SPECIFIC APPROVAL - Department of Civil Aviation … monitoring and alerting, designated by the prefix RNP, e.g. RNP 4, RNP APCH; “Runway visual range” or “RVR” means in relation

FLIGHT OPERATIONS

DIRECTIVE

SPECIFIC APPROVAL

60SP-16

Issue 1

15th April 2016

FOD No. : 60SP-16 Issue : 1

Page : 3 of 39

TABLE OF CONTENTS

(a) Citation, Application and Interpretation (b) Part A – General Requirements (c) Part B – Performance Based Navigation (“PBN”)

(d) Part C – Operations within North Atlantic High Level Airspace (“NAT HLA”)

(e) Part D - Operations in Airspace with Reduce Vertical Separation Minima

(“RVSM”)

(f) Part E - Low Visibility Operations (“LVO”)

(g) Part F – Extended Diversion Time Operations (“EDTO”)

(h) Part G – Helicopter Operations with Night Vision Imaging Systems (“NVIS”)

(i) Part H – Helicopter Hoist Operations (“HHO”)

(j) Part I – Helicopter Emergency Medical Services (“HEMS”)

(k) Part J – Electronic Flight Bag (“EFB”) (l) Appendices:

(1) Appendix A – Type A EFB Software (2) Appendix B – Type B EFB Software


Page : 4 of 39

CIVIL AVIATION REGULATIONS 2016

FLIGHT OPERATIONS DIRECTIVE – SPECIFIC APPROVAL

1. CITATION

This FOD may be cited as the Flight Operations Directive – Specific Approval [60SP-16].

2. APPLICATION The following persons shall be subject to this FOD:

(a) a holder of a flight crew licence granted under regulation 59 of the MCAR; (b) a holder of a flight crew licence granted under the law of any State; (c) a holder of an AOC granted under regulation 110 of the MCAR; and (d) an owner of a Malaysian aircraft used in any general aviation.

3.0 INTERPRETATION

In this Directive —

“Aeroplane” has the same meaning assigned to it under the MCAR;

“Aircraft” has the same meaning assigned to it under the MCAR;

“Airmanship” has the same meaning assigned to it under the MCAR;

“Airship” has the same meaning assigned to it under the MCAR;

“AOC” means an air operator certificate issued under regulation 110 of the MCAR;

“area navigation” means a method of navigation which permits aircraft operation on any desired flight path within the coverage of ground or space-based navigation aids or within the limits of capability of self-contained aids, or a combinations of these”


Page : 5 of 39

“Commercial air transport” or “CAT” has the same meaning assigned to it under the MCAR;

“Co-pilot” means a pilot operating other than as PIC, on an aircraft for which more than one pilot is required, but excluding a pilot who is on board the aircraft for the sole purpose of receiving flight instruction for a license or rating;

“DCA” means Department of Civil Aviation Malaysia;

“Extended diversion time operations” or “EDTO” means any operation by an aeroplane with two or more turbine engines where the diversion time to an en-route alternate aerodrome is greater than the threshold time established by the State of the Operator;

“Electronic flight bag” or “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;

“Instrument Flight Rules” (“IFR”) has the same meaning assigned to it under the MCAR;

“Helicopter” has the same meaning assigned to it under the MCAR;

“MAPSC” means maximum approved passenger seating configuration;

“MCAR” means the Civil Aviation Regulations 2016;

”MCTOM” means maximum certificated take-off mass;

“Minimum equipment list” or ”MEL” means 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;

“operator” means a holder of an AOC granted under regulation 110 of the MCAR and an owner of a Malaysian aircraft used in any general aviation;

“Performance-based navigation” or “PBN” has the same meaning assigned to it under the MCAR;


Page : 6 of 39

“Pilot-in-command” (“PIC”) means the pilot designated as being in command and charged with the safe conduct of the flight;

“Pilot-in-command under supervision” or “PICUS” means a co-pilot performing, under the supervision of the PIC and performing the duties and functions of a PIC;

“Powered-lift aircraft” means any aircraft deriving vertical lift and in flight propulsion/lift from variable geometry rotors or engines/propulsive devices attached to or contained within the fuselage or wings;

“Required navigation performance” or “RNP” specification means a navigation specification based on area navigation that includes the requirement for performance monitoring and alerting, designated by the prefix RNP, e.g. RNP 4, RNP APCH;

“Runway visual range” or “RVR” means in relation to a runway or landing strip, means the range over which the pilot of an aircraft on the centreline of a runway can see runway surface markings or the lights delineating the runway or identifying its centreline or, in the case of an aerodrome in Malaysia, the distance, if any, communicated to the PIC of the aircraft by or on behalf of the person in charge of the aerodrome as being the runway visual range; and

“VFR” has the same meaning assigned to it under the MCAR.


Page : 7 of 39

PART A

GENERAL REQUIREMENTS SPA.GEN.105 Application for a specific approval (a) The operator applying for the issuance of a respective specific approval under

this FOD shall provide to DCA the documentation as required in the applicable Part, together with the following information: (1) the name, address and mailing address of the applicant; and (2) a description of the intended operation.

(b) The operator shall provide the evidence to DCA that it complies with the

requirement as specified in the respective Part. (c) The operator shall retain records relating to (a) and (b) at least one year after the

expiration period of the specific approval. SPA.GEN.110 Privileges of an operator holding a specific approval The scope of the privileges and activity of the specific approval will be documented and specify in— (a) in the case of the AOC holder, the operations specification; and (b) in the case of an owner of a Malaysian aircraft used in any general aviation, the

list of specific approvals. SPA.GEN.115 Changes to a specific approval No person shall make any changes to the conditions of a specific approval unless with the approval of the Director General. SPA.GEN.120 Continued validity of a specific approval Specific approvals shall be valid for a period specified in the specific approvals.


Page : 8 of 39

PART B

PERFORMANCE-BASED NAVIGATION (“PBN”) OPERATIONS SPA.PBN.100 PBN operations Subject to any other requirements as specified in regulation 105 of the MCAR, no pilot-in-command (“PIC”) shall fly a Malaysian aircraft in areas with specified performance-based navigation unless with the approval of the Director General. SPA.PBN.105 PBN operational approval For the purpose of obtaining an approval from the Director General, an operator shall provide evidence that—

(a) the relevant airworthiness approval of the RNAV system has been obtained;

(b) a training programme for the flight crew members involved in these operations has been established; and

(c) operating procedures have been established specifying:

(1) the equipment to be carried, including its operating limitations and appropriate entries in the MEL;

(2) flight crew composition and experience requirements; (3) normal procedures; (4) contingency procedures; (5) monitoring and incident reporting; and (6) electronic navigation data management.


Page : 9 of 39

PART C

OPERATIONS WITHIN NORTH ATLANTIC HIGH LEVEL AIRSPACE (“NAT HLA”) SPA.NAT HLA.100 North Atlantic High Level Airspace (“NAT HLA”) operations Subject to any other requirements as specified in regulation 107 of the MCAR, no PIC shall fly a Malaysian aircraft in the North Atlantic High Level Airspace unless with the approval of the Director General. SPA.NAT HLA.105 NAT HLA operational approval (a) For the purpose of obtaining an approval from the Director General, an operator

shall provide evidence that—

(1) the navigation equipment meets the required performance as follows: (i) in accordance with its operational flight plan; and (ii) in accordance with the requirements of air traffic services;

(2) navigation displays, indicators and controls are visible and operable by

either pilot seated at his duty station; (3) a training programme for the flight crew members involved in these

operations has been established; (4) operating procedures have been established specifying;

(i) the equipment to be carried, including its operating limitations and appropriate entries in the MEL;

(ii) flight crew composition and experience requirements; (iii) normal procedures; (iv) contingency procedures including those specified by the authority

responsible for the airspace concerned; (v) monitoring and incident reporting; and

(5) obtain an approval for RNP 10 or RNP 4.

(b) The requirement to obtain an approval under SPA.NAT HLA.100 shall not be

applicable to an operator who has been given an approval to operate Minimum Navigation Performance Specification (“MNPS”) airspace operations and it remains valid for NAT HLA operations until 31 December 2019.

Note. In the future, RNP 2 may be introduced into NAT HLA operations. It is currently listed in the ICAO Performance Based Navigation Manual (ICAO Doc


Page : 10 of 39

9613) as a navigation specification that can be applied in oceanic operations; however, it has not yet been addressed for NAT HLA operations.


Page : 11 of 39

PART D

OPERATIONS IN REDUCED VERTICAL SEPARATION MINIMUM AIRSPACE (“RVSM”) SPA.RVSM.100 RVSM operations Subject to any other requirements as specified in regulation 108 of the MCAR and in this FOD, no PIC shall fly a Malaysian aircraft in in designated airspace where a reduced vertical separation minimum of 300 m (1000 ft) applies between flight level (“FL”) 290 and FL 410unless with the approval of the Director General. SPA.RVSM.105 RVSM operational approval For the purpose of obtaining an approval from the Director General, an operator shall provide evidence that—

(a) the RVSM airworthiness approval has been obtained;

(b) procedures for monitoring and reporting height-keeping errors have been established;

(c) a training programme for the flight crew members involved in these operations has been established; and

(d) operating procedures have been established specifying:

(1) the equipment to be carried, including its operating limitations and appropriate entries in the MEL;

(2) flight crew composition and experience requirements; (3) flight planning; (4) pre-flight procedures; (5) procedures prior to RVSM airspace entry; (6) in-flight procedures; (7) post-flight procedures; (8) incident reporting; and (9) specific regional operating procedures.

SPA.RVSM.110 RVSM equipment requirements Aircraft used for operations in RVSM airspace shall be equipped with—

(a) two independent altitude measurement systems;


Page : 12 of 39

(b) an altitude alerting system;

(c) an automatic altitude control system; and

(d) a secondary surveillance radar (“SSR”) transponder with altitude reporting system that can be connected to the altitude measurement system in use for altitude control.

SPA.RVSM.115 RVSM height-keeping errors

(a) The operator shall report recorded or communicated occurrences of height-keeping errors caused by malfunction of aircraft equipment or of operational nature, equal to or greater than:

(1) a total vertical error (“TVE”) of ± 90 m (± 300 ft); (2) an altimetry system error (“ASE:) of ± 75 m (± 245 ft); and (3) an assigned altitude deviation (“AAD”) of ± 90 m (± 300 ft).

(b) The operators shall make report as specified in paragraph (a) to the DCA within 48 hours from such occurrences.

(c) The operators shall ensure that such reports include an initial analysis of causal factors and measures taken to prevent repeat occurrences.

(d) When height-keeping errors are recorded or received, the operator shall take immediate action to rectify the conditions that caused the errors and if requested by the DCA, provide follow-up reports.


Page : 13 of 39

PART E

LOW VISIBILITY OPERATIONS (“LVO”) SPA.LVO.100 Low visibility operations (a) No operator shall conduct LVO unless it has been granted an approval by the

Director General to conduct LVO. (b) Subject to the conditions under this FOD, the operator shall only conduct the

following LVO—

(a) Low visibility take-off (“LVTO”) operation;

(b) lower than standard category I (“LTS CAT I”) operation;

(c) standard category II (“CATII”) operation;

(d) other than standard category II (“OTS CAT II”) operation;

(e) standard category III (“CAT III”) operation; or

(f) approach operation utilising enhanced vision systems (“EVS”) for which an operational credit is applied to reduce the runway visual range (“RVR”) minima by no more than one third of the published RVR.

SPA.LVO.105 LVO approval For the purpose of obtaining an approval from the Director General, the operator shall demonstrate compliance with the requirements of this FOD. SPA.LVO.110 General operating requirements

(a) The operator shall only conduct LTS CAT I operations if:

(1) each aircraft concerned is certified for operations to conduct CAT II operations; and

(2) the approach is flown:

(i) auto-coupled to an auto-land that needs to be approved for CAT IIIA operations; or

(ii) using an approved head-up display landing system (“HUDLS”)to at

least 150 ft above the threshold.

(b) The operator shall only conduct CAT II, OTS CAT II or CAT III operations if:


Page : 14 of 39

(1) each aircraft concerned is certified for operations with a decision height (DH) below 200 ft, or no DH, and equipped in accordance with the applicable airworthiness requirements;

(2) a system for recording approach and/or automatic landing success and

failure is established and maintained to monitor the overall safety of the operation;

(3) the DH is determined by means of a radio altimeter; (4) the flight crew consists of at least two pilots; and (5) all height call-outs below 200 ft above the aerodrome threshold elevation

are determined by a radio altimeter.

(c) The operator shall only conduct approach operations utilising an EVS if:

(1) the EVS is certified for the purpose of this FOD and combines infra-red sensor image and flight information on the HUD;

(2) for operations with an RVR below 550 m, the flight crew consists of at

least two pilots; (3) for CAT I operations, natural visual reference to runway cues is attained at

least at 100 ft above the aerodrome threshold elevation; and (4) in the case of approach procedure with vertical guidance (“APV”)and non-

precision approach(“NPA”)operations flown with CDFA technique, natural visual reference to runway cues is attained at least at 200 ft above the aerodrome threshold elevation and the following requirements are complied with: (i) the approach is flown using an approved vertical flight path

guidance mode; (ii) the approach segment from final approach fix (“FAF”)to runway

threshold is straight and the difference between the final approach course and the runway centreline is not greater than 2;

(iii) the final approach path is published and not greater than 3.7; and (iv) the maximum cross-wind components established during

certification of the EVS are not exceeded. SPA.LVO.115 Aerodrome related requirements (a) No operator shall use an aerodrome for LVOs below a visibility of 800 m unless:

(1) the aerodrome has been approved for such operations by the State of the aerodrome; and


Page : 15 of 39

(2) low visibility procedures (“LVP”) have been established.

(b) If the term LVP is not used in an aerodrome, the operator shall ensure that there

are equivalent procedures that adhere to the requirements of LVP at the aerodrome. This situation shall be clearly noted in the operations manual or procedures manual including guidance to the flight crew on how to determine that the equivalent LVP are in effect.

SPA.LVO.120 Flight crew training and qualifications The operator shall ensure that, prior to conducting an LVO: (a) each flight crew member:

(1) complies with the training and checking requirements prescribed in the operations manual, including flight simulation training device (“FSTD”) training, in operating to the limiting values of RVR/VIS (visibility) and DH specific to the operation and the aircraft type;

(2) is qualified in accordance with the standards prescribed in the operations

manual; and (b) the training and checking is conducted in accordance with a detailed syllabus. SPA.LVO.125 Operating procedures

(a) The operator shall establish procedures and instructions to be used for LVOs. These procedures and instructions shall be included in the operations manual or procedures manual and contain the duties of flight crew members during taxiing, take-off, approach, flare, landing, rollout and missed approach operations, as appropriate.

(b) Prior to commencing an LVO, the PIC shall be satisfied that:

(1) the status of the visual and non-visual facilities is sufficient; (2) appropriate LVPs are in force according to information received from air

traffic services (“ATS”); and (3) flight crew members are properly qualified.

SPA.LVO.130 Minimum equipment (a) The operator shall include the minimum equipment that has to be serviceable at

the commencement of an LVO in accordance with the aircraft flight manual (“AFM”) or other approved document in the operations manual or procedures manual, as applicable.

(b) The PIC shall be satisfied that the status of the aircraft and of the relevant

airborne systems is appropriate for the specific operation to be conducted.


Page : 16 of 39

PART F

EXTENDED DIVERSION TIME OPERATIONS (“EDTO”) SPA.EDTO.100 EXTENDED DIVERSION TIME OPERATIONS (“EDTO”) (a) An operator may cause or permit a Malaysian aircraft with two or more turbine

engines to fly for the purpose of commercial air transport for the extended diversion time operations with the approval of the Director General.

(b) The requirement to obtain an approval under paragraph (a) shall not be

applicable to an operator who has been given an approval to operate Extended Range Operations with Two Engine Aeroplanes (“ETOPS”).

SPA.EDTO.105 EDTO operational approval For the purpose of obtaining an approval from the Director General, an operator shall provide evidence as follows: (a) the aeroplane/engine combination holds an EDTO type design and reliability

approval for the intended operation; (b) a training programme for the flight crew members and all other operations

personnel involved in these operations has been established and the flight crew members and all other operations personnel involved are suitably qualified to conduct the intended operation;

(c) the operator’s organisation and experience are appropriate to support the

intended operation; (d) operating procedures have been established; and (e) a set of conditions has been implemented to ensure that the aeroplane and its

engines are maintained to meet the necessary reliability criteria.

SPA.EDTO.106 EDTO performance (a) The EDTO performances are as follows:

(1) in the case of performance class A aeroplanes with either— (i) a MAPSC of 20 or more; or (ii) a MCTOM of 45 500 kg or more,

the distance flown in 60 minutes at the one-engine-inoperative (OEI) cruising speed determined in accordance with paragraph(b); (2) in the case of performance class A aeroplanes with—

(i) an MAPSC of 19 or less; and (ii) a MCTOM less than 45 500 kg,


Page : 17 of 39

the distance flown in 120 minutes or, subject to approval by the DCA, up to 180 minutes for turbo-jet aeroplanes, at the OEI cruise speed determined in accordance with paragraph(b); (3) in the case of performance class B or C aeroplanes—

(i) the distance flown in 120 minutes at the OEI cruise speed determined in accordance with paragraph (b); or

(ii) 300 NM,

whichever is less.

(b) The operator shall determine a speed for the calculation of the maximum distance to an adequate aerodrome for each two-engine aeroplane type or variant operated, not exceeding VMO (maximum operating speed) based upon the true airspeed that the aeroplane can maintain with one engine inoperative.

SPA.EDTO.108Obligation of the operator An operator shall include the following data in the operations manual, specific to each type or variant— (a) the determined OEI cruising speed; and (b) the determined maximum distance from an adequate aerodrome. SPA.EDTO.110 EDTO en-route alternate aerodrome (a) An EDTO en-route alternate aerodrome shall be considered adequate, if, at the

expected time of use, the aerodrome is available and equipped with necessary ancillary services such as air traffic services (“ATS”), sufficient lighting, communications, weather reporting, navigation aids and emergency services and has at least one instrument approach procedure available.

(b) Prior to conducting an EDTO flight, the operator shall ensure that an EDTO en-

route alternate aerodrome is available, within either the operator’s approved EDTO, or a diversion time based on the MEL generated serviceability status of the aeroplane, whichever is shorter.

(c) The operator shall specify any required EDTO en-route alternate aerodrome(s)

in the operational flight plan and ATS flight plan. SPA.EDTO.115 EDTO en-route alternate aerodrome planning minima (a) The operator shall only select an aerodrome as an EDTO en-route alternate

aerodrome when the appropriate weather reports or forecasts, or any combination thereof, indicate that, between the anticipated time of landing until one hour after the latest possible time of landing, conditions will exist at or above the planning minima calculated by adding the additional limits of Table 1.


Page : 18 of 39

(b) The operator shall include in the operations manual the method for determining the operating minima at the planned EDTO en-route alternate aerodrome.

Type of approach Planning minima

Precision approach DA/H + 200 ft

RVR/VIS + 800 m (*)

Non-precision approach or

Circling approach

MDA/H + 400 ft (*)

RVR/VIS + 1 500 m

(*) VIS: visibility; MDA/H: minimum descent altitude/height.

Table 1 - Planning minima for the EDTO en-route alternate aerodrome


Page : 19 of 39

PART G

HELICOPTER OPERATIONS WITH NIGHT VISION IMAGING SYSTEMS (“NVIS”)

SPA.NVIS.100 Night vision imaging system (“NVIS”) operations (a) No person shall fly a helicopter under VFR at night with the aid of NVIS unless

with the approval by the Director General. (b) For the purpose of obtaining an approval from the Director General, the operator

shall: (1) operate in commercial air transport and hold a valid AOC; and (2) demonstrate to DCA:

(i) compliance with the applicable requirements contained in this FOD; and

(ii) the successful integration of all elements of the NVIS.

SPA.NVIS.110 Equipment requirements for NVIS operations (a) Before conducting NVIS operations, the operator shall ensure—

(1) each helicopter and all associated NVIS equipment has been approved by DCA to be airworthy;

(2) the helicopter is equipped with a radio altimeter capable of emitting an

audio warning below a pre-set height and an audio and visual warning at a height selectable by the pilot, instantly discernable during all phases of NVIS flight.

(3) to mitigate the reduced peripheral vision cues and the need to enhance

situational awareness, to provide the following equipment: (i) NVIS-compatible instrument panel flood-lighting, if installed, that

can illuminate all essential flight instruments; (ii) NVIS-compatible utility lights; (iii) portable NVIS compatible flashlight; and (iv) a means for removing or extinguishing internal NVIS non-

compatible lights; (4) the following additional l NVIS equipment are provided

(i) a back-up or secondary power source for the night vision goggles (“NVG”); and

(ii) a helmet with the appropriate NVG attachment;


Page : 20 of 39

(5) all required NVGs on an NVIS flight are of the same type, generation and

model;

(6) procedures for continuing airworthiness contain the information necessary for carrying out ongoing maintenance and inspections on NVIS equipment installed in the helicopter and shall cover, as a minimum: (i) helicopter windscreens and transparencies;

(ii) NVIS lighting; (iii) NVGs; and (iv) any additional equipment that supports NVIS operations; and

(7) any modification or maintenance to the aircraft shall be approved by DCA.

SPA.NVIS.120 NVIS operating minima The operator shall— (a) ensure that no operations are conducted below the VFR weather minima; and (b) establish the minimum transition height from where a change to/from aided

flight may be continued. SPA.NVIS.130 Crew requirements for NVIS operations The operator shall— (a) establish criteria for the selection of crew members for the NVIS task; (b) ensure that the minimum experience for the PIC shall not be less than 20 hours

VFR at night as PIC of a helicopter before commencing training; (c) ensure that all pilots shall have completed the operational training in accordance

with the NVIS procedures contained in the operations manual; (d) ensure that all pilots and NVIS technical crew members conducting NVIS

operations shall have completed three NVIS flights in the last 90 days; (The three NVIS flights may be conducted on a training flight in the helicopter or an approved full flight simulator (“FFS”), which shall include the elements of (f))

(e) ensure that the minimum crew shall be the greater of that specified—

(1) in the aircraft flight manual (“AFM”); (2) for the underlying activity; or (3) in the operational approval for the NVIS operations;


Page : 21 of 39

(f) ensure that training and checking be conducted in accordance with a detailed syllabus approved by DCA and included in the operations manual;

(g) ensure that crew training programmes shall improve knowledge of the NVIS working environment and equipment; improve crew coordination; and include measures to minimise the risks associated with entry into low visibility conditions and NVIS normal and emergency procedures.

For avoidance of doubt, the “measures” referred to in this paragraph shall be assessed during: (1) night proficiency checks; and

(2) line checks.

SPA.NVIS.140 Information and documentation The operator shall ensure that, as part of its risk analysis and management process, risks associated with the NVIS environment are minimised by specifying in the operations manual: selection, composition and training of crews; levels of equipment and dispatch criteria; and operating procedures and minima, such that normal and likely abnormal operations are described and adequately mitigated.


Page : 22 of 39

PART H

HELICOPTER HOIST OPERATIONS (“HHO”) SPA.HHO.100 Helicopter hoist operations (“HHO”) (a) No operator shall operate a helicopter for the purpose of hoist operations unless


shall: (1) operate in commercial air transport and hold a valid AOC; and (2) demonstrate to DCA compliance with the requirements contained in this

Directive. SPA.HHO.110 Equipment requirements for HHO (a) The operator shall ensure that the installation of all helicopter hoist equipment,

including any radio equipment comply with SPA.HHO.115. (b) No modifications to the aircraft shall be made, unless with the airworthiness

approval. (c) The operator shall ensure that the ancillary equipment shall be designed and

tested to the appropriate standard as required by DCA. (d) The operator shall establish maintenance instructions for HHO equipment and

systems in liaison with the manufacturer and included in the operator’s helicopter maintenance.

SPA.HHO.115 HHO communication (a) The operator shall establish two-way radio communication with the organisation

for which the HHO is being provided and, where possible, a means of communicating with ground personnel at the HHO site for: (1) day and night offshore operations; or

(2) night onshore operations.

(b) Notwithstanding paragraph (a), in the case of HHO at a helicopter emergency

medical services (“HEMS”) operating site, the operator shall establish two-way radio communication with the organisation for which the HHO is being provided and two-way radio communication with ground personnel at the HHO.

SPA.HHO.125 Performance requirements for HHO Except for HHO at a HEMS operating site, the operator shall ensure that the HHO is capable of sustaining a critical engine failure with the remaining engine(s) at the


Page : 23 of 39

appropriate power setting without hazard to the suspended person(s)/cargo, third parties or property. SPA.HHO.130 Crew requirements for HHO The operator shall— (a) establish criteria for the selection of flight crew members for the HHO task,

taking previous experience into account; (b) ensure that the minimum experience level for the PIC conducting HHO flights

shall not be less than: (1) in the case of offshore:

(i) 1000 hours as PIC of helicopters, or 1 000 hours as co-pilot in HHO of which 200 hours is as PIC under supervision; and

(ii) 50 hoist cycles conducted offshore, of which 20 cycles shall be at

night if night operations are being conducted, where a hoist cycle means one down-and-up cycle of the hoist hook;

(2) in the case of onshore:

(i) 500 hours as PIC of helicopters, or 500 hours as co-pilot in HHO of which 100 hours is as PIC under supervision;

(ii) 200 hours operating experience in helicopters gained in an

operational environment similar to the intended operation; and (iii) 50 hoist cycles, of which 20 cycles shall be at night if night

operations are being conducted; (c) ensure successful completion of training in accordance with the HHO procedures

contained in the operations manual and relevant experience in the role and environment under which HHO are conducted;

(d) ensure that all pilots and HHO crew members conducting HHO shall have

completed in the last 90 days: (1) in the case of operating by day, any combination of three day or night

hoist cycles, each of which shall include a transition to and from the hover; (2) in the case of operating by night, three night hoist cycles, each of which

shall include a transition to and from the hover. (e) ensure that the minimum crew for day or night operations shall be as stated in

the operations manual. The minimum crew will be dependent on the type of helicopter, the weather conditions, the type of task, and, in addition for offshore operations, the HHO site environment, the sea state and the movement of the vessel. In no case shall the minimum crew be less than one pilot and one HHO crew member;


Page : 24 of 39

(f) ensure that the training and checking be conducted in accordance with a detailed syllabus approved by DCA and included in the operations manual.

(g) ensure that the crew training programmes shall improve knowledge of the HHO working environment and equipment; improve crew coordination; and include measures to minimise the risks associated with HHO normal and emergency procedures and static discharge.

For avoidance of doubt, the “measures” referred to in this paragraph shall be assessed during visual meteorological conditions (VMC) day proficiency checks, or VMC night proficiency checks when night HHO are undertaken by the operator.

SPA.HHO.135 HHO passenger briefing Prior to any HHO flight, the operator shall ensure that the passengers shall have been briefed and made aware of the dangers of static electricity discharge and other HHO considerations. SPA.HHO.140 Information and documentation (a) The operator shall ensure that, as part of its risk analysis and management

process, risks associated with the HHO environment are minimised by specifying in the operations manual: selection, composition and training of crews; levels of equipment and dispatch criteria; and operating procedures and minima, such that normal and likely abnormal operations are described and adequately mitigated.

(b) The operator shall make available to the organisation for which the HHO is being

provided, the relevant extracts from the operations manual in relation to the HHO.


Page : 25 of 39

PART I

HELICOPTER EMERGENCY MEDICAL SERVICE (“HEMS”) OPERATIONS SPA.HEMS.100 Helicopter emergency medical service (“HEMS”) operations (a) No operator shall operate a helicopter for the purpose of HEMS operations unless


shall: (1) operate in commercial air transport and hold a valid AOC; (2) demonstrate to the DCA compliance with the requirements contained in

this FOD. SPA.HEMS.110 Equipment requirements for HEMS operations The operator shall ensure that the helicopter dedicated medical equipment to be installed to be of the type approved by the Director General. SPA.HEMS.115 Communication The operator shall ensure that the helicopters have communication equipment capable of conducting two-way communication with the organisation for which the HEMS is being conducted and, where possible, to communicate with ground emergency service personnel. SPA.HEMS.120 HEMS operating minima (a) In the case of HEMS flights operated in performance class 1 and 2, the operator

shall cause to comply with the weather minima in Table 2 for dispatch and en-route phase of the HEMS flight. In the event that during the en-route phase the weather conditions fall below the cloud base or visibility minima shown, helicopters certified for flights only under VMC shall abandon the flight or return to base. Helicopters equipped and certified for instrument meteorological conditions (IMC) operations may abandon the flight, return to base or convert in all respects to a flight conducted under instrument flight rules (IFR), provided the flight crew are suitably qualified.

2 PILOTS 1 PILOT

DAY

Ceiling Visibility Ceiling Visibility

500 ft and above As defined by the

applicable airspace VFR minima

500 ft and above As defined by the

applicable airspace VFR minima

499 - 400 ft 1000 m (*) 499 – 400 ft 2000 m

399 - 300 ft 2000 m 399 – 300 ft 3000 m


Page : 26 of 39

NIGHT

Cloud base Visibility Cloud base Visibility

1200 ft (**) 2500 m 1200 ft (**) 3000 m

(*) During the en-route phase visibility may be reduced to 800 m for short periods when in sight of land if the helicopter is manoeuvred at a speed that will give adequate opportunity to observe any obstacles in time to avoid a collision.

(**) During the en-route phase, cloud base may be reduced to 1000 ft for short periods.

Table 2 - HEMS operating minima

(b) In the case of HEMS flight operated in performance class 3, the weather minima

for the dispatch and en-route phase of a HEMS flight shall be a cloud ceiling of 600 ft and a visibility of 1500 m. Visibility may be reduced to 800m for short periods when in sight of land if the helicopter is manoeuvred at a speed that will give adequate opportunity to observe any obstacle and avoid a collision.

SPA.HEMS.125 Performance requirements for HEMS operations (a) Performance class 3 operations shall not be conducted over a hostile

environment. (b) Take-off and landing

(1) Helicopters conducting operations to/from a final approach and take-off area (“FATO”) at a hospital that is located in a congested hostile environment and that is used as a HEMS operating base shall be operated in accordance with performance class 1.

(2) Helicopters conducting operations to/from a FATO at a hospital that is

located in a congested hostile environment and that is not a HEMS operating base shall be operated in accordance with performance class 1, except when the operator holds an approval in accordance with CAT.POL.H.225.

(3) Helicopters conducting operations to/from a HEMS operating site located

in a hostile environment shall be operated in accordance with performance class 2 and be exempt from the approval required by CAT.POL.H.305(a), provided compliance is shown with CAT.POL.H.305(b)(2) and (b)(3).

(4) The HEMS operating site shall be big enough to provide adequate

clearance from all obstructions. For night operations, the site shall be illuminated to enable the site and any obstructions to be identified.

SPA.HEMS.130 Crew requirements The operator shall—


Page : 27 of 39

(a) establish criteria for the selection of flight crew members for the HEMS task, taking previous experience into account;

(b) ensure that the minimum experience level for the PIC conducting HEMS flights

shall not be less than: (1) either:

(i) 1000 hours as PIC of aircraft of which 500 hours are as PIC on helicopters; or

(ii) 1000 hours as co-pilot in HEMS operations of which 500 hours are

as PIC under supervision and 100 hours PIC of helicopters; (2) 500 hours operating experience in helicopters, gained in an operational

environment similar to the intended operation; and (3) for pilots engaged in night operations, 20 hours of VMC at night as PIC;

(c) ensure successful completion of operational training in accordance with the

HEMS procedures contained in the operations manual; (d) ensure that all pilots conducting HEMS operations shall have completed a

minimum of 30 minutes flight by sole reference to instruments in a helicopter or in an FSTD within the last six months;

(e) for crew composition:

(1) in the case of day flight, ensure that the minimum crew by day shall be one pilot and one HEMS technical crew member: (i) This may be reduced to one pilot only when:

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

(B) after arriving at the HEMS operating site, the installation of

the stretcher precludes the HEMS technical crew member from occupying the front seat; or

(C) the medical passenger requires the assistance of the HEMS

technical crew member in flight. (ii) In the cases described in (i), the operational minima shall be as

defined by the applicable airspace requirements; the HEMS operating minima contained in Table 1 of SPA.HEMS.120 shall not be used.


Page : 28 of 39

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

(2) in the case of night flight, ensure that the minimum crew by night shall be:

(i) two pilots; or (ii) one pilot and one HEMS technical crew member in specific

geographical areas defined by the operator in the operations manual taking into account the following: (A) adequate ground reference; (B) flight following system for the duration of the HEMS

mission; (C) reliability of weather reporting facilities; (D) HEMS minimum equipment list; (E) continuity of a crew concept; (F) minimum crew qualification, initial and recurrent training; (G) operating procedures, including crew coordination; (H) weather minima; and (I) additional considerations due to specific local conditions.

(f) ensure that training and checking be conducted in accordance with a detailed

syllabus approved by DCA and included in the operations manual; and

(g) ensure that crew training programmes shall: improve knowledge of the HEMS working environment and equipment; improve crew coordination; and include measures to minimise the risks associated with en-route transit in low visibility conditions, selection of HEMS operating sites and approach and departure profiles.

For avoidance of doubt, the “measures” referred to in this paragraph shall be assessed during: (1) VMC day proficiency checks, or VMC night proficiency checks when night

HEMS operations are undertaken by the operator; and

(2) line checks.


Page : 29 of 39

SPA.HEMS.135 HEMS medical passenger and other personnel briefing (a) Prior to any HEMS flight, the operator shall ensure that the medical passengers

shall have been briefed to ensure that they are familiar with the HEMS working environment and equipment, can operate on-board medical and emergency equipment and can take part in normal and emergency entry and exit procedures.

(b) Ground emergency service personnel. The operator shall take all reasonable

measures to ensure that ground emergency service personnel are familiar with the HEMS working environment and equipment and the risks associated with ground operations at a HEMS operating site.

(c) Medical patient. A briefing to the medical patient shall only be conducted if the

PIC is of the view that his medical condition makes this practicable. SPA.HEMS.140 Information and documentation (a) The operator shall ensure that, as part of its risk analysis and management

process, risks associated with the HEMS environment are minimised by specifying in the operations manual: selection, composition and training of crews; levels of equipment and dispatch criteria; and operating procedures and minima, such that normal and likely abnormal operations are described and adequately mitigated.

(b) The operator shall make available to the organisation for which the HEMS is

being provided, the relevant extracts from the operations manual in relation to HEMS.

SPA.HEMS.145 HEMS operating base facilities (a) If crew members are required to be on standby with a reaction time of less than

45 minutes, the operator shall provide dedicated suitable accommodation close to each operating base.

(b) At each operating base, the pilots shall be provided with facilities for obtaining

current and forecast weather information and shall be provided with satisfactory communications with the appropriate air traffic services (“ATS”) unit. Adequate facilities shall be available for the planning of all tasks.

SPA.HEMS.150 Fuel supply (a) When the HEMS mission is conducted under VFR within a local and defined

geographical area, standard fuel planning maybe employed provided the operator establishes final reserve fuel to ensure that, on completion of the mission the fuel remaining is not less than an amount of fuel sufficient for: (1) 30 minutes of flying time at normal cruising conditions; or (2) when operating within an area providing continuous and suitable

precautionary landing sites, 20 minutes of flying time at normal cruising speed.


Page : 30 of 39

SPA.HEMS.155 Refuelling with passengers embarking, on board or disembarking When the PIC considers refuelling with passengers on board to be necessary, it can be undertaken either rotors stopped or rotors turning provided the following requirements are met: (a) door(s) on the refuelling side of the helicopter shall remain closed; (b) door(s) on the non-refuelling side of the helicopter shall remain open, weather

permitting; (c) fire fighting facilities of the appropriate scale shall be positioned so as to be

immediately available in the event of a fire; and (d) sufficient personnel shall be immediately available to move patients clear of the

helicopter in the event of a fire.


Page : 31 of 39

PART J

ELECTRONIC FLIGHT BAG (“EFB”) SPA.EFB.100 EFB operations (a) No operator shall conduct electronic flight bag (“EFB”) operations unless with

the approval by the Director General. (b) The Director General may grant an approval for the operator to conduct EFB as

follows— (1) in the case of hardware – Class 1, 2 or 3; and (2) in the case of software – Type A, B or C.

(c) For the purpose of this Part— “administrative control process” means operator-administered procedure to

record and log the removal or addition of installed EFB components; and “commercial off-the shelf” means a hardware that are ready-made and available

for sale without the need for customization. SPA.EFB.101 EFB Hardware Classes (a) Class 1EFB Hardware.

(1) Class 1 EFB Hardware means a hardware which is— (i) generally commercial off-the shelf (“COTS”); and

(ii) portable and not attached to an aircraft mounting device.

(2) In the case of using Type A EFB Software, no administrative control

process for use in the aircraft is required.

(b) Class 2 EFB Hardware. (1) Class 2 EFB Hardware means a hardware which is—

(i) generally COTS; and

(ii) portable and attached to an aircraft mounting device during normal operations.

(2) Class 2 EFB Hardware requires an administrative control process to add,

remove or use in the aircraft.

(c) Class 3 EFB Hardware. Class 3 EFB Hardware means an equipment which installed in the aircraft by the State of Manufacturer.

SPA.EFB.102 EFB Software

(a) Type A EFB Software.


Page : 32 of 39

(1) Type A EFB Software means an EFB hosted software application as specified in Appendix A (the list is non-exhaustive).

(2) Type A EFB Software requires an evaluation made by the Flight Operations and Airworthiness Inspectors.

(3) Type A EFB Software does not require a design approval.

(4) Type A application software does not require compliance in airborne systems and equipment certification.

(5) For the purpose of obtaining an approval from the Director General, the operator shall provide evidence—

(i) demonstrating that the operational and certification requirements are met;

(ii) demonstrating that the EFB operating system and hosted application software meet the criteria for the appropriate intended function; and

(iii) demonstrating that the software revisions will not corrupt the data integrity of the original software version when it was first installed and 'base lined' and meets its intended function.

(6) If the Director General is satisfied that the operator has fulfilled the requirements in this Part, the Director General may issue an initial approval which include flight crew training, checking and currency requirements.

(7) The initial approval shall be for a period of 6 months.

(8) During the period of 6 months, the operator shall conduct an operational evaluation. This operational evaluation requires the operator to carry both the EFB system and paper copies before the final approval, allowing the EFB to reduce or eliminate paper copies on the flight deck.

(9) The operator shall submit a final report to the DCA after the 6 months

evaluation period of the ESB system.


Page : 33 of 39

(10) If the Director General is satisfied that the operator has fulfilled the requirements in this Part, the Director General may issue a final approval in the Operations Specifications or Letter of Approval.

(11) Operators shall determine the usage of hardware and/or software architectural features, people, procedures and/or equipment to eliminate, reduce or control risks associated with an identified failure in the system.

(b) Type B EFB Software.

(1) Type B EFB Software means an EFB hosted software application as specified in Appendix B (the list is non-exhaustive).

(2) Type B EFB Software requires an evaluation by both the Flight Operations and Airworthiness Inspectors.

(3) Type B EFB Software does not require a design approval.

(4) Type B EFB Software includes dynamic, interactive applications that can manipulate data presentation.

(5) Type B EFB Software does not require airborne systems and equipment certification.

(6) For the purpose of obtaining an approval from the Director General, the operator shall –

(i) provide evidence demonstrating that the operational and certification requirements are met;

(ii) submit an aircraft evaluation report made by the State of Manufacturer or State of Design;

(iii) provide evidence demonstrating that the EFB operating system and hosted application software meet the criteria for the appropriate intended function; and

(iv) provide evidence demonstrating that the software revisions will not corrupt the data integrity of the original software version when it was first installed and 'base lined' and meets its intended function.

(7) If the Director General is satisfied that the operator has fulfilled the

requirements in this Part, the Director General may issue an initial


Page : 34 of 39

approval which include flight crew training, checking and currency

requirements.

(8) The initial approval shall be for a period of 6 months.

(9) During the period of 6 months, the operator shall conduct an operational

evaluation. This operational evaluation requires the operator to carry

both the EFB system and paper copies before the final approval, allowing

the EFB to reduce or eliminate paper copies on the flight deck.

(10) The operator shall submit a final report to the DCA after the 6 months evaluation period of the ESB system.

(11) If the Director General is satisfied that the operator has fulfilled the requirements in this Part, the Director General may issue a final approval in the Operations Specifications or Letter of Approval.

(12) Type B EFB Software may be used to display pre-composed information

such as navigation or approach charts.

(13) Operators shall determine the usage of hardware and/or software

architectural features, people, procedures and/or equipment to eliminate,

reduce or control risks associated with an identified failure in the system.

(14) Panning, scrolling, zooming, rotating or other active manipulation may be considered for Type B EFB Software application even if there is a pending human factor evaluation. Electronic navigation charts should provide a level of information integrity equivalent to paper charts.

(c) Type C EFB Software.

(1) Type C EFB Software means an EFB hosted software application other than Type A EFB Software and Type B EFB Software.

(2) Type C EFB Software is required to go through a full aircraft certification

approval process.

SPA.EFB.105 EFB operational approval For the purpose of obtaining an approval from the Director General, the operator shall provide evidence that: (a) the EFB equipment and its associated installation hardware, including

interaction with aeroplane systems if applicable, approved by the DCA to be airworthy:


Page : 35 of 39

(b) the operator has assessed the safety risks associated with the operations supported by the EFB function(s);

(c) the operator has established requirements for redundancy of the information (if appropriate) contained in and displayed by the EFB function(s);

(d) the operator has established and documented procedures for the management of the EFB function(s) including any database it may use; and

(e) the operator has established and documented the procedures for the use of, and training requirements for, the EFB and the EFB function(s).

SPA.EFB. 110 General operating requirements Subject with the approval of the Director General, no operator shall conduct EFB operations unless— (a) The 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 are installed;

(b) The review of the complete system should include but not limited to:

(1) Equipment/hardware considerations; (2) Software applications; (3) Human factors; (4) Crew operating procedures; (5) Flight crew training; (6) EFB risk assessment; (7) EFB functions; and (8) Operating evaluating process.


Page : 36 of 39

APPENDIX A

TYPE A EFB SOFTWARE

1. Flight Crew Operating Manuals (FCOM);

2. Company Standard Operating Procedures (SOP);

3. Airport diversion policy guidance, including a list of Special Designated Airports and/or approved airports with emergency medical service (EMS) support facilities;

4. Operations Specifications (Op Specs);

5. Cockpit observer briefing cards;

6. Aircraft Flight Manuals (AFM) and Aircraft Flight Manual Supplements (AFMS);

7. For smaller aircraft, Pilot Operating Handbooks (POH);

8. Aircraft performance data (fixed, non-interactive material for planning purposes);

9. Airport performance restrictions manual (such as a reference for take-off and landing performance calculations);

10. Other aircraft performance data, including specialized performance data for use in conjunction with advanced wake vortex modelling techniques, land-and-hold-short operations (LAHSO) predictions, etc. (fixed, non-interactive material for planning purposes);

11. Maintenance manuals;

12. Aircraft maintenance reporting manuals;

13. Aircraft flight log and servicing records;

14. Autopilot approach and auto-land records;

15. Flight Management System/Flight Management and Guidance System problem report forms;

16. Aircraft parts manuals;

17. Service bulletins/published Airworthiness Directives, etc.;

18. Minimum Equipment Lists (MEL);

19. Configuration Deviation Lists (CDL);

20. Airport-specific rules and regulations;

21. Airport/Facility Directory (A/FD) data (e.g., fuel availability, LAHSO distances for specific runway combinations, etc.);

22. Noise abatement procedures for arriving and departing aircraft;

23. Published (graphical) pilot Notices to Airmen (NOTAM);


Page : 37 of 39

24. International Operations Manuals, including regional supplementary information and International Civil Aviation Organization (ICAO) differences;

25. Aeronautical Information Publications (AIP);

26. Aeronautical Information Manual (AIM);

27. Oceanic navigation progress logs;

28. Pilot flight and duty-time logs;

29. Flight crew required rest logs;

30. Flight crew qualification logs

31. Captain‘s report (i.e., captain‘s incident reporting form);

32. Flight crew survey forms (various);

33. Flight Attendant Manuals;

34. EMS reference library (for use during medical emergencies);

35. Trip scheduling and bid lists;

36. Aircraft‘s captain‘s logs;

37. Aircraft‘s CAT II/CAT III landing records;

38. Antiterrorism profile data;

39. Hazardous Materials (HAZMAT)/oxidizer look-up tables;

40. Emergency Response Guidance for Aircraft Incidents Involving Dangerous Goods (ICAO Doc 9481-AN/928);

41. Customs declaration and agriculture inspection/clearance form;

42. Incidents of interference to aircraft electronic equipment from devices carried aboard aircraft;

43. Current fuel prices at various airports;

44. Check pilot and flight instructor records;

45. Aircraft operating and information manuals (performance information, weight and balance, systems, limitations, etc.);

46. Flight operations manuals including emergency procedures;

47. Airline policies and procedures manuals;

48. Aircraft Maintenance Manuals;

49. Pilot-in-Command (“PIC”) currency requirements;

50. Passenger information requests - some are directed to the gate or to the agent meeting the flight (e.g., special meal requests, wheel chair requirements, unaccompanied minors, gate information for connecting flights, flights being held for connecting passengers, etc.); and


Page : 38 of 39

51. Cabin maintenance write-ups. (Maintenance discrepancy logs need to be downloaded into a permanent record at least weekly).


Page : 39 of 39

APPENDIX B

TYPE B EFB SOFTWARE

1. Take-off, en route, approach and landing, missed approach, go-around, performance calculations. Data derived from algorithmic data or performance calculations based on software algorithms;

2. Power settings for reduced thrust settings;

3. Runway limiting performance calculations;

4. Cost index modelling;

5. Master flight plan/updating;

6. Interactive Plotting for Class II navigation;

7. Mission rehearsals;

8. Weight and balance calculations;

9. Maintenance discrepancy sign-off logs;

10. Cabin maintenance discrepancy reporting forms;

11. Non-interactive electronic approach charts in a pre-composed format from accepted sources;

12. Panning, zooming, scrolling, and rotation for approach charts;

13. Pre-composed or dynamic interactive electronic aeronautical charts (e.g., en route, area, approach, and airport surface maps) including, but not limited to, centering and page turning but without display of aircraft/own-ship position;

14. Electronic checklists, including normal, abnormal, and emergency. Operational Use and Modification of Electronic Checklists for additional guidance. EFB electronic checklists cannot be interactive with other aircraft systems;

15. Applications that make use of the Internet and/or other Aircraft Operational Communications (AOC);

16. AOC or company maintenance-specific data links to collect, process, and then disseminate data for uses such as spare parts and budget management, can be properly stowed for take-off and landing; and discrepancy logs need to be downloaded into a permanent record at least weekly);

17. Weather and aeronautical data; and

18. Cabin-mounted video and aircraft exterior surveillance camera displays.

Documents

SPECIFIC APPROVAL - Department of Civil Aviation … monitoring and alerting, designated by the prefix RNP, e.g. RNP 4, RNP APCH; “Runway visual range” or “RVR” means in relation