable manager to ensure effective implementation of
corrective actions as necessary;
7. in accordance with (6), for risk assessment and compliance monitoring, the
operators shall organize ‘Regulations and Procedures Office’ inside the FLT
Operations Division; and any additional requirements that are prescribed in
the relevant Subparts of this Part or other applicable Parts.
b) The management system shall correspond to the size of the operator and the
nature and complexity of its activities, taking into account the hazards and
associated risks inherent in these activities.
c) The operator of an aeroplane of a certified take off mass in excess of 20000
kg should establish and maintain a flight data analysis programme as part of
its safety management system
d) The operator shall, as part of its safety management system, assess the level
of rescue and firefighting service(RFFS) protection available at any aerodrome
intended to be specified in the operational flight plan in order to ensure that
an acceptable level of protection is available for the aeroplane intended to be
used. Information related to the level of RFFS protection that is deemed
acceptable by the operator shall be contained in the operations manual.

ORO.GEN.205 Contracted activities

a) The operator shall ensure that when contracting or purchasing any part of its

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activity, the contracted or purchased service or product conforms to the

applicable requirements.
b) When the certified operator contracts or the SPO authorization holder any Part
of its activity to an organization that is not itself certified or authorized in
accordance with this Part to carry out such activity, the contracted organization
shall work under the approval of the operator. The contracting organization
shall ensure that the CAOIRI is given access to the contracted organization, to
determine continued compliance with the applicable requirements.

ORO.GEN.210 Personnel requirements

a) The operator shall appoint an accountable manager, who has the authority for
ensuring that all activities can be financed and carried out in accordance with
the applicable requirements. The accountable manager shall be responsible
for establishing and maintaining an effective management system.
b) A person or group of persons shall be nominated by the operator, with the
responsibility of ensuring that the operator remains in compliance with the
applicable requirements. Such person(s) shall be ultimately responsible to the
accountable manager.
c) The operator shall have sufficient qualified personnel for the planned tasks
and activities to be performed in accordance with the applicable requirements.
d) The operator shall maintain appropriate experience, qualification and training
records to show compliance with point (c).
e) The operator shall ensure that all personnel are aware of the rules and
procedures relevant to the exercise of their duties.

ORO.GEN.215 Facility requirements

The operator shall have facilities allowing the performance and management of
all planned tasks and activities in accordance with the applicable requirements.

ORO.GEN.220 Record-keeping

a) The operator shall establish a system of record-keeping that allows adequate

storage and reliable traceability of all activities developed, covering in
Particular all the elements indicated in ORO.GEN.200.
b) The format of the records shall be specified in the operator’s procedures.
c) Records shall be stored in a manner that ensures protection from damage,
alteration and theft.

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SUBPART AOC
AIR OPERATOR CERTIFICATION

ORO.AOC.100 Application for an air operator certificate

a) Prior to commencing commercial air operations, the operator shall apply for
and obtain an air operator certificate (AOC) issued by the CAOIRI.
b) The operator shall provide the following information to the CAOIRI:
1. the official name and business name, address, and mailing address of the
applicant;
2. a description of the proposed operation, including the type(s), and number
of aircraft to be operated;
3. a description of the management system, including organizational structure;
4. the name of the accountable manager;
5. the names of the nominated persons required by ORO.AOC.135(a) together
with their qualifications and experience; and
6. a copy of the operations manual required by ORO.MLR.100;
7. A statement that all the documentation sent to the CAOIRI have been
verified by the applicant and found in compliance with the applicable
requirements.
8. The operator shall establish procedures to ensure that the flight manual is
updated by implementing changes made mandatory or approved by the
state of registry.
c) Applicants shall demonstrate to the CAOIRI that:
1. they comply with all the applicable requirements of ER A of this regulation,
and Part-ORO, Part-CAT and Part-SPA of this Regulation,
2. for first issue of AOC, all aircraft operated have a certificate of
airworthiness (C of A) in accordance with CAOIRI Part-21; or are dry-leased
in accordance with ORO.AOC.110(d); and
3. Its organization and management are suitable and properly matched to the
scale and scope of the operation.
d) The operator shall issue the method of control and supervision of flight
operations, training programme as well as ground handling and maintenance
arrangements consistent with the nature and extent of the operations
specified.

ORO.AOC.105 Operations specifications and privileges of an AOC holder

The privileges of the operator, including those granted in accordance with Part-SPA,
Shall be specified in the operations specifications of the certificate.

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ORO.AOC.110 leasing agreement

Any lease

a) Any lease agreement concerning aircraft used by an operator certified in

accordance with this Part shall be subject to prior approval by the CAOIRI.
b) The operator certified in accordance with this Part shall not lease aircraft
included in the list of operators subject to operational restrictions, registered
in a State of which all operators under its oversight are subject to an operating
ban or from an operator that is subject to an operating ban pursuant to ER A
and ANNEX B of regulation (EC) No 2111/2005.
b.1) The duration of the any lease does not exceed 12 months. If more than this
period is requested, it shall be approved by the Minister of Road and Urban
Development.
Wet lease in
c) The applicant for the approval of the wet lease of an aircraft of a foreign
country operator shall demonstrate to the CAOIRI that:

1. the foreign country operator holds a valid AOC issued in

accordance with ICAO Annex 6;
2. the safety standards of the foreign country operator with regard to
continuing airworthiness and air operations are equivalent to the
applicable requirements established by Continuing airworthiness
Regulation and this Regulation; and
3. the aircraft has a standard CofA issued in accordance with ICAO Annex 8.
Dry lease in
d) An applicant for the approval of the dry lease- of an aircraft registered in a
foreign country shall demonstrate to the CAOIRI that:

1. an operational need has been identified that cannot be satisfied

through leasing an aircraft registered in the Islamic Republic of
Iran;

2. Reserved

3. compliance with the applicable requirements of Continuing

Airworthiness Regulation and this Regulation is ensured; and

4. the aircraft is equipped in accordance with the CAOIRI AirOPS.

Dry lease out

e) The operator certified in accordance with this PART intending to dry lease one
of its aircraft shall apply for prior approval by the CAOIRI. The application shall
be accompanied by copies of the intended lease agreement or description of

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the lease provisions, except financial arrangements, and all other relevant
documentation.

Wet lease out

f) Prior to the wet lease-out of an aircraft, the operator certified in accordance

with this Part shall notify the CAOIRI.

ORO.AOC.115 Code-share agreements

a) Without prejudice to applicable CAOIRI safety requirements for a foreign

country operators and aircraft, an operator certified in accordance with this
Part shall enter into a code-share agreement with a foreign country operator
only after:
having verified that a foreign country operator complies with the applicable ICAO
standards; and

having provided the CAOIRI with documented information enabling such

authority to comply with the relevant applicable rules and regulations.

b) When implementing the code-share agreement the operator shall monitor

and regularly assess the ongoing compliance of the country operator with the
applicable ICAO standards.
c) The operator certified in accordance with this Part shall not sell and issue
tickets for a flight operated by a foreign country operator when a foreign
country operator is subject to an operating ban pursuant to this regulation or
is failing to maintain compliance with the applicable ICAO standards.

ORO.AOC.120 Approvals to provide cabin crew training and to issue cabin crew
attestations

a) When intending to provide the training course required in Part-CC of AIR

CREW Regulation, the operator shall apply for and obtain an approval issued
by the CAOIRI. For this purpose, the applicant shall demonstrate compliance
with the requirements for the conduct and content of training course
established in CC.TRA.215 and CC.TRA.220 of that Part and shall provide the
CAOIRI with:

1. the date of intended commencement of activity;

2. the personal details and qualifications of the instructors as relevant to the
training elements to be covered;
3. the name(s) and address(es) of the training site(s) at which the training is
to be conducted;
4. a description of the facilities, training methods, manuals and
representative devices to be used; and

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5. The syllabi and associated programmers for the training course.

b) If CAOIRI decides, in accordance with ARA.CC.200 of Part-ARA of AIR CREW
Regulation, that operators may be approved to issue cabin crew
attestations, the applicant shall, in addition to (a):
1. demonstrate to the CAOIRI that:
i. the organization has the capability and accountability to perform this task;
ii. the personnel conducting examinations are appropriately qualified
and free from conflict of interest; and
2. provide the procedures and the specified conditions for:
i. conducting the examination required by CC.TRA.220;
ii. issuing cabin crew attestations; and
iii. Supplying the CAOIRI with all relevant information and
documentation related to the attestations it will issue and their
holders, for the purpose of record-keeping, oversight and
enforcement actions by that authority.
c) The approvals referred to in (a) and (b) shall be specified in the operations
specifications.

ORO.AOC.125 Non-commercial operations of aircraft listed in the operations

specifications by the holder of an AOC

a) The holder of an AOC may conduct non-commercial operations with an

aircraft
otherwiseusedforcommercialairtransportoperationsthatislistedinthe
operations specifications of its AOC, provided that the operator:
1. describes such operations in detail in the operations manual, including:
i. identification of the applicable requirements;
ii. a clear identification of any differences between operating
procedures used when conducting commercial and non-commercial
operations; a means of ensuring that all personnel involved in the
operation are
iii. fully familiar with the associated procedures;
2. Submits the identified differences between the operating procedures referred
to in (1)(ii) to the CAOIRI for prior approval.
b) An AOC holder conducting operations referred to in (a) shall not be required
to submit a declaration in accordance with this Part.

ORO.AOC.130 Flight data monitoring — aeroplanes

a) The operator shall establish and maintain a flight data monitoring system,

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which shall be integrated in its management system, for aeroplanes with a

maximum certificated take-off mass of more than 27000 kg.
b) The flight data monitoring system shall be non-punitive and contain adequate
safeguards to protect the source(s) of the data.

ORO.AOC.135 Personnel requirements

a) In accordance with ORO.GEN.210(b), the operator shall nominate persons

responsible for the management and supervision of the following areas:
1. flight operations;
2. crew training;
3. ground operations;and
4. Continuing airworthiness in accordance with CAOIRI Part-M.
b) Adequacy and competency of personnel
1. The operator shall employ sufficient personnel for the planned ground and
flight operations.
2. All personnel assigned to, or directly involved in, ground and flight
operations shall:
i. be properly trained;
ii. demonstrate their capabilities in the performance of their assigned
duties; and
iii. Be aware of their responsibilities and the relationship of their duties to
the operation as a whole.
c) Supervision of personnel
1. The operator shall appoint a sufficient number of personnel supervisors,
taking into account the structure of the operator’s organization andthe number
of personnel employed.
The duties and responsibilities of these supervisors shall be defined, and any other
necessary arrangements shall be made to ensure that they can

2. discharge their supervisory responsibilities.

3. The supervision of crew members and personnel involved in the operation
shall be exercised by individuals with adequate experience and the skills to
ensure the attainment of the standards specified in the operations manual.

ORO.AOC.140 Facility requirements

In accordance with ORO.GEN.215, the operator shall:

a) make use of appropriate ground handling facilities to ensure the safe handling
of its flights;

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b) arrange operational support facilities at the main operating base, appropriate

for the area and type of operation; and
c) Ensure that the available working space at each operating base is sufficient for
personnel whose actions may affect the safety of flight operations.
Consideration shall be given to the needs of ground crew, personnel
concerned with operational control, the storage and display of essential
records and flight planning by crews.

ORO.AOC.150 Documentation requirements

a) The operator shall make arrangements for the production of manuals and any
other documentation required and associated amendments.
b) The operator shall be capable of distributing operational instructions and
other information without delay.

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SUBPART DEC
DECLARATION

ORO.DEC.100 Declaration

The operator of complex motor-powered aircraft engaged in non-commercial

operations or non-commercial specialized operations, and the commercial
specialized operator shall:

a) provide the CAOIRI with all relevant information prior to commencing

operations, using the form contained in Appendix I to this PART;
b) notify to the CAOIRI a list of the alternative means of compliance used;
c) maintain compliance with the applicable requirements and with the
information given in the declaration;
d) notify the CAOIRI without delay of any changes to its declaration or the means
of compliance it uses through submission of an amended declaration using the
form contained in Appendix I to this PART; and
e) Notify the CAOIRI when it ceases operation.

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SUBPART SPO
COMMERCIAL SPECIALISED OPERATIONS

ORO.SPO.100 Common requirements for commercial specialized operators

a) A commercial specialized operator shall in addition to ORO.DEC.100 also

comply with ORO.AOC.135, ORO.AOC.140 and ORO.AOC.150.
b) Aircraft shall have a certificate of airworthiness (C of A) in accordance with
CAOIRI Part-21 or shall be leased-in in accordance with (c).
c) A commercial specialized operator shall obtain prior approval of the CAOIRI and
comply with the following conditions, if:
1. Wet leasing-in an aircraft of a foreign country operator:
i. The safety standards of a foreign country operator with regard to
continuing airworthiness and air operations are equivalent to the
applicable requirements established by Continuing airworthiness
Regulation and this regulation,
ii. The aircraft of a foreign country operator has a standard C of A issued in
accordance with ICAO Annex 8;
iii. The duration of the wet lease-in does not exceed 12 months; If more
than this period is requested, it shall be approved by the Minister of
Road and Urban Development.; or
2. Dry leasing-in an aircraft registered in a foreign country:
i. An operational need has been identified;
ii. The duration of the dry lease-in does not exceed 12 months; If more
than this period is requested, it shall be approved by the Minister of
Road and Urban Development.
iii. Compliance with the applicable requirements of Continuing airworthiness
Regulation is ensured;
iv. The aircraft is equipped in accordance with Part-SPO.

ORO.SPO.110 Authorization of high risk commercial specialized operations

a) A commercial specialized operator shall apply for and obtain an authorization

issued by the CAOIRI of the operator prior to commencing a high risk
commercial specialized operation:
1. that is carried out over an area where the safety of third Parties on the ground
is likely to be endangered in the event of an emergency, or
2. that, as determined by the CAOIRI of the place where the operation is

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conducted, due to its specific nature and the local environment in which it is
conducted, poses a high risk, in Particular to third Parties on the ground.
b) The operator shall provide the following information to the CAOIRI:
1. the official name and business name, address, and mailing address of the
applicant;
2. a description of the management system, including organizational structure;
3. a description of the proposed operation, including the type(s), and number
of aircraft to be operated;
4. the risk assessment documentation and related standard operating
procedures, required by SPO.OP.230;
5. a statement that all the documentation sent to the CAOIRI has been verified
by the operator and found in compliance with the applicable requirements.
c) The application for an authorization or its amendment shall be made in a form
and manner established by the CAOIRI, taking into account the applicable
requirements of this regulation.

ORO.SPO.115 Changes

a) Any change affecting the scope of the authorization or the authorized

operations shall require prior approval of the CAOIRI. Any change not covered
by the initial risk assessment, shall require the submission of an amended risk
assessment and SOP to the CAOIRI.
b) The application for approval of a change shall be submitted before any such
change takes place, in order to enable the CAOIRI to determine continued
compliance with this regulation and to amend, if necessary, the
authorization. The operator shall provide the CAOIRI with any relevant
documentation.
c) The change shall only be implemented upon receipt of formal approval by the
CAOIRI in accordance with ARO.GEN.330.
d) The operator shall operate under the conditions prescribed by the CAOIRI
during such changes, as applicable.

ORO.SPO.120 Continued validity

a) An operator holding a specialized operation authorization shall comply with the

scope and privileges defined in the authorization.
b) The operator’s authorization shall remain valid subject to:
1. the operator remaining in compliance with the relevant requirements,
taking into account the provisions related to the handling of findings as
specified under ORO.GEN.150;
2. the CAOIRI being granted access to the operator as defined in
ORO.GEN.140 to determine continued compliance with the relevant

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requirements; and
3. the authorization not being surrendered or revoked.
c) Upon revocation or surrender the authorization shall be returned to the
CAOIRI without delay.

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SUBPART MLR
MANUALS, LOGS AND RECORDS

ORO.MLR.100 Operations manual - general

a) The operator shall establish an operations manual (OM) as specified under 8.b
of ER A of this regulation.
b) The content of the OM shall reflect the requirements set out in this Part-CAT,
Part-SPA, Part-NCC and Part-SPO, as applicable, and shall not contravene the
conditions contained in the operations specifications to the air operator
certificate (AOC), the SPO authorisation or the declaration and the list of
specific approvals, as applicable
c) The OM maybe issued in separate Parts.
d) All operations personnel shall have easy access to the portions of the OM that
are relevant to their duties.
e) The OM shall be kept up to date. All personnel shall be made aware of the
changes that are relevant to their duties.
f) Each crew member shall be provided with a personal copy of the relevant
sections of the OM pertaining to their duties. Each holder of an OM, or
appropriate Parts of it, shall be responsible for keeping their copy up to date
with the amendments or revisions supplied by the operator.
g) For AOC holders:
1. for amendments required to be notified in accordance with
ORO.GEN.115(b) and ORO.GEN.130(c), the operator shall supply the
CAOIRI with intended amendments in advance of the effective date; and
2. for amendments to procedures associated with prior approval items in
accordance with ORO.GEN.130, approval shall be obtained before the
amendment becomes effective.
g1) For SPO authorization holders, any amendment associated with the authorized
standard operating procedures, prior approval shall be obtained before the
amendment becomes effective.
h) Notwithstanding (g) and (g1), when immediate amendments or revisions are
required in the interest of safety, they may be published and applied
immediately, provided that any approval required has been applied for.
i) The operator shall incorporate all amendments and revisions required by the
CAOIRI.
j) Theo operator shall ensure that information taken from approved
documents, and any amendment thereof, is correctly reflected in the OM.
This does not prevent the operator from publishing more conservative data
and procedures in the OM.

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k) The operator shall ensure that all personnel are able to understand the
language in which those Parts of the OM which pertain to their duties and
responsibilities are written. The content of the OM shall be presented in a form
that can be used without difficulty and observes human factors principles.

ORO.MLR.101 Operations manual — structure for commercial air transport

Applicable
until Except for operations with single engined propeller-driven aeroplanes with a
23/09/2019
then MOPSC of 5 or single engined non-complex helicopters with a MOPSC of 5, taking
deleted. off and landing at the same aerodrome or operating site, under VFR by day, and
for operations with sailplanes, the main structure of the OM shall be as follows:
Except for operations with single-engined propeller-driven aeroplanes with a
Applicable
from MOPSC of 5 or less or with single-engined non-complex helicopters with a MOPSC
23/09/2019 of 5 or less, taking off and landing at the same aerodrome or operating site, under
.
VFR by day, and for operations with sailplanes, the main

a) structure of the OM shall be as follows: Part A: General/Basic, comprising all

non-type-related operational policies, instructions and procedures;
b) Part B: Aircraft operating matters, comprising all type-related instructions
and procedures, taking into account differences between types/classes,
variants or individual aircraft used by the operator;
c) Part C: Commercial air transport operations, comprising route/role/area and
aerodrome/operating site instructions and information;
d) Part D: Training, comprising all training instructions for personnel required for
a safe operation.

ORO.MLR.105 Minimum equipment list

a) A minimum equipment list (MEL) shall be established as specified under point

8.a.3 of ER A to this regulation, based on the relevant master minimum
equipment list (MMEL) as defined in the data established. If an MMEL has not
been established as part of the operational suitability data, the MEL may be based
on the relevant MMEL accepted by the State of Operator or Registry as applicable

b) The MEL and any amendment thereto shall be approved by the CAOIRI.
c) The operator shall amend the MEL after any applicable change to the MMEL
within the acceptable timescales.
d) In addition to the list of items, the MEL shall contain:
1. a preamble, including guidance and definitions for flight crews and
maintenance personnel using the MEL;
2. the revision status of the MMEL upon which the MEL is based and the
revision status of the MEL;
3. the scope ,extent and purpose of the MEL.
e) The operator shall:

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1. Establish rectification intervals for each inoperative instrument, item of

equipment or function listed in the MEL. The rectification interval in the
MEL shall not be less restrictive than the corresponding rectification interval
in the MMEL;
2. establish an effective rectification programme;
3. only operate the aircraft after expiry of the rectification interval specified in
the MEL when:
i. the defect has been rectified; or
ii. the rectification interval has been extended in accordance with (f).
f) Subject to approval of the CAOIRI, the operator may use a procedure for the
one time extension of category B, C and D rectification intervals,provided that:
1. the extension of the rectification interval is within the scope of the MMEL
for the aircraft type;
2. the extension of the rectification interval is, as a maximum, of the same
duration as the rectification interval specified in the MEL;
3. the rectification interval extension is not used as a normal means of
conducting MEL item rectification and is used only when events beyond
the control of the operator have precluded rectification;
4. a description of specific duties and responsibilities for controlling
extensions is established by the operator;
5. the CAOIRI is notified of any extension of the applicable rectification
interval; and
6. a plan to accomplish the rectification at the earliest opportunity is established.
g) The operator shall establish the operational and maintenance procedures
referenced in the MEL taking into account the operational and maintenance
procedures referenced in the MMEL. These procedures shall be Part of the
operator’s manuals or the MEL.
h) The operator shall amend the operational and maintenance procedures
referenced in the MEL after any applicable change to the operational and
maintenance procedures referenced in the MMEL.
i) Unless otherwise specified in the MEL, the operator shall complete:
1. the operational procedures referenced in the MEL when planning for
and/or operating with the listed item inoperative; and
2. the maintenance procedures referenced in the MEL prior to operating with
the listed item inoperative.
3. Subject to a specific case-by-case approval by the CAOIRI, the operator may
operate an aircraft with inoperative instruments, items of equipment or
functions outside the constraints of the MEL but within the constraints of
the MMEL, provided that:
4. the concerned instruments, items of equipment or functions are within the

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scope of the MMEL as defined in point (a);

5. the approval is not used as a normal means of conducting operations outside
the constraints of the approved MEL and is used only when events
beyond the control of the operator have precludedthe MEL compliance;
6. a description of specific duties and responsibilities for controlling the
operation of the aircraft under such approval is established by the operator;
and
7. a plan to rectify the inoperative instruments, items of equipment or
functions or to return operating the aircraft under the MEL constraints at
the earliest opportunity is established.

ORO.MLR.110 Journey log

Particulars of the aircraft, its crew and each journey shall be retained for each
flight, or series of flights, in the form of a journey log, or equivalent.

ORO.MLR.115 Record-keeping

a) The following records shallbestoredforatleast5 years.

1. for CAT operators, records of the activities referred to in ORO.GEN.200;
2. for declared operators, a copy of the operator’s declaration, details of
approvals held and operations manual;
3. for SPO authorization holders, in addition to (a)(2), records related to the
risk assessment conducted in accordance with SPO.OP.230 and related
standard operating procedures.
b) The following information used for the preparation and execution of a flight,
and associated reports, shall be stored for three months:
1. the operational flight plan, if applicable;
2. route-specific notice(s) to airmen (NOTAM) and aeronautical information
services (AIS) briefing documentation;
3. mass and balance documentation;
4. notification of special loads, including written information to the
commander/pilot-in-command about dangerous goods;
5. the journey log, or equivalent; and
6. flight report(s) for recording details of any occurrence, or any event that
the commander/pilot-in-command deems necessary to report or record;

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c) Personnel records shall be stored for the periods indicated below:

d) The operatorshall:
1. maintain records of all training, checking and qualifications of each crew
member, as prescribed in Part-ORO; and
2. Make such records available, on request, to the crewmember concerned.
e) The operator shall preserve the information used for the preparation and
execution of a flight and personnel training records, even if the operator ceases
to be the operator of that aircraft or the employer of that crew member,
provided this is within the timescales prescribed in (c).
f) If a crew member becomes a crew member for another operator, the
operator shall make the crew member’s records available to the new
operator, provided this is within the timescales prescribed in (c).

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SUBPART SEC
SECURITY

ORO.SEC.100 Flight crew compartment security — aeroplanes

a) In an aeroplane which is equipped with a flight crew compartment door, this

door shall be capable of being locked, and means shall be provided by which
the cabin crew can notify the flight crew in the event of suspicious activity or
security breaches in the cabin.
b) All passenger-carrying aeroplanes of a maximum certificated take-off mass
exceeding 45500 kg, or with a MOPSC of more than 60 engaged in the
commercial transportation of passengers, shall be equipped with an approved
flight crew compartment door that is capable of being locked and unlocked
from either pilot’s station and designed to meet the applicable airworthiness
requirements.
c) In all aeroplanes which are equipped with a flight crew compartment door in
accordance with point (b) above:
1. this door shall be closed prior to engine start for take-off and will be locked
when required by security procedures or by the pilot-in-command until engine
shut down after landing, except when deemed necessary for authorized
persons to access or egress in compliance with CAOIRI security programmes;
and
2. Means shall be provided for monitoring from either pilot’s station the entire
door area outside the flight crew compartment to identify persons
requesting entry and to detect suspicious behavior or potential threat.

ORO.SEC.105 Flight crew compartment security — helicopters

If installed, the flight crew compartment door on a helicopter operated for the
purpose of carrying passengers shall be capable of being locked from within the
flight crew compartment in order to prevent unauthorized access.

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SUBPART FC
FLIGHT CREW

ORO.FC.005 Scope

This Subpart establishes requirements to be met by the operator related to flight

crew training, experience and qualification and comprises:

a) SECTION 1 specifying common requirements applicable to both non-

commercial operations of complex motor-powered aircraft and any commercial
operation;
b) SECTION 2 specifying additional requirements applicable to commercial air
transport operations, with the exception of:
1. commercial air transport operations of sailplanes; or
2. commercial air transport operations of passengers conducted under visual
flight rules (VFR) by day, starting and ending at the same aerodrome or
operating site and within a local area specified by the CAOIRI, with

– single-engined propeller-driven aeroplanes having a maximum certified take-

off mass of 5700 kg or less and a MOPSC of 5, or

– other-than complex motor-powered helicopters, single-engined, with a

MOPSC of 5.
c) SECTION 3 specifying additional requirements for commercial specialized
operations and for those referred to in b(1) and(2).

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SECTION 1
Common requirements

ORO.FC.100 Composition of flight crew

a) The composition of the flight crew and the number of flight crew members at
designated crew stations shall be not less than the minimum specified in the
aircraft flight manual or operating limitations prescribed for the aircraft.
b) The flight crew shall include additional flight crew members when required by
the type of operation and shall not be reduced below the number specified in
the operations manual.
c) All flight crew members shall hold a license and ratings issued or accepted in
accordance with CAOIRI Aircrew and appropriate to the duties assigned to
them.
d) The flight crewmember maybe relieved in flight of his/her duties at the
controls by another suitably qualified flight crew member.
e) When engaging the services of flight crew members who are working on a
freelance or Part-time basis, the operator shall verify that all applicable
requirements of this Subpart and the relevant elements of PART FCL (Air Crew
Regulation), including the requirements on recent experience, are complied with,
taking into account all services rendered by the flight crew member to other
operator(s) to determine in Particular:
1. the total number of aircraft types or variants operated; and
2. the applicable flight and duty time limitations and rest requirements.

ORO.FC.105 Designation as pilot-in-command/commander

a) In accordance with 8.e of ER A to this regulation, one pilot amongst the flight crew,
qualified as pilot-in-command in accordance with Part-FCL to the Aircrew Regulation,
shall be designated by the operator as pilot-in-command or, for commercial air
transport operations, as commander.
b) The operator shall only designate a flight crew member to act as pilot-in-
command/commander if he/she has:
1. the minimum level of experience specified in the operations manual;
2. adequate knowledge of the route or area to be flown and of the
aerodromes, including alternate aerodromes, facilities and procedures to be
used;
3. In the case of multi-crew operations, completed an operator’s command
course if upgrading from co-pilot to pilot-in-command/commander.
c) In the case of commercial operations of aeroplanes and helicopters, the pilot-
in- command/commander or the pilot, to whom the conduct of the flight may
be delegated, shall have had initial familiarization training of the route or area
to be flown and of the aerodromes, facilities and procedures to be used. This

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route/area and aerodrome knowledge shall be maintained by operating at

least once on the route or area or to the aerodrome within a 12-month period.
d) Point(c) shall not apply in the case of:
1. performance class B aeroplanes involved in commercial air transport
operations under VFR by day; and
2. Commercial air transport operations of passengers conducted under VFR by
day, starting and ending at the same aerodrome or operating site or within a
local area specified by the CAOIRI, with other-than complex motor- powered
helicopters, single-engined, with a MOPSC of 5.

ORO.FC.110 Flight engineer

When a separate flight engineer station is incorporated in the design of an

aeroplane, the flight crew shall include one crew member who is suitably
qualified in accordance with CAOIRI Aircrew.

ORO.FC.115 Crew resource management (CRM) training

a) Before operating, the flight crew member shall have received CRM training,
appropriate to his/her role, as specified in the operations manual.
b) Elements of CRM training shall be included in the aircraft type or class training
and recurrent training as well as in the command course.

ORO.FC.120 Operator conversion training

a) In the case of aeroplane or helicopter operations, the flight crew member shall
complete the operator conversion training course before commencing
unsupervised line flying:
1. when changing to an aircraft for which a new type or class rating is required;
2. When joining an operator.
b) The operator conversion training course shall include training on the
equipment installed on the aircraft as relevant to flight crewmembers’ roles.

ORO.FC.125 Differences training and familiarization training

a) Flight crew members shall complete differences or familiarization training

when required by Part-FCL of Air Crew Regulation and when changing
equipment or procedures requiring additional knowledge on types or variants
currently operated.
b) The operations manual shall specify when such differences or familiarization
training is required.

ORO.FC.130 Recurrent training and checking

a) Each flight crew member shall complete annual recurrent flight and ground

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training relevant to the type or variant of aircraft on which he/she operates,

including training on the location and use of all emergency and safety
equipment carried.
b) Each flight crew member shall be periodically checked to demonstrate
competence in carrying out normal, abnormal and emergency procedures.

ORO.FC.135 Pilot qualification to operate in either pilot’s seat

Flight crew members who may be assigned to operate in either pilot’s seat shall
complete appropriate training and checking as specified in the operations manual.

ORO.FC.140 Operation on more than one type or variant

a) Flight crew members operating more than one type or variant of aircraft shall
comply with the requirements prescribed in this Subpart for each type or
variant, unless credits related to the training, checking, and recent experience
requirements are defined in the data established in accordance with CAOIRI
Part-21 for the relevant types or variants.
b) Appropriate procedures and/or operational restrictions shall be specified in
the operations manual for any operation on more than one type or variant.

ORO.FC.145 Provision of training

a) All the training required in this Subpart shall be conducted:

1. in accordance with the training programmers and syllabi established by the
operator in the operations manual;
2. by appropriately qualified personnel. In the case of flight and flight
simulation training and checking, the personnel providing the training and
conducting the checks shall be qualified in accordance with PART FCL.
b) When establishing the training programmes and syllabi, the operator shall
include the mandatory elements for the relevant type as defined in the data
established in accordance with CAOIRI Part-21.
c) In the case of CAT operation, training and checking programmes, including
syllabi and use of individual flight simulation training devices (FSTDs), shall be
approved by the CAOIRI.

d) The FSTD shall replicate the aircraft used by the operator, as far as
practicable. Differences between the FSTD and the aircraft shall be described
and addressed through a briefing or training, as appropriate.
e) The operator shall establish a system to adequately monitor changes to the
FSTD and to ensure that those changes do not affect the adequacy of the
training programmes.

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SECTION 2
Additional requirements for commercial air transport operations

ORO.FC.200 Composition of flight crew

a) There shall not be more than one inexperienced flight crew member in any
flight crew.
b) The commander may delegate the conduct of the flight to another pilot
suitably qualified in accordance with PART FCL provided that the requirements
of ORO.FC.105 (b)(1), (b)(2) and (c) are complied with.
c) Specific requirements for aeroplane operations under instrument flight rules (IFR)
or at night.
1. The minimum flight crew shall be two pilots for all turbo-propeller
aeroplanes with a maximum operational passenger seating configuration
(MOPSC) of more than nine and all turbojet aeroplanes.
2. Aeroplanes other than those covered by (c)(1) shall be operated with a
minimum crew of two pilots, unless the requirements of ORO.FC.202 are
complied with, in which case they may be operated by a single pilot.
d) Specific requirements for helicopter operations.
1. For all operations of helicopters with an MOPSC of more than 19 and for
operations under IFR of helicopters with an MOPSC of more than 9:
i. the minimum flight crew shall be two pilots; and
ii. the commander shall be the holder of an airline transport pilot licence
(helicopter) (ATPL(H)) with an instrument rating issued in accordance
with Part-FCL.
2. Operations not covered by (d)(1) maybe operated by a single pilot under IFR
or at night provided that the requirements of ORO.FC.202 are complied
with.

ORO.FC.201 In-flight relief of flight crew members

a) The commander may delegate the conduct of the flight to:

1. another qualified commander; or
2. for operations only above flight level (FL) 200, a pilot who complies with the
following minimum qualifications:
i. ATPL;
ii. conversion training and checking, including type rating training, in
accordance with ORO.FC.220;
all recurrent training and checking in accordance with ORO.FC.230 and

iii. ORO.FC.240;

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iv. Route/area and aerodrome competence in accordance with ORO.FC.105.

b) The co-pilot may be relieved by:
1. another suitably qualified pilot;
2. for operations only above FL 200, a cruise relief co-pilot that complies with the
following minimum qualifications:
i. valid commercial pilot licence (CPL) with an instrument rating;
ii. conversion training and checking, including type rating training, in
accordance with ORO.FC.220 except the requirement for take-off and landing
training;
iii. Recurrent training and checking in accordance with ORO.FC.230 except the
requirement for take-off and landing training.
c) A flight engineer may be relieved in flight by a crew member suitably qualified
in accordance with applicable relevant CAOIRI requirements.

ORO.FC.202 Single-pilot operations under IFR or at night

In order to be able to fly under IFR or at night with a minimum flight crew of one
pilot, as foreseen in ORO.FC.200(c)(2) and (d)(2), the following shall be complied
with:

a) The operator shall include in the operations manual a pilot’s conversion and
recurrent training programme that includes the additional requirements for
a single- pilot operation. The pilot shall have undertaken training on the
operator’s procedures, in Particular regarding:
1. engine management and emergency handling;
2. use of normal, abnormal and emergency checklist;
3. air traffic control (ATC) communication;
4. departure and approach procedures;
5. autopilot management, if applicable;
6. use of simplified in-flight documentation;
7. Single-pilot crew resource management.
b) The recurrent checks required by ORO.FC.230 shall be performed in the single-
pilot role on the relevant type or class of aircraft in an environment
representative of the operation.
c) For aeroplane operations under IFR the pilot shall have:
a minimum of 50 hours flight time under IFR on the relevant type or class

1. of aeroplane, ofwhich10 hours are as commander; and

2. completed during the preceding 90 days on the relevant type or class of

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aeroplane:
i. five IFR flights, including three instrument approaches, in a single-pilot role;
or
ii. An IFR instrument approach check.
d) For aeroplane operations at night the pilot shall have:

1. a minimum of 15 hours flight time at night which may be included in the

50 hours flight time under IFR in (c)(1); and
2. completed during the preceding 90 days on the relevant type or class of
aeroplane:
i. three take-offs and landings at night in the single pilot role; or
ii. a night take-off and landing check.
e) For helicopter operations under IFR the pilot shall have:
1. 25 hours total IFR flight experience in the relevant operating environment; and
2. 25 hours flight experience as a single pilot on the specific type of
helicopter, approved for single-pilot IFR, of which 10 hours may be flown
under supervision, including five sectors of IFR line flying under supervision
using the single-pilot procedures; and
3. completed during the preceding 90 days:
i. five IFR flights as a single pilot, including three instrument approaches,
carried out on a helicopter approved for this purpose; or
ii. an IFR instrument approach check as a single pilot on the relevant type
of helicopter, flight training device (FTD) or full flight simulator (FFS).

ORO.FC.205 Command course

For aeroplane and helicopter operations, the command course shall include at
least the following elements:

1. training in an FSTD, which includes line oriented flight training (LOFT)

and/or flight training;
2. the operator proficiency check, operating as commander;
3. command responsibilities training;
4. line training as commander under supervision, for a minimumof:

i. 10 flight sectors, in the case of aeroplanes; and

ii. 10 hours, including at least 10 flight sectors, in the case of helicopters;
1. completion of a line check as commander and demonstration of adequate
knowledge of the route or area to be flown and of the aerodromes,
including alternate aerodromes, facilities and proceduresto be used; and

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2. crew resource management training.

ORO.FC.215 Initial operator’s crew resource management (CRM) training

a) The flight crew member shall have completed an initial CRM training course
before commencing unsupervised line flying.
b) Initial CRM training shall be conducted by at least one suitably qualified CRM
trainer who may be assisted by experts in order to address specific areas.
c) If the flight crew member has not previously received theoretical training in
human factors to the ATPL level, he/she shall complete, before or combined
with the initial CRM training, a theoretical course provided by the operator and
based on the human performance and limitations syllabus for the ATPL as
established in PART FCL.

ORO.FC.220 Operator conversion training and checking

a) CRM training shall be integrated into the operator conversion training course.
b) Once an operator conversion course has been commenced, the flight crew
member shall not be assigned to flying duties on another type or class of
aircraft until the course is completed or terminated. Crew members operating only
performance class B aeroplanes may be assigned to flights on other types of
performance class B aeroplanes during conversion courses to the extent
necessary to maintain the operation.
c) The amount of training required by the flight crew member for the operator’s
conversion course shall be determined in accordance with the standards of
qualification and experience specified in the operations manual, taking into
account his/her previous training and experience.
d) The flight crew member shall complete:
1. the operator proficiency check and the emergency and safety equipment
training and checking before commencing line flying under supervision
(LIFUS); and
2. The line check upon completion of line flying under supervision. For
performance class B aeroplanes, LIFUS may be performed on any
aeroplane within the applicable class.
e) In the case of aeroplanes, pilots that have been issued a type rating based on
a zero flight-time training (ZFTT) course shall:
1. Commence line flying under supervision not later than 21 days after the
completion of the skill test or after appropriate training provided by the
operator. The content of such training shall be described in the operations
manual;
2. complete six take-offs and landings in a FSTD not later than 21 days after
the completion of the skill test under the supervision of a type rating
instructor for aeroplanes (TRI(A)) occupying the other pilot seat. The

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number of take-offs and landings may be reduced when credits are defined
in the data established in accordance with CAOIRI Part-21. If these take-
offs and landings have not been performed within 21 days, the operator
shall provide refresher training. The content of such training shall be
described in the operations manual;
3. Conduct the first four take-offs and landings of the LIFUS in the aeroplane
under the supervision of a TRI (A) occupying the other pilot seat. The number
of take-offs and landings may be reduced when credits are defined in the data
established in accordance with CAOIRI Part-21.

ORO.FC.230 Recurrent training and checking

a) Each flight crew member shall complete recurrent training and checking
relevant to the type or variant of aircraft on which they operate.
b) Operator proficiency check
1. Each flight crew member shall complete operator proficiency checks as Part
of the normal crew complement to demonstrate competence in carrying
out normal, abnormal and emergency procedures.
2. When the flight crew member will be required to operate under IFR, the
operator proficiency check shall be conducted without external visual
reference, as appropriate.
3. The validity period of the operator proficiency check shall be six calendar
months. For operations under VFR by day of performance class B
aeroplanes conducted during seasons not longer than eight consecutive
months, one operator proficiency check shall be sufficient. The proficiency
check shall be undertaken before commencing commercial air transport
operations.
4. The flight crew member involved in operations by day and over routes
navigated by reference to visual landmarks with an other-than-complex
motor-powered helicopter may complete the operator proficiency check in
only one of the relevant types held. The operator proficiency check shall be
performed each time on the type least recently used for the proficiency
check. The relevant helicopter types that may be grouped for the purpose of
the operator proficiency check shall be contained in the operations manual.
5. Notwithstanding ORO.FC.145 (a) (2), for operations of other-than-
complex motor-powered helicopters by day and over routes navigated by
reference to visual landmarks and performance class B aeroplanes, the
check may be conducted by a suitably qualified commander nominated by
the operator, trained in CRM concepts and the assessment of CRM skills.
The operator shall inform the CAOIRI about the persons nominated.
c) Line check
1. Each flight crew member shall complete a line check on the aircraft to

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demonstrate competence in carrying out normal line operations described

in the operations manual. The validity period of the line check shall be 12
calendar months.
2. Notwithstanding ORO.FC.145 (a) (2), line checks may be conducted by a
suitably qualified commander nominated by the operator, trained in CRM
concepts and the assessment of CRM skills.
d) Emergency and safety equipment training and checking
Each flight crew member shall complete training and checking on the location and
use of all emergency and safety equipment carried. The validity period of an
emergency and safety equipment check shall be 12 calendar months.

e) CRM training
1. Elements of CRM shall be integrated into all appropriate phases of the
recurrent training.
2. Each flight crew member shall undergo specific modular CRM training. All
major topics of CRM training shall be covered by distributing modular training
sessions as evenly as possible over each three-year period.
f) Each flight crew member shall undergo ground training and flight training in
an FSTD or an aircraft, or a combination of FSTD and aircraft training, at least
every12 calendar months.
g) The validity periods mentioned in (b) (3), (c) and (d) shall be counted from the
end of the month when the check was taken.
h) When the training or checks required above are undertaken within the last
three months of the validity period, the new validity period shall be counted
from the original expiry date.

ORO.FC.235 Pilot qualification to operate in either pilot’s seat

a) Commanders whose duties require them to operate in either pilot seat and carry
out the duties of a co-pilot, or commanders required to conduct training or
checking duties, shall complete additional training and checking as specified in the
operations manual. The check may be conducted together with the operator
proficiency check prescribed in ORO.FC.230 (b).
b) The additional training and checking shall include at least the following:
1. an engine failure during take-off;
2. a one-engine-inoperative approach and go-around; and
3. A one-engine-inoperative landing.
c) In the case of helicopters, commanders shall also complete their proficiency
checks from left- and right-hand seats, on alternate proficiency checks,
provided that when the type rating proficiency check is combined with the
operator proficiency check the commander completes his/her training or
checking from the normally occupied seat.

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d) When engine-out maneuvers are carried out in an aircraft, the engine failure
Shall be simulated.
e) When operating in the co-pilot’s seat, the checks required by ORO.FC.230 for
operating in the commander’s seat shall, in addition, be valid and current.
f) The pilot relieving the commander shall have demonstrated, concurrent with
the operator proficiency checks prescribed in ORO.FC.230(b), practice of drills
and procedures that would not, normally, be his/her responsibility. Where the
differences between left- and right-hand seats are not significant, practice may
be conducted in either seat.
g) The pilot other than the commander occupying the commander’s seat shall
demonstrate practice of drills and procedures, concurrent with the operator
proficiency checks prescribed in ORO.FC.230(b), which are the commander’s
responsibility acting as pilot monitoring. Where the differences between left-
and right-hand seats are not significant, practice may be conducted in either
seat.

ORO.FC.240 Operation on more than one type or variant

a) The procedures or operational restrictions for operation on more than one

type or variant established in the operations manual and approved by the
CAOIRI shall cover:
1. the flight crew members’ minimum experience level;
2. the minimum experience level on one type or variantbefore beginningtraining
for and operation of another type or variant;
3. the process whereby flight crew qualified on one type or variant will be
trained and qualified on another type or variant; and
4. All applicable recent experience requirements for each type or variant.
When a flight crew member operates both helicopters and aeroplanes,
that flight crew member shall be limited to operations on only one type of
aeroplane and one type of helicopter.

b) Point (a) shall not apply to operations of performance class B aeroplane if they
are limited to single-pilot classes of reciprocating engine aeroplanes under
VFR by day. Point (b) shall not apply to operations of performance class B
aeroplane if they are limited to single-pilot classes of reciprocating engine
aeroplanes.

ORO.FC.A.245 Alternative training and qualification programme

a) The aeroplane operator having appropriate experience may substitute one or

more of the following training and checking requirements for flight crew by an
alternative training and qualification programme (ATQP), approved by the
CAOIRI:
1. SPA.LVO.120 on flight crew training and qualifications;

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2. conversion training and checking;

3. differences training and familiarization training;
4. command course;
5. recurrent training and checking; and
6. Operation on more than one type or variant.
b) The ATQP shall contain training and checking that establishes and maintains at
least an equivalent level of proficiency achieved by complying with the
provisions of ORO.FC.220 and ORO.FC.230. The level of flight crew training and
qualification proficiency shall be demonstrated prior to being granted the
ATQP approval by the CAOIRI.
c) The operator applying for an ATQP approval shall provide the CAOIRI with an
implementation plan, including a description of the level of flight crew
training and qualification proficiency to be achieved.
d) In addition to the checks required by ORO.FC.230 and FCL.060 of PART FCL,
each flight crew member shall complete a line oriented evaluation (LOE)
conducted in an FSTD. The validity period of an LOE shall be 12 calendar
months. The validity period shall be counted from the end of the month when
the check was taken. When the LOE is undertaken within the last three months
of the validity period, the new validity period shall be counted from the original
expiry date.
e) After two years of operating with an approved ATQP, the operator may, with
the approval of the CAOIRI, extend the validity periods of the checks in
ORO.FC.230 as follows:
(1) operator proficiency check to 12 calendar months. The validity period
shall be counted from the end of the month when the check was taken.
When the check is undertaken within the last three months of the validity
period, the new validity period shall be counted from the original expiry
date.

(2) Line check to 24 calendar months. The validity period shall be counted
from the end of the month when the check was taken. When the check is
undertaken within the last six months of the validity period, the new
validity period shall be counted from the original expiry date.

(3) Emergency and safety equipment checking to 24 calendar months. The

validity period shall be counted from the end of the month when the check
was taken. When the check is undertaken within the last six months of the
validity period, the new validity period shall be counted from the original
expiry date.

ORO.FC.A.250 Commanders holding a CPL(A)

(a) The holder of a CPL(A) (aeroplane) shall only act as commander in

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commercial air transport on a single-pilot aeroplane if either of the

following conditions is met:
(1) when carrying passengers under VFR outside a radius of 50 NM (90 km)
from an aerodrome of departure, he/she has a minimum of 500 hours of
flight time on aeroplanes or holds a valid instrument rating; or
(2) when operating on a multi-engine type under IFR, he/she has a minimum
of 700 hours of flight time on aeroplanes, including 400 hours as pilot-in-
command. These hours shall include 100 hours under IFR and 40 hours in
multi-engine operations. The 400 hours as pilot-in-command may be
substituted by hours operating as co-pilot within an established multi-pilot
crew system prescribed in the operations manual, on the basis of two hours
of flight time as co-pilot for one hour of flight time as pilot-in command;
(3) when operating on a single-engined aeroplane under IFR, he/she has a
minimum of 700 hours of flight time on aeroplanes, including 400 hours as
pilot- in-command. Those hours shall include 100 hours under IFR. The 400
hours as pilot- in-command may be substituted by hours operating as co-
pilot within an established multi-pilot crew system prescribed in the
operations manual, on the basis of two hours of flight time as co-pilot for
one hour of flight time as pilot-in command.
(b) For operations under VFR by day of performance class B aeroplanes (a)(1)
shall not apply.

ORO.FC.H.250 Commanders holding a CPL(H)

(a) The holder of a CPL(H) (helicopter) shall only act as commander in

commercial air transport on a single-pilot helicopter if:
(1) when operating under IFR, he/she has a minimum of 700 hours total flight
time on helicopters, including 300 hours as pilot-in-command. These hours
shall include 100 hours under IFR. The 300 hours as pilot-in-command may
be substituted by hours operating as co-pilot within an established multi-
pilot crew system prescribed in the operations manual on the basis of two
hours of flight time as co- pilot for one-hour flight time as pilot in command;
(2) when operating under visual meteorological conditions (VMC) at night,
he/she has:
(i) a valid instrument rating; or
(ii) 300 hours of flight time on helicopters, including 100 hours
as pilot-in-command and 10 hours as pilot flying at night.

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SECTION 3
Additional requirements for commercial specialized operations and CAT operations
referred to in ORO.FC.005 (b)(1) and (2)

ORO.FC.330 Recurrent training and checking — operator proficiency check

a) Each flight crew member shall complete operator proficiency checks to

demonstrate his/her competence in carrying out normal, abnormal and
emergency procedures, covering the relevant aspects associated with the
specialized tasks described in the operations manual.
b) Appropriate consideration shall be given when operations are undertaken
under IFR or at night.
c) The validity period of the operator proficiency check shall be 12 calendar
months. The validity period shall be counted from the end of the month when
the check was taken. When the operator proficiency check is undertaken within
the last three months of the validity period, the new validity period shall be
counted from the original expiry date.

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SUBPART CC
CABIN CREW

ORO.CC.005 Scope

This Subpart establishes the requirements to be met by the operator when

operating an aircraft with cabin crew and comprises:

a) Section 1 specifying common requirements applicable to all operations; and

b) Section 2 specifying additional requirements only applicable to commercial
air transport operations.

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SECTION 1
General requirements

ORO.CC.100 Number and composition of cabin crew

Applicable until (a) The number and composition of cabin crew shall be determined in accordance
23/09/2019 then
deleted. with 7.a of ER A to this regulation, taking into account operational factors or
circumstances of the particular flight to be operated. At least one cabin crew
member shall be assigned for the operation of aircraft with an MOPSC of more
than 19 when carrying one or more passenger(s).
Applicable (a) The number and composition of cabin crew shall be determined in accordance
from with point 7.a of ER A to this regulation, taking into account operational factors
23/09/2019.
or circumstances of the particular flight to be operated. At least one cabin crew
member shall be assigned for the operation of aircraft with an MOPSC of more
than 19 when carrying one or more passenger(s).

b)For the purpose of complying with (a), the minimum number of cabin crew shall
be the greater of the following:
1. the number of cabin crew members established during the aircraft
certification process in accordance with the applicable certification
specifications, for the aircraft cabin configuration used by the operator; or
2. if the number under (1) has not been established, the number of cabin crew
established during the aircraft certification process for the maximum
certified passenger seating configuration reduced by 1 for every whole
multiple of 50 passenger seats of the aircraft cabin configuration used by
the operator falling below the maximum certified seating capacity; or
3. one cabin crew member for every 50, or fraction of 50, passenger seats
installed on the same deck of the aircraft to be operated.
c) For operations where more than one cabin crew member is assigned, the
operator shall nominate one cabin crew member to be responsible to the pilot-
in- command/commander.

ORO.CC.110 Conditions for assignment to duties

a) Cabin crew members shall only be assigned to duties on an aircraft if they:

1. are at least 18 years of age;
2. have been assessed, in accordance with the applicable requirements of
PART MED, as physically and mentally fit to perform their duties and
discharge their responsibilities safely; and
3. have successfully completed all applicable training and checking required by
this Subpart and are competent to perform the assigned duties in
accordance with the procedures specified in the operationsmanual.
b) Before assigning to duties cabin crew members who are working on a freelance
or Part-time basis, the operator shall verify that all applicable requirements
of this Subpart are complied with, taking into account all services rendered

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by the cabin crew member to any other operator(s), to determine in

Particular:
1. the total number of aircraft types and variants operated;and
2. the applicable flight and duty time limitations and rest requirements.
c) Operating cabin crew members, as well as their role with regard to the safety
of passengers and flight, shall be clearly identified to the passengers.

ORO.CC.115 Conduct of training courses and associated checking

a) A detailed programme and syllabus shall be established by the operator for

each training course in accordance with the applicable requirements of this
Subpart, and of PART CC where applicable, to cover the duties and
responsibilities to be discharged by the cabin crew members.
b) Each training course shall include theoretical and practical instruction together
with individual or collective practice, as relevant to each training subject, in
order that the cabin crew member achieves and maintains the adequate level
of proficiency in accordance with this Subpart.
c) Each training course shall be:
1. conducted in a structured and realistic manner;and
2. Performed by personnel appropriately qualified for the subject to be covered.
d) During or following completion of all training required by this Subpart, each
cabin crew member shall undergo a check covering all training elements of the
relevant training programme, except for crew resource management (CRM)
training. Checks shall be performed by personnel appropriately qualified to
verify that the cabin crew member has achieved and/or maintains the required
level of proficiency.
e) CRM training courses and CRM modules where applicable shall be conducted
by a cabin crew CRM instructor. When CRM elements are integrated in other
training, a cabin crew CRM instructor shall manage the definition and
implementation of the syllabus.

ORO.CC.120 Initial training course

a) Each new entrant who does not already hold a valid cabin crew attestation
issued in accordance withPART CC:
1. shall be provided with an initial training course as specified in CC.TRA.220 of
that Part; and
2. shall successfully undergo the associated examination before undertaking
other training required by this Subpart.
b) Elements of the initial training programme may be combined with the first
aircraft type specific training and operator conversion training, provided that the
requirements of CC.TRA.220 are met and any such element(s) are recorded as

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elements of the initial training course in the training records of the cabin crew
members concerned.

ORO.CC.125 Aircraft type specific training and operator conversion training

a) Each cabin crew member shall have completed appropriate aircraft type
specific training and operator conversion training, as well as the associated
checks, before being:
1. first assigned by the operator to operate as a cabin crew member; or
2. assigned by that operator to operate on another aircraft type.
b) When establishing the aircraft type specific and the operator conversion
training programmes and syllabi, the operator shall include, where available,
the relevant elements defined in the mandatory Part of the operational
suitability data established in accordance with Part-21
c) The aircraft type specific training programme shall:
1. involve training and practice on a representative training device or on the
actual aircraft; and
2. cover at least the following aircraft type specific training elements:
i. aircraft description as relevant to cabin crew duties;
ii. all safety equipment and systems installed relevant to cabin crew duties;
iii. operation and actual opening, by each cabin crew member, of each type
or variant of normal and emergency doors and exits in the normal and
emergency modes;
iv. demonstration of the operation of the other exits including flight crew
compartment windows;
v. fire and smoke protection equipment where installed;
vi. evacuation slide training, where fitted;
vii. operation of the seat, restraint system and oxygen system equipment
relevant to pilot incapacitation.
d) The operator conversion training programme for each aircraft type to be
operated shall:
1. involve training and practice on a representative training device or on the
actual aircraft;
2. include training in the operator’s standard operating procedures for cabin
crew members to be first assigned to duties by the operator;
3. cover at least the following operator specific training elements as relevant
to the aircraft type to be operated:
i. description of the cabin configuration;

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ii. location, removal and use of all portable safety and emergency
equipment carried on-board;
iii. all normal and emergency procedures;
iv. passenger handling and crowd control;
v. fire and smoke training including the use of all related fire-fighting and
protective equipment representative of that carried on-board;
vi. evacuation procedures;
vii. pilot incapacitation procedures;
viii. applicable security requirements and procedures;
ix. Crew resource management.

ORO.CC.130 Differences training

a) In addition to the training required in ORO.CC.125, the cabin crew member shall
complete appropriate training and checking covering any differences before being
assigned on:
1. a variant of an aircraft type currently operated; or
2. a currently operated aircraft type or variant with different:
i. safety equipment;
ii. safety and emergency equipment location; or
iii. Normal and emergency procedures.
b) The differences training programme shall:
1. be determined as necessary on the basis of a comparison with the training
programme completed by the cabin crew member, in accordance with
ORO.CC.125(c) and (d), for the relevant aircraft type; and
2. Involve training and practice in a representative training device or the actual
aircraft as relevant to the difference training element to be covered.
c) When establishing a differences training programme and syllabus for a variant of
an aircraft type currently operated, the operator shall include, where available,
the mandatory elements for the relevant aircraft type and its variants as defined
in the data established in accordance with CAOIRI Part-21

ORO.CC.135 Familiarization

After completion of aircraft type specific training and operator conversion training
on an aircraft type, each cabin crew member shall complete appropriate supervised
familiarization on the type before being assigned to operate as a member of the
minimum number of cabin crew required in accordance with ORO.CC.100.

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ORO.CC.140 Recurrent training

a) Eachcabin crew member shall complete annually recurrent training and checking.
b) Recurrent training shall cover the actions assigned to each member of the
cabin crew in normal and emergency procedures and drills relevant to each
aircraft type and/or variant tobe operated.
c) Aircrafttype specific training elements:
1. Recurrent training shall include annually touch-drills by each cabin crew
member for simulating the operation of each type or variant of normal and
emergencydoorsandexitsforpassengerevacuation.
2. Recurrent training shall also include at intervals not exceeding three years:
i. operation and actual opening by each cabin crew member, in a
representative training device or in the actual aircraft, of each type or
variantofnormalandemergencyexitsinthenormalandemergencymodes;
ii. actual operation by each cabin crew member, in a representative training
device or in the actual aircraft, of the flight crew compartment security
door,inboth normal and emergency modes, and of the seat and restraint
system, and a practical demonstration of the oxygen system equipment
relevant to pilot incapacitation;
iii. demonstration of the operation of all other exits including the flight
crew compartment windows;and
iv. Demonstration of the use of the life-raft, or slide raft, where fitted.
Operatorspecifictrainingelements:
1. Recurrenttrainingshallincludeannually:
i. byeachcabincrewmember:
A. location and handling of all safety and emergency equipment
installedor carried on board;and
B. the donning of life-jackets, portable oxygen and protective
breathing equipment (PBE);
i. stowage of articles in the passenger compartment;
ii. procedures relatedto aircraftsurfacecontamination;
iii. emergency procedures;
iv. evacuation procedures;
v. incident and accident review;
vi. crewresourcemanagement;
vii. aero-medical aspects and first aid including related equipment;
viii. security procedures.

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2. Recurrent training shall also include at intervals not exceeding three years:
i. use of pyrotechnics (actual or representative devices);
ii. practical demonstration of the use of flight crew checklists;
iii. realistic and practical training in the use of all fire-fighting equipment,
including protective clothing, representative of that carried in the aircraft;
iv. by each cabin crewmember:
A. extinguishing a fire characteristic of an aircraft interior fire;
B. Donning and use of PBE in an enclosed simulated smoke-
filled environment.
e) Validity periods:
1. The annual recurrent training validity period shall be 12 calendar months
counted from the end of the month when the check was taken.
2. If the recurrent training and checking required in (a) are undertaken within
the last three calendar months of the validity period, the new validity
period shall be counted from the original expiry date.
3. For the additional triennial training elements specified in (c)(2) and (d)(2),
the validity period shall be 36 calendar months counted from the end of the
month when the checks were taken.

ORO.CC.145 Refresher training

a) When a cabin crew member, during the preceding six months within the
validity period of the last relevant recurrent training and checking:
1. has not performed any flying duties, he/she shall, before being reassigned
to such duties, complete refresher training and checking for each aircraft
type to be operated; or
2. has not performed flying duties on one Particular aircraft type, he/she shall,
before being reassigned to duties, complete on that aircraft type:
i. refresher training and checking; or
ii. Two familiarization flights in accordance with ORO.CC.135.
b) The refresher training programme for each aircraft type shall at least cover:
1. emergency procedures;
2. evacuation procedures;
3. operation and actual opening, by each cabin crew member, of each type or
variant of normal and emergency exits and of the flight crew compartment
security door in the normal and emergency modes;
4. demonstration of the operation of all other exits including the flight crew
compartment windows;

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5. Location and handling of all relevant safety and emergency equipment installed
or carried on-board.
c) The operator may elect to replace refresher training by recurrent training if
the reinstatement of the cabin crew member’s flying duties commences within
the validity period of the last recurrent training and checking. If that validity
period has expired, refresher training may only be replaced by aircraft type
specific and operator conversion training as specified in ORO.CC.125

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SECTION 2
Additional requirements for commercial air transport operations

ORO.CC.200 Senior cabin crew member

a) When more than one cabin crew member is required, the composition of the
cabin crew shall include a senior cabin crew member nominated by the operator.
b) The operator shall nominate cabin crew members to the position of senior
cabin crew member only if they:
1. have at least one year of experience and 900 hours of flight time as
operating cabin crew member;and
2. Have successfully completed a senior cabin crew training course and the
associated check.
c) The senior cabin crew training course shall cover all duties and responsibilities
of senior cabin crew members and shall include at least the following elements:
1. pre-flight briefing;
2. cooperation with the crew;
3. review of operator requirements and legal requirements;
4. accident and incident reporting;
5. human factors and crew resource management (CRM); and
6. flight and duty time limitations and rest requirements.
d) The senior cabin crew member shall be responsible to the commander for the
conduct and coordination of normal and emergency procedures specified in
the operations manual, including for discontinuing non-safety-related duties
for safety or security purposes.
e) The operator shall establish procedures to select the most appropriately
qualified cabin crew member to act as senior cabin crew member if the
nominated senior cabin crew member becomes unable to operate. Changes
to these procedures shall be notified to the CAOIRI.

ORO.CC.205 Reduction of the number of cabin crew during ground operations and in
unforeseen circumstances

a) Whenever any passengers are on board an aircraft, the minimum number of

cabin crew required in accordance with ORO.CC.100 shall be present in the
passenger compartment.
b) Subject to the conditions specified in (c), this number may be reduced:
1. during normal ground operations not involving refueling/defueling when
the aircraft is at its parking station; or

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2. in unforeseen circumstances if the number of passengers carried on the

flight is reduced. In this case a report shall be submitted to the CAOIRI after
completion of the flight.
c) Conditions:
1. procedures ensuring that an equivalent level of safety is achieved with the
reduced number of cabin crew, in Particular for evacuation of passengers,
are established in the operations manual;
2. the reduced cabin crew includes a senior cabin crew member as specified
in ORO.CC.200;
3. at least one cabin crew member is required for every 50, or fraction of 50,
passengers present on the same deck of the aircraft;
4. in the case of normal ground operations with aircraft requiring more than
one cabin crew member, the number determined in accordance with (c)(3)
shall be increased to include one cabin crew member per pair of floor level
emergency exits.

ORO.CC.210 Additional conditions for assignment to duties

Cabin crew members shall only be assigned to duties, and operate, on a Particular
aircraft type or variant if they:

a) hold a valid attestation issued in accordance with PART CC;

b) are qualified on the type or variant in accordance with this Subpart;
c) comply with the other applicable requirements of this Subpart and PART-CAT;
d) Wear the operator’s cabin crew uniform.

ORO.CC.215 Training and checking programs and related documentation

a) Training and checking programmes including syllabi required by this Subpart shall
be approved by the CAOIRI and specified in the operations manual.
b) After a cabin crew member has successfully completed a training course and
the associated check, the operator shall:
1. update the cabin crew member’s training records in accordance with
ORO.MLR.115; and
2. Provide him/her with a list showing updated validity periods as relevant to
the aircraft type(s) and variant(s) on which the cabin crew member is
qualified to operate.

ORO.CC.250 Operation on more than one aircraft type or variant

a) A cabin crew member shall not be assigned to operate on more than three
aircraft types, except that, with the approval of the CAOIRI, the cabin crew

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member maybe assigned to operate on four aircraft types if for at least two
of the types:
1. safety and emergency equipment and type-specific normal and emergency
procedures are similar; and
2. Non-type-specific normal and emergency procedures are identical.
b) For the purpose of (a) and for cabin crew training and qualifications, the operator
shall determine:
1. each aircraft as a type or a variant taking into account, where available, the
relevant data established in accordance with CAOIRI Part-21 for the
relevant aircraft type or variant; and
2. variants of an aircraft type to be different types if they are not similar in
the following aspects:
i. emergency exit operation;
ii. location and type of portable safety and emergency equipment;
iii. Type-specific emergency procedures.

ORO.CC.255 Single cabin crew member operations

a) The operator shall select, recruit, train and check the proficiency of cabin
crew members to be assigned to single cabin crew member operations
according to criteria appropriate to this type of operation.
b) Cabin crew members who have no previous operating experience as single cabin
crew member shall only be assigned to such type of operation after they have:
1. completed training as required in (c) in addition to other applicable training
and checking required by this Subpart;
2. successfully passed the checks verifying their proficiency in discharging
their duties and responsibilities in accordance with the procedures
specified in the operations manual; and
3. Undertaken familiarization flying of at least 20 hours and 15 sectors on the
relevant aircraft type under the supervision of an appropriately experienced
cabin crew member.
c) The following additional training elements shall be covered with Particular
emphasis to reflect single cabin crew operations:
1. responsibility to the commander for the conduct of normal and emergency
procedures;
2. importance of coordination and communication with the flight crew, in
Particular when managing unruly or disruptive passengers;
3. review of operator requirements and legal requirements;
4. documentation;
5. accident and incident reporting; and
6. flight and duty time limitations and rest requirements.

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SUBPART TC
TECHNICAL CREW IN HEMS, HHO OR NVIS OPERATIONS

ORO.TC.100 Scope
This Subpart establishes the requirements to be met by the operator when
operating an aircraft with technical crew members in commercial air transport
helicopter emergency medical service (HEMS), night vision imaging system (NVIS)
operations or helicopter hoist operations (HHO).

ORO.TC.105 Conditions for assignment to duties

a) Technical crew members in commercial air transport HEMS, HHO or NVIS

operations shall only be assigned duties if they:
1. are at least 18 years of age;
2. are physically and mentally fit to safely discharge assigned duties and
responsibilities;
3. have completed all applicable training required by this Subpart to perform
the assigned duties;
4. Have been checked as proficient to perform all assigned duties in accordance
with the procedures specified in the operations manual.
b) Before assigning to duties technical crew members who are self-employed
and/or working on a freelance or Part-time basis ,the operator shall verify
that all applicable requirements of this Subpart are complied with, taking into
account all services rendered by the technical crew member to other
operator(s) to determine in Particular:
1. The total number of aircraft types and variants operated;
2. The applicable flight and duty time limitations and rest requirements.

ORO.TC.110 Training and checking

a) The operator shall establish a training programme in accordance with the

applicable requirements of this Subpart to cover the duties and responsibilities
to be performed by technical crewmembers.
b) Following the completion of initial, operator conversion, differences and
recurrent training, each technical crew member shall undergo a check to
demonstrate their proficiency in carrying out normal and emergency
procedures.
c) Training and checking shall be conducted for each training course by personnel
suitably qualified and experienced in the subject to be covered. The operator
shall inform the CAOIRI about the personnel conducting the checks.

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ORO.TC.115 Initial training

Before undertaking the operator conversion training, each technical crew

member shall complete initial training, including:

a) general theoretical knowledge on aviation and aviation regulations covering

all elements relevant to the duties and responsibilities required of technical
crew;
b) fire and smoke training;
c) survival training on ground and in water, appropriate to the type and area of
operation;
d) aero-medical aspects and first-aid;
e) Communication and relevant CRM elements of ORO.FC.115 and ORO.FC.215.

ORO.TC.120 Operator conversion training

Each technical crew member shall complete:

a) operator conversion training, including relevant CRM elements,

1. before being first assigned by the operator as a technical crewmember; or
2. When changing to a different aircraft type or class, if any of the equipment
or procedures mentioned in (b) are different.
b) Operator conversion training shall include:
1. the location and use of all safety and survival equipment carried on the
aircraft;
2. all normal and emergency procedures;
3. on-board equipment used to carryout duties in the aircraft or on the
ground for the purpose of assisting the pilot during HEMS, HHO or NVIS
operations.

ORO.TC.125 Differences training

a) Each technical crew member shall complete differences training when

changing equipment or procedures on types or variants currently operated.
b) The operator shall specify in the operations manual when such differences
training is required.

ORO.TC.130 Familiarization flights

Following completion of the operator conversion training, each technical crew

member shall undertake familiarization flights prior to operating as a required
technical crew member in HEMS, HHO or NVIS operations.

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ORO.TC.135 Recurrent training

a) Within every 12-month period, each technical crew member shall undergo
recurrent training relevant to the type or class of aircraft and equipment that
the technical crew member operates. Elements of CRM shall be integrated into
all appropriate phases of the recurrent training.
b) Recurrent training shall include theoretical and practical instruction and practice.

ORO.TC.140 Refresher training

a) Each technical crew member who has not undertaken duties in the previous
six months shall complete the refresher training specified in the operations
manual.
b) The technical crew member who has not performed flying duties on one
Particular aircraft type or class during the preceding six months shall, before
being assigned on that type or class ,complete either:
1. Refresher training on the type or class;or
2. two familiarization sectors on the aircraft type or class

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SUBPART FTL
FLIGHT AND DUTY TIME LIMITATIONS AND REST REQUIREMENTS

SECTION 1
General

ORO.FTL.100 Scope

This Subpart establishes the requirements to be met by an operator and its

crew members with regard to flight and duty time limitations and rest requirements
for crew members.

ORO.FTL.105 Definitions

For the purpose of this Subpart, the following definitions shall apply:

1. ‘Acclimatized’ means a state in which a crew member’s circadian biological clock

is synchronized to the time zone where the crew member is. A crew member
is considered to be acclimatized to a 2-hour wide time zone surrounding the
local time at the point of departure. When the local time at the place where a
duty commences differs by more than 2 hours from the local time at the place
where the next duty starts, the crew member, for the calculation of the
maximum daily flight duty period, is considered to be acclimatized in
accordance with the values in the Table1.

Table 1

‘B’ means acclimatized to the local time of the departure time zone,

‘D’ means acclimatized to the local time where the crew member starts his/her
next duty, and

‘X’ means that a crew member is in an unknown state of acclimatization.

2. ‘Reference time’ means the local time at the reporting point situated in a 2-
hour wide time zone band around the local time where a crew member is
acclimatized;
3. ‘Accommodation’ means, for the purpose of standby and split duty, a quiet

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and comfortable place not open to the public with the ability to control light
and temperature, equipped with adequate furniture that provides a crew
member with the possibility to sleep, with enough capacity to accommodate
all crew members present at the same time and with access to food and drink;
4. ‘Suitable accommodation’ means, for the purpose of standby, split duty and
rest, a separate room for each crew member located in a quiet environment
and equipped with a bed, which is sufficiently ventilated, has a device for
regulating temperature and light intensity, and access to food and drink;
5. ‘Augmented flight crew’ means a flight crew which comprises more than the
minimum number required to operate the aircraft, allowing each flight crew
member to leave the assigned post, for the purpose of in-flight rest, and to
be replaced by another appropriately qualified flight crew member;
6. ‘Break’ means a period of time within an flight duty period, shorter than a rest
period, counting as duty and during which a crewmember is free of all tasks;
7. ‘Delayed reporting’ means the postponement of a scheduled FDP by the
operator before a crew member has left the place of rest;
8. ‘Disruptive schedule’ means a crew member’s roster which disrupts the sleep
opportunity during the optimal sleep time window by comprising an FDP or a
combination of FDPs which encroach, start or finish during any portion of the
day or of the night where a crew member is acclimatized. A schedule may be
disruptive due to early starts, late finishes or night duties.
a) ‘Early type’ of disruptive schedule means:
i. for ‘early start’ a duty period starting in the period between 05:00
and 05:59 in the time zone to which a crew member is acclimatized,
and
ii. for ‘late finish’ a duty period finishing in the period between 23:00
and 01:59 in the time zone to which a crew member is acclimatized;
b) ‘Late type’ of disruptive schedule means:
i. for ‘early start’ a duty period starting in the period between 05:00
and 06:59 in the time zone to which a crew member is acclimatized;
and
ii. for ‘late finish’ a duty period finishing in the period between 00:00
and 01:59 in the time zone to which a crew member is acclimatized;
9. ‘Night duty’ means a duty period encroaching any portion of the period
between 02:00 and04:59inthetimezonetowhichthecrewisacclimatised;
10. ‘Duty’ means any task that a crew member performs for the operator,
including flight duty, administrative work, giving or receiving training and
checking, positioning, and some elements of standby;
11. ‘Duty period’ means a period which starts when a crew member is required
by an operator to report for or to commence a duty and ends when that
person is free of all duties, including post-flight duty;

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12. ‘Flight duty period ('FDP')’ means a period that commences when a crew
member is required to report for duty, which includes a sector or a series of
sectors, and finishes when the aircraft finally comes to rest and the engines
are shut down, at the end of the last sector on which the crew member acts
as an operating crew member;
13. ‘Flight time’ means, for aeroplanes and touring motor gliders, the time
between an aircraft first moving from its parking place for the purpose of
taking off until it comes to rest on the designated parking position and all
engines or propellers are shut down.
14. ‘Home base’ means the location, assigned by the operator to the crew
member, from where the crew member normally starts and ends a duty
period or a series of duty periods and where, under normal circumstances,
the operator is not responsible for the accommodation of the crew member
concerned;
15. ‘Local day’ means a 24-hour period commencing at 00:00 local time;
16. ‘Local night’ means a period of 8 hours falling between 22:00 and 08:00 local time;
17. ‘Operating crew member’ means a crew member carrying out duties in an
aircraft during a sector;
18. ‘Positioning’ means the transferring of a non-operating crew member from
one place to another, at the behest of the operator, excluding:
The time of travel from a private place of rest to the designated reporting place
at home base and vice versa, and

The time for local transfer from a place of rest to the commencement of duty and
vice versa;

19. ‘Rest facility’ means a bunk or seat with leg and foot support suitable for crew
members' sleeping on board an aircraft.
20. ‘Reserve’ means a period of time during which a crew member is required by
the operator to be available to receive an assignment for an FDP, positioning
or other duty notified at least 10 hours in advance.
21. ‘Rest period’ means a continuous, uninterrupted and defined period of time,
following duty or prior to duty, during which a crew member is free of all
duties, standby and
22. ‘Rotation’ is a duty or a series of duties, including at least one flight duty, and
rest periods out of home base, starting at home base and ending when
returning to home base for a rest period where the operator is no longer
responsible for the accommodation of the crewmember.
23. ‘Single day free of duty’ means, a time free of all duties and standby consisting
of one day and two local nights, which is notified in advance. A rest period
may be included as Part of the single day free of duty.
24. ‘Sector’ means the segment of an FDP between an aircraft first moving for the
purpose of taking off until it comes to rest after landing on the designated

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parking position.
25. ‘Standby’ means a pre-notified and defined period of time during which a
crew member is required by the operator to be available to receive an
assignment for a flight, positioning or other duty without an intervening rest
period.
26. ‘Airport standby’ means a standby performed at the airport;
27. ‘Other standby’ means a standby either at home or in a suitable accommodation;
28. ‘Window of circadian low ('WOCL') means the period between 02:00 and
05:59 hours in the time zone to which a crew member is acclimatized.

ORO.FTL.110 Operator responsibilities

An operator shall:

a) publish duty rosters sufficiently in advance to provide the opportunity for

crew members to plan adequate rest;
b) ensure that flight duty periods are planned in a way that enables crew members
to remain sufficiently free from fatigue so that they can operate to a satisfactory
level of safety under all circumstances;
c) specify reporting times that allow sufficient time for ground duties;
d) take into account the relationship between the frequency and pattern of flight
duty periods and rest periods and give consideration to the cumulative effects
of undertaking long duty hours combined with minimum rest periods;
e) allocate duty patterns which avoid practices that cause a serious disruption of
an established sleep/work pattern, such as alternating day/night duties;
f) comply with the provisions concerning disruptive schedules;
g) provide rest periods of sufficient time to enable crew members to overcome
the effects of the previous duties and to be rested by the start of the following
flight duty period;
h) plan recurrent extended recovery rest periods and notify crew members sufficiently
in advance;
i) plan flight duties in order to be completed within the allowable flight duty
period taking into account the time necessary for pre-flight duties, the
sector and turnaround times;
j) change a schedule and/or crew arrangements if the actual operation exceeds
the maximum flight duty period on more than 33% of the flight duties in that
schedule during a scheduled seasonal period.

ORO.FTL.115 Crew member responsibilities

Crew members shall:

a) comply with point CAT.GEN.MPA.100 (b) of Part-CAT; and

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b) make optimum use of the opportunities and facilities for rest provided and plan
and use their rest periods properly.

ORO.FTL.120 Fatigue risk management (FRM)

a) When FRM is required by this Subpart or an applicable certification specification,

the operator shall establish, implement and maintain a FRM as an integral
part of its management system. FRM shall be described in the operations
manual. The FRM shall ensure compliance with the essential requirements in points
7.f., 7.g. and 8.f. of ER A to this regulation. The FRM shall be described in the
operations manual.
b) The FRM established, implemented and maintained shall provide for
continuous improvement to the overall performance of the FRM and shall include:
1. a description of the philosophy and principles of the operator with regard to
FRM, referred to as the FRM policy;
2. documentation of the FRM processes, including a process for making
personnel aware of their responsibilities and the procedure for amending
this documentation;
3. scientific principles and knowledge;

4. a hazard identification and risk assessment process that allows managing

the operational risk(s) of the operator arising from crew member fatigue
on a continuous basis;
5. a risk mitigation process that provides for remedial actions to be
implemented promptly, which are necessary to effectively mitigate the
operator’s risk(s) arising from crew member fatigue and for continuous
monitoring and regular assessment of the mitigation of fatigue risks achieved
by such actions;
6. FRM safety assurance processes;
7. FRM promotion processes.
c) The FRM shall correspond to the flight time specification scheme, the size of
the operator and the nature and complexity of its activities, taking into account
the hazards and associated risks inherent in those activities and the applicable
flight time specification scheme.
d) The operator shall take mitigating actions when the FRM safety assurance
process shows that the required safety performance is not maintained.

ORO.FTL.125 Flight time specification schemes

a) Operators shall establish, implement and maintain flight time specification

schemes that are appropriate for the type(s) of operation performed and that
comply with this regulation, this Subpart and other applicable legislation,
b) Before being implemented, flight time specification schemes, including any

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related FRM where required, shall be approved by the CAOIRI.

c) To demonstrate compliance with this Subpart, the operator shall apply the
applicable certification specifications adopted by the CAOIRI. Alternatively, if the
operator wants to deviate from those certification specifications in
accordance with Point 9 of ER A, it shall provide the CAOIRI with a full
description of the intended deviation prior to implementing it. The description
shall include any revisions to manuals or procedures that may be relevant, as
well as an assessment demonstrating that the requirements of this Subpart
are met.
d) Within 2 years of the implementation of a deviation or derogation, the operator
shall collect data concerning the granted deviation or derogation and analyses
that data using cientific principles with a view to assessing the effects of the
deviation or derogation on aircrew fatigue. Such analysis shall be provided in
the form of a report to the CAOIRI.

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SECTION 2
Commercial Air Transport Operators

ORO.FTL.200 Home base

An operator shall assign a home base to each crew member.

ORO.FTL.205 Flight duty period (FDP)

a) The operator shall:

1. define reporting times appropriate to each individual operation taking into
account ORO.FTL.110(c);
2. Establish procedures specifying how the commander shall, in case of
special circumstances which could lead to severe fatigue, and after
consultation with the crew members concerned, reduce the actual FDP
and/or increase the rest period in order to eliminate any detrimental effect
on flight safety.
b) Basic maximum daily FDP.
1. The maximum daily FDP without the use of extensions for acclimatized
crew members shall be in accordance with the following table:

Table 2
Maximum daily FDP — Acclimatized crew members

1. The maximum daily FDP when crew members are in an unknown state of
acclimatization shall be in accordance with the following table:

Table 3

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Crew members in an unknown state of acclimatization

1. The maximum daily FDP when crew members are in an unknown state of
acclimatization and the operator has implemented a FRM, shall be in
accordance with the following table:
Table 4
Crew members in an unknown state of acclimatization under FRM

The values in the following table may apply provided the operator’s FRM
continuously monitors that the required safety performance is maintained.

c) FDP with different reporting time for flight crew and cabin crew.
Whenever cabin crew requires more time than the flight crew for their pre-
flight briefing for the same sector or series of sectors, the FDP of the cabin
crew may be extended by the difference in reporting time between the cabin
crew and the flight crew. The difference shall not exceed 1 hour. The
maximum daily FDP for cabin crew shall be based on the time at which the
flight crew report for their FDP, but the FDP shall start at the reporting time
of the cabin crew.

d) Maximum daily FDP for acclimatized crew members with the use of
extensions without in-flight rest.
1. The maximum daily FDP may be extended by up to 1 hour not more
than twice in any 7 consecutive days. In that case:
i. the minimum pre-flight and post-flight rest periods shall be
increased by 2 hours; or
ii. the post-flight rest period shall be increased by 4 hours.
2. When extensions are used for consecutive FDPs, the additional pre- and post-
flight rest between the two extended FDPs required under subparagraph 1 shall
be provided consecutively.
3. The use of the extension shall be planned in advance, and shall be limited to a
maximum of:
1. 5 sectors when the WOCL is not encroached; or
2. 4 sectors, when the WOCLisencroachedby2 hours or less; or
3. 2 sectors,when theWOCLisencroachedbymorethan2hours.
4. Extension of the maximum basic daily FDP without in-flight rest shall not be

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combined with extensions due to in-flight rest or split duty in the same duty
period.
5. Flight time specification schemes shall specify the limits for extensions of
the maximum basic daily FDP in accordance with the certification
specifications applicable to the type of operation, taking into account:
i. he number of sectors flown; and
ii. WOCL encroachment.
e) Maximum daily FDP with the use of extensions due to in-flight rest
Flight time specification schemes shall specify the conditions for extensions of the
maximum basic daily FDP with in-flight rest in accordance with the certification
specifications applicable to the type of operation, taking into account:

i. the number of sectors flown;

ii. the minimum in-flight rest allocated to each crew member;
iii. the type of in-flight rest facilities; and
iv. the augmentation of the basic flight crew.
f) Unforeseen circumstances in flight operations — commander’s discretion
1. The conditions to modify the limits on flight duty, duty and rest periods by
the commander in the case of unforeseen circumstances in flight operations,
which start at or after the reporting time, shall comply with the following:
i. the maximum daily FDP which results after applying points (b) and (e) of
point ORO.FTL.205 or point ORO.FTL.220 may not be increased by more
than 2 hours unless the flight crew has been augmented, in which case
the maximum flight duty period may be increased by not more than
3 hours;
ii. if on the final sector within an FDP the allowed increase is exceeded
because of unforeseen circumstances after take-off, the flight may continue
to the planned destination or alternate aerodrome; and
iii. the rest period following the FDP may be reduced but can never be less
than 10 hours.
2. In case of unforeseen circumstances which could lead to severe fatigue, the
commander shall reduce the actual flight duty period and/or increase the
rest period in order to eliminate any detrimental effect on flight safety.
3. The commander shall consult all crew members on their alertness levels
before deciding the modifications under subparagraphs 1 and 2.
4. The commander shall submit a report to the operator when an FDP is
increased or a rest period is reduced at his or her discretion.
5. Where the increase of an FDP or reduction of a rest period exceeds 1 hour, a
copy of the report, to which the operator shall add its comments, shall be
sent by the operator to the CAOIRInotlaterthan28 days after the event.

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6. The operator shall implement a non-punitive process for the use of the
discretion described under this provision and shall describe it in the operations
manual.
g) Unforeseen circumstances in flight operations — delayed reporting
The operator shall establish procedures, in the operations manual, for delayed
reporting in the event of unforeseen circumstances, in accordance with the
certification specifications applicable to the type of operation.

ORO.FTL.210 Flight times and duty periods

a) The total duty periods to which a crew member may be assigned shall not exceed:
1. 60dutyhoursinany7consecutivedays;
2. 10dutyhoursinany14consecutivedays; and
3. 190 duty hours in any 28 consecutive days, spread as evenly as practicable
throughout that period.
b) The total flight time of the sectors on which an individual crew member is
assigned as an operating crew member shall not exceed:
1. 100hoursofflighttimeinany28consecutivedays;
2. 900 hours of flight time in any calendar year; and
3. 1000 hours of flight time in any 12 consecutive calendar months.
c) Post-flight duty shall count as duty period. The operator shall specify in its
operations manual the minimum time period for post-flight duties.

ORO.FTL.215 Positioning

If an operator positions a crew member, the following shall apply:

a) positioning after reporting but prior to operating shall be counted as FDP but
shall not count as a sector;
b) All time spent on positioning shall count as duty period.

ORO.FTL.220 Split duty

The conditions for extending the basic maximum daily FDP due to a break on the
ground shall be in accordance with the following:
a) flight time specification schemes shall specify the following elements for split duty in
accordance with the certification specifications applicable to the type of
operation:
1. the minimum duration of a break on the ground;and
2. the possibility to extend the FDP prescribed under point ORO.FTL.205(b)

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taking into account the duration of the break on the ground, the facilities
providedtothecrewmembertorestandotherrelevantfactors;
b) the break on the ground shallcount in full asFDP;
c) splitdutyshallnotfollowareducedrest.

ORO.FTL.225 Standby and duties at the airport

If an operator assigns crew members to standby or to any duty at the airport,the

following shall apply in accordance with the certification specifications
applicable to the type of operation:

a) standby and any duty at the airport shall be in the roster and the start and
end time of standby shall be defined and notified in advance to the crew
members concernedtoprovidethemwiththeopportunitytoplanadequaterest;
b) a crew member is considered on airport standbyfrom reporting at the reporting
pointuntiltheendofthenotifiedairportstandbyperiod;
c) airport standby shall count in full as duty period for the purpose of points
ORO.FTL.210 and ORO.FTL.235;
d) any duty at the airport shall count in full as duty period and the FDP shall count
infullfromtheairportdutyreportingtime;
e) the operator shall provide accommodation to the crew member on airport standby;
flight time specification schemes shall specify the following elements:
1. the maximum duration of any standby;
2. the impact of the time spent on standby on the maximum FDP that may be
assigned, taking into account facilities provided to the crew member to rest,
andotherrelevantfactorssuchas:
The need for immediate readiness of the crew member,
the interference of standby with sleep, and
Sufficient notification to protect a sleep opportunity between the call for duty and
the assigned FDP;

3. theminimumrestperiodfollowingstandbywhichdoesnotleadtoassignmen
t of anFDP;
4. how time spent on standby other than airport standby shall be counted for
the purpose of cumulative duty periods.

ORO.FTL.230 Reserve

If an operator assigns crew members to reserve, the following requirements shall

apply in accordance with the certification specifications applicable to the type of
operation:

a) reserve shall be in the roster;

b) flight time specification schemes shall specify the following elements:

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1. the maximum duration of any single reserve period;

2. the number of consecutive reserve days that may be assigned to a crew member.

ORO.FTL.235 Rest periods

a) Minimum rest period at home base.

1. The minimum rest period provided before undertaking an FDP starting at
home base shall be at least as long as the preceding duty period, or 12 hours,
whichever is greater.
2. By way of derogation from point (1), the minimum rest provided under point
(b) applies if the operator provides suitable accommodation to the crew
member at home base.
b) Minimum rest period away from home base.
The minimum rest period provided before undertaking an FDP starting away from
home base shall be at least as long as the preceding duty period, or 10 hours,
whichever is greater. This period shall include an 8-hour sleep opportunity in addition
to the time for travelling and physiological needs.

c) Reduced rest
By derogation from points (a) and(b), flight time specifications chemes may
reduce the minimum rest periods in accordance with the certification specifications
applicable to the type of operation and taking into account the following elements:

1. the minimum reduced rest period;

2. the increase of the subsequent rest period; and
3. the reduction of the FDP following the reduced rest. Recurrent extended
recovery rest periods
d) Flight time specification schemes shall specify recurrent extended recovery
rest periods to compensate for cumulative fatigue. The minimum recurrent
extended recovery rest period shall be 36 hours, including 2 local nights, and
in any case the time between the end of one recurrent extended recovery
rest period and the start of the next extended recovery rest period shall not be
more than 168 hours. The recurrent extended recovery rest period shall be
increased to 2 local days twice every month.
e) Flight time specification schemes shall specify additional rest periods in
accordance with the applicable certification specifications to compensate for:
1. the effects of time zone differences and extensions of the FDP;
2. additional cumulative fatigue due to disruptive schedules; and
3. a change of home base.

ORO.FTL.240 Nutrition

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a) During the FDP there shall be the opportunity for a meal and drink in order to
avoid any detriment to a crew member’s performance, especially when the
FDP exceeds 6 hours.
1. An operator shall specify in its operations manual how the crew member’s
nutrition during FDP is ensured.

ORO.FTL.245 Records of home base, flight times, duty and rest periods

a) An operator shall maintain, for a period of 24 months:

1. individual records for each crew member including:
i. flight times;
ii. start ,duration and end of each duty period and FDP;
iii. rest periods and days free of all duties; and
iv. assigned home base;
2. Reports on extended flight duty periods and reduced rest periods.
b) Upon request, the operator shall provide copies of individual records of flight
times, duty periods and rest periods to:
1. the crew member concerned; and
2. to another operator, in relation to a crew member who is or becomes a crew
member of the operator concerned.
3. The CAOIRI
c) Records referred to in point CAT.GEN.MPA.100 (b)(5) in relation to crew
members who undertake duties for more than one operator shall be kept for
a period of 24 months.

ORO.FTL.250 Fatigue management training

a) The operator shall provide initial and recurrent fatigue management training to
crew members, personnel responsible for preparation and maintenance of
crew rosters and management personnel concerned.
b) This training shall follow a training programme established by the operator
and described in the operations manual. The training syllabus shall cover the
possible causes and effects of fatigue and fatigue countermeasure.

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CERTIFICATION SPECIFICATIONS AND GUIDANCE MATERIAL

FOR COMMERCIAL AIR TRANSPORT BY AEROPLANE- SCHEDULED AND CHARTER
OPERATIONS

CS FTL.1.100 Applicability

These Certification Specifications are applicable to commercial air transport by

aeroplanes for scheduled and charter operations, excluding emergency medical
service (EMS), air taxi and single pilot operations.

CS FTL.1.200 Home base

a) The home base is a single airport location assigned with a high degree of
permanence.
b) In the case of a change of home base, the first recurrent extended recovery rest
period prior to starting duty at the new home base is increased to 72 hours,
including 3 local nights. Travelling time between the former home base and
the new home base is positioning.

GM1 CS FTL.1.200 Home base

TRAVELLING TIME

Crew members should consider making arrangements for temporary accommodation

closer to their home base if the travelling time from their residence to their home
base usually exceeds 90minutes.

CS FTL.1.205 Flight duty period (FDP)

a) Night duties under the provisions of ORO.FTL.205(b) and (d) comply with the
following:
1. When establishing the maximum FDP for consecutive night duties, the number
of sectorsislimitedto4 sectors per duty.
2. The operator applies appropriate fatigue risk management to actively
manage the fatiguing effect of night duties of more than 10 hours in
relation to the surrounding duties and rest periods.
b) Extension of FDP without in-flight rest
The extension of FDP without in-flight rest under the provisions of ORO.FTL.205
(d)(5) is limited to the values specified in the table below.

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Maximum daily FDP with extension

a) Extension of FDP due to in-flight rest

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In-flight rest facilities in accordance with ORO.FTL.205(e)(iii) fulfil the following

minimum standards:

‘Class 1 rest facility’ means a bunk or other surface that allows for a flat or near
flat sleeping position. It reclines to at least 80°back angle to the vertical an
dislocated
separatelyfromboththeflightcrewcomPartmentandthepassengercabinin an
area that allows the crew member to control light, and provides isolation from
noise and disturbance;

‘Class 2 rest facility’ means a seat in an aircraft cabin that reclines at least 45° back
angle to the vertical, has at least a pitch of 55 inches (137.5 cm), a seat width of at
least 20 inches (50 cm) and provides leg and foot support. It is separated from
passengers by at least a curtain to provide darkness and some sound mitigation, and
is reasonably free from disturbance by passengers or crew members;

‘Class 3 rest facility’ means a seat in an aircraft cabin or flight crew compartment
that reclines at least 40° from the vertical, provides leg and foot support and is
separated from passengers by at least a curtain to provide darkness and some
sound mitigation, and is not adjacent to any seat occupied by passengers.

1. The extension of FDP with in-flight rest under the provisions of

ORO.FTL.205(e) complies with the following:
i. the FDP is limited to 3 sectors; and
ii. the minimum in-flight rest period is a consecutive 90-minute period for
each crew member and 2 consecutive hours for the flight crew members
at control during landing.
2. The maximum daily FDP under the provisions of ORO.FTL.205 (e) may be
extended due to in-flight rest for flight crew:
i. with one additional flight crew member:
A. up to 14 hours with class 3 rest facilities;
B. up to 15 hours with class 2 rest facilities; or
C. up to 16 hours with class 1 rest facilities;
ii. with two additional flight crew members:
A. upto15 hours with class 3 rest facilities;
B. up to 16 hours with class 2 rest facilities; or
C. up to 17 hours with class 1 rest facilities.
1. The minimum in-flight rest for each cabin crew member is:

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2. The limits specified in (2) may be increased by 1 hour for FDPs that include 1
sector of more than 9 hours of continuous flight time and a maximum of 2
sectors.
3. All time spent in the rest facility is counted as FDP.
4. The minimum rest at destination is at least as long as the preceding duty
period, or 14 hours, whichever is greater.
5. A crew member does not start a positioning sector to become Part of this
operating crew on the same flight.
c) Unforeseen circumstances in flight operations — delayed reporting
1. The operator may delay the reporting time in the event of unforeseen
circumstances, if procedures for delayed reporting are established in the
operations manual. The operator keeps records of delayed reporting.
Delayed reporting procedures establish a notification time allowing a crew
member to remain in his/her suitable accommodation when the delayed
reporting procedure is activated. In such a case, if the crew member is
informed of the delayed reporting time, the FDP is calculated as follows:
i. one notification of a delay leads to the calculation of the maximum FDP
according to (iii) or (iv);
ii. if the reporting time is further amended, the FDP starts counting 1 hour
after the second notification or at the original delayed reporting time if this
is earlier;
iii. when the delay is less than 4 hours, the maximum FDP is calculated based
on the original reporting time and the FDP starts counting at the delayed
reporting time;

iv. when the delay is 4 hours or more, the maximum FDP is calculated based

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on the more limiting of the original or the delayed reporting time and
the FDP starts counting at the delayed reporting time;
v. as an exception to (i) and (ii), when the operator informs the crew member
of a delay of 10 hours or more in reporting time and the crew
member is not further disturbed by the operator, such delay of 10 hours
or more counts as a rest period.

CS FTL.1.220 Split duty

The increase of limits on flight duty, under the provisions of ORO.FTL.220,

complies with the following:

a) The break on the ground within the FDP has a minimum duration of 3
consecutive hours.
b) Thebreakexcludesthetimeallowedforpostandpre-
flightdutiesandtravelling. The minimum total time for post and pre-flight
duties and travelling is 30 minutes. The operator specifies the actual times in its
operations manual.
c) The maximum FDP specified in ORO.FTL.205(b) maybe increased by up to 50
% of the break.
d) Suitable accommodation is provided either for a break of 6 hours or more or
for a break that encroaches the window of circadian low (WOCL).
e) In all other cases:
1. accommodation is provided; and
2. any time of the actual break exceeding 6 hours or any time of the break that
encroaches the WOCL does not count for the extension of the FDP.
f) Split duty cannot be combined with in-flight rest.

CS FTL.1.225 Standby

The modification of limits on flight duty, duty and rest periods under the
provisions of ORO.FTL.225 complies with the following:

a) Airport standby
1. If not leading to the assignment of an FDP, airport standby is followed by a
rest period as specified in ORO.FTL.235.
2. If an assigned FDP starts during airport standby, the following applies:
i. The FDP counts from the start of the FDP. The maximum FDP is
reduced by any timespentonstandbyinexcessof4 hours;
ii. The maximum combined duration of airport standby and assigned FDP
as specified in ORO.FTL.205(b) and (d) is 16 hours.
b) Standby other than airport standby:

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1. the maximum duration of standby other than airport standby is 16 hours;

2. The operator’s standby procedures are designed to ensure that the
combination of stand by and FDPdonotleadtomorethan18 hours a wake
time;
3. 25 % of time spent on standby other than airport standby counts as duty time
for the purpose of ORO.FTL.210;
4. standby is followed by a rest period in accordance with ORO.FTL.235;
5. standby ceases when the crew member reports at the designated reporting point;
6. if standby ceases within the first 6 hours, the maximum FDP counts from
reporting;
7. if standby ceases after the first 6 hours, the maximum FDP is reduced by
the amount of standby time exceeding 6 hours;
8. if the FDP is extended due to in-flight rest according to CS FTL.1.205(c), or to
split duty according to CS FTL.1.220, the 6 hours of paragraph (6) and
(7) Are extended to 8 hours;
9. if standby starts between 23:00 and 07:00, the time between 23:00 and 07:00
does not count towards the reduction of the FDP under (6), (7) and (8) until
the crew member is contacted by the operator; and
10. The response time between call and reporting time established by the
operator allows the crew member to arrive from his/her place of rest to the
designated reporting point within a reasonable time.

CS FTL.1.230 Reserve

The operator assigns duties to a crew member on reserve under the provisions of
ORO.FTL.230 complying with the following:

a) An assigned FDP counts from the reporting time.

b) Reserve times do not count as duty period for the purpose of ORO.FTL.210
and ORO.FTL.235.
c) The operator defines the maximum number of consecutive reserve days within
the limits of ORO.FTL.235 (d).
d) To protect an 8-hour sleep opportunity, the operator rosters a period of 8
hours, taking into account fatigue management principles, for each reserve day
during which a crew member on reserve is not contacted by the operator.

CS FTL.1.235 Rest periods

a) Disruptive schedules
1. If a transition from a late finish/night duty to an early start is planned at
home base ,the rest period between the 2FDPs includes1localnight.

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