Fire and search and rescue activities as well as customs, police, coastguard or similar activities are excluded from the scope of Regulation (EC) No 216/2008 of the European Parliament and of the Council of 20 February 2008 on common rules in the field of civil aviation and establishing a European Aviation Safety Agency and repealing Council Directive 91 /670/EEC, Regulation (EC) No 1592/2002 and the Directive 2004 /36/EC (hereinafter the Regulation), in terms of both design, production, production, maintenance and operation of aeronautical products, components and equipment, personnel and organisations involved in such processes, as in relation to the operation of aircraft for the activities indicated.

This royal decree aims to establish the rules applicable to fire and search and rescue activities in relation to: the design, production, maintenance and operation of products, components, aeronautical equipment, personnel and organisations involved in such processes and for the operation and operation of aircraft intended for such activities.

The application of these standards is also established for customs, police and coastguard services in the area of airworthiness and the licensing and ratings of flight personnel. The operation of aircraft intended for such operations shall not be regulated, establishing that the operation shall be in accordance with the provisions of the public body responsible for the provision of the service or the performance of the activity concerned.

For the elaboration of the standards for airworthiness and staff licensing (Annexes I and II), the Regulation has been taken as a reference, with the necessary adaptations for its implementation to all activities. object of this royal decree.

The rules on the operation and operation of fire fighting and search and rescue activities are based on the technical regulation at work of the European Aviation Safety Agency (EASA). air work, incorporating the necessary amendments to bring them into line with those activities. In order to facilitate the understanding and application of these standards by the sector to which it is addressed, the basic structure and references of the European technical regulation used as a reference are maintained.

The rules adopted by this royal decree will not apply to products, components, equipment, personnel and military organisms or to the activities performed by them.

In order to provide the State Air Safety Agency with the necessary personal means to implement this royal decree, the necessary transfers by the Ministry of Public Works have been agreed, so that no one can produce net increase in appropriations and remuneration, or in other staff expenditure.

In the preparation of this project, the sector has been heard and the opinion of the Autonomous Communities and the Spanish Federation of Municipalities and Provinces has been gathered.

In its virtue, on the proposal of the Minister of Public Works, with the prior approval of the Minister of Finance and Public Administrations, according to the State Council and after deliberation by the Council of Ministers at its meeting of 5 of September 2014,

DISPONGO:

Article 1. Object.

1. The purpose of this royal decree is to approve the rules governing air activities in the fight against fire and search and rescue, and those applicable in the field of airworthiness and flight personnel to customs, police, Coastguard or similar.

2. They are excluded from the actual decree application:

(a) The products, components, equipment, personnel, and military agencies, as well as the activities performed by them.

(b) Aircraft, including any product, component or equipment installed therein, as referred to in Annex II to Regulation (EC) No 216/2008 of the European Parliament and of the Council of 20 February 2008 on rules common in the field of civil aviation and establishing a European Aviation Safety Agency and repealing Council Directive 91 /670/EEC, Regulation (EC) No 1592/2002 and Directive 2004 /36/EC (the Regulation) as well as the flight personnel who operate them and the activities they perform.

3. The provisions of this royal decree shall not apply where they prejudice the rights of third countries under international conventions.

Article 2. Definitions.

1. For the purposes of this royal decree, search and rescue operation is understood to be carried out in order to search, locate and rescue a person or persons who are in an abnormal, hostile environment whose life is threatened if you are not removed from that medium or if you are not provided with protection or assistance, and provided that it does not correspond to a medical emergency operation (HEMS).

In any case, even where appropriate with a medical emergency, search and rescue operation shall be considered to be the case where the use of a crane is necessary or where the aircraft cannot be properly posed on the terrain.

2. For the rest of the concepts used in this royal decree and in the technical standards adopted by it, in addition to the definitions set out in Annex III, the definitions of the Regulation apply to them.

Article 3. Approval of the rules on fire fighting and search and rescue.

1.The rules governing air-fighting and search and rescue activities, which are incorporated as Annex I (Airworthiness Standards), Annex II (Pilot Authorisation Standards), Annex III, are approved. (Rules for the organisation of air operations) and Annex IV (Standards for air operations).

These technical standards apply to the design, production and maintenance of aeronautical products, components and equipment, as well as to personnel and organizations involved in such design, production and maintenance, and to the personnel and organisations involved in the operation and operation of aircraft, as well as air operations, provided that fire-fighting and search and rescue activities are carried out in Spain.

2. Fire and search and rescue activities shall be carried out by operators and aircraft certified in accordance with the provisions of the Annexes to this Royal Decree.

3. The provisions of paragraph 2 shall not apply to foreign operators and aircraft which, for exceptional reasons determined and managed by the Ministry of the Interior, operate in accordance with the International Convention for the Protection of the Civil protection of civil protection and civil protection of civil protection.

In these cases, and in accordance with the applicable rules, it will be up to the Technical Director to extinguish the fire or the person responsible for the activity, as the case may be, to establish the necessary safety measures for the joint operation of such aircraft with those of the certified operators as provided for in this royal decree.

Article 4. Rules applicable to customs, police, coastguard or similar activities.

1. The rules laid down in Annexes I and II shall apply:

(a) The design, production and maintenance of aeronautical products, components and equipment, as well as personnel and organizations involved in the design, production and maintenance of such products, components and equipment where customs, police, coastguard or similar activities are carried out in Spain.

(b) To flight personnel performing in Spain the activities referred to in point (a).

2. The provisions of Annexes III and IV shall not apply to customs, police, coastguard or other similar activities covered by this Article and to flight personnel carrying out such activities in Spain.

Air operations in the activities referred to in the preceding paragraph, including the transfer of military personnel by civilian personnel and aircraft, the transfer of deportees and other similar activities, shall be in accordance with established by the public body responsible for the provision of the service or performance of the activity, to which the operation shall be authorised.

For this type of operation, the operator, either a contracted operator or the body itself responsible for the provision of the service or performance of the activity, must inform the person or organisation responsible for the maintenance of the airworthiness of the aircraft used, on any condition, defect, or incident, which may affect compliance with airworthiness requirements and conditions, so that it can take the actions for the maintenance of the validity of the certificate of airworthiness.

Article 5. Powers of the State Aviation Safety Agency and the powers of the organisations.

1. It is up to the State Aviation Safety Agency to:

a) Conceding the certificates and authorizations established in this royal decree, as well as its review, renewal, or revalidation.

b) Perform supervisory inspection actions to verify compliance with the requirements to obtain, retain and review, renew or revalidate the certificates and authorizations provided for in this royal decree.

c) Perform the regulatory control inspection actions to verify the maintenance of the requirements set forth in this royal decree.

The exercise of these functions is without prejudice to the powers of other public administrations or administrative bodies in the exercise of their powers.

2. In the case of certificates or authorizations issued by another State signatory to the International Civil Aviation Convention (Chicago 1944), the State Aviation Safety Agency shall, on the basis of such certificates and authorisations, issue the certificates and authorisations referred to in paragraph 1 (a), pursuant to the agreements to which it arrives with the national supervisory authority of the third State, where the requirements equivalent to those laid down in this royal decree are established. for the exercise in Spain of fire and search and rescue activities.

The control of aircraft not registered in Spain and operators established outside the Spanish territory will be carried out subject to the provisions of the agreements reached by the State Aviation Safety Agency with the national supervisory authority of the State of registration or residence, which shall ensure compliance with requirements equivalent to those laid down in this Regulation.

3. The agreements of the State Aviation Safety Agency with other authorities referred to in paragraph 2 shall be carried out in accordance with the principles applicable in the European framework for cooperation and collaboration and industry practices.

4. The provisions of paragraph 1 do not prevent the approved organisations and the staff empowered under Regulation (EU) No 748/2012 of the Commission of 3 August 2012 laying down the detailed rules for the application of the provisions of Regulation (EU) No 748/2012. the airworthiness and environmental certification of aircraft and products, components and equipment related to aircraft, as well as the certification of design and production organisations, and Regulation (EC) No 2042/2003 of the Commission of the European Parliament of 20 November on the continuing airworthiness of aircraft and aircraft aeronautical products, components and equipment and on the approval of the organisations and personnel involved in such tasks, may exercise the powers provided for in each case by those provisions, with regard to aircraft subject to the technical standards approved by this royal decree and in the terms and conditions laid down in those technical standards, with the exception of the issuance of flight authorisations to be carried out exclusively by the State Security Agency Air.

Article 6. Collaborating entities.

The State Aviation Safety Agency may exercise the functions assigned to it by this royal decree through entities and collaborating personnel, in accordance with the provisions of Article 26 of Law 21/2003, of July 7, of Air Safety.

Article 7. Procedural rules.

1. The maximum period for resolving the procedures for granting the certificates and the authorisations provided for in the Annexes is three months from the date of initiation of the procedure.

After the period laid down in the preceding paragraph, without express judgment, in proceedings initiated at the request of the parties concerned, they may understand their claims for administrative silence, in accordance with the provisions of the additional twenty-ninth provision of Law 14/2000 of 29 December, of Tax, Administrative and Social Order Measures.

2. In the light of the decisions given in these procedures, the system of resources provided for in Article 4 of the Statute of the State Aviation Safety Agency, approved by Royal Decree 184/2008 of 8 February 2008, shall apply, as appropriate, or Article 26 of Law 21/2003 of 7 July.

Article 8. Linking to the State Operational Safety Program and reporting obligations.

1. The operators authorized to carry out the activities of fire fighting and search and rescue as provided for in this royal decree are providers of aeronautical services linked to the State Security Program. Operational for Civil Aviation (hereinafter referred to as the Programme), in accordance with the provisions of Article 11.4 of Law 21/2003 of 7 July, and Article 4.1 (e) of Royal Decree 995/2013 of 13 December 2013 on the Regulation of the State Operational Safety Programme.

2. Within the framework of the Programme, the operators referred to in paragraph 1 shall provide the information which, in accordance with the provisions of Royal Decree 995/2013 of 13 December, requires them to be required by the State Aviation Safety Agency as a body. responsible for its supervision and at the intervals provided for in that regulation.

The information provided in the framework of the Programme shall enjoy the protection provided for in Articles 12, 18 and 19 of Law 21/2003 of 7 July.

Single additional disposition. Personal means.

The measures included in this royal decree will not be able to increase appropriations or salaries or other personnel costs.

First transient disposition. Airworthiness requirements for aircraft.

Aircraft which do not have a type certificate issued by the European Aviation Safety Agency and have a normal or restricted certificate of airworthiness valid at the date of entry into force of this royal decree, provided that they carry out exclusively the activities covered by Articles 3 and 4, they may continue to carry out, without obtaining a new certificate of airworthiness, those activities which they have provided, compliance with the provisions of the third final provision, the State Aviation Safety Agency adopt the detailed airworthiness specifications for each aircraft.

Once these specifications have been adopted and within the time limit granted by the State Aviation Safety Agency, they must be adapted to them.

Second transient disposition. Enabling agroforestry pilot.

The pilots of an agroforestry pilot rating, including agroforestry enablement only fires, in force at the entry into force of this royal decree will be exempt from the initial training course. for the fire extinguishing operation provided for in the technical standards set out in Annex III, paragraph TAE.ORO.FC.LCI.210.

Transitional provision third. Flight crew requirements in helicopters that perform water launch and personnel transfer of specialist fire extinguishing operations.

However, as set out in Annex III, paragraph TAE.ORO.FC.LCI.200, point (g), until three years after the publication of this royal decree, the water-launching operations and the transfer of specialist personnel to the fire-extinguishing activities with certified mass-take-off helicopters of more than 4,000 kg, may be carried out provided that the crew includes, in addition to the pilot, a duly trained crew member, even if not a pilot, flying in the seat of the co-pilot.

After the period provided for in the preceding subparagraph, the requirements relating to the composition of the helicopter flight crew provided for in the technical rules of Annex III shall be required for these operations. TAE.ORO.FC.LCI.200 (g).

Final disposition first. Amendment of Royal Decree 1762/2007 of 28 December 2007 determining the requirements relating to the master list of minimum equipment and the list of minimum equipment required for civil aircraft engaged in commercial air transport and the air work.

Article 6 (1) and (2) of Royal Decree 1762/2007 of 28 December 2007 determining the requirements for the minimum equipment master list and the list of minimum equipment required for aircraft is amended (a) civil aviation transport and air work, which shall be drawn up in the following terms:

" 1. The operator shall establish a minimum equipment list (MEL) to be approved by the State Agency of the European Union for each aircraft intended for commercial air transport and potestatively for each aircraft intended for aerial work. Air Safety. This list shall be based, and shall not be less restrictive, on the master list of minimum equipment (MMEL) to be approved or accepted, where appropriate, by the State Aviation Safety Agency.

2. If a Minimum Equipment List (MEL) is available, the operator shall not operate an aircraft if it does not agree with the minimum equipment list (MEL) and the procedures associated with it, as set out in the Annex, unless otherwise specified in the Annex. the State Aviation Safety Agency grants it an exemption as provided for in Article 9.

These exemptions will in no case allow for an operation outside of the constraints set in the minimum equipment master list (MMEL). "

Final disposition second. Application of Royal Decree 1684/2000 of 6 October 2000 establishing the habilitation of agroforestry pilots to fire fighting activities.

Without prejudice to the provisions of the second transitional provision, as from the entry into force of this royal decree, Royal Decree 1684/2000 of 6 October establishing the habilitation of agroforestry pilot projects, it shall apply to fire fighting operations and to the licences of pilots carrying out such air operations.

Final disposition third. Implementing measures.

1. By resolution of the Director of the State Aviation Safety Agency, published in the "Official State Gazette", the certification specifications and acceptable means of compliance shall be established for the accreditation of the requirements established in this royal decree and its implementing provisions, without prejudice to the fact that they can be accredited by other means.

Also, by resolution of the Director of the State Aviation Safety Agency, published in the "Official Gazette of the State", it may be declared acceptable, for the purposes of the application of this royal decree, the specifications of certification, acceptable means of compliance and guidance documentation published by the European Aviation Safety Agency.

2. The State Aviation Safety Agency may publish on its website any guidance documentation for the implementation of this royal decree and its development provisions.

Final disposition fourth. Regulatory enablement.

By order of the Minister of Public Works the provisions of the development of this royal decree can be dictated.

The Minister of Public Works is also empowered to introduce any technical amendments that are necessary to bring the rules of the Annexes into line with technical innovations and, with the necessary adaptations, to the requirements of the its scope by the rules of the European Union issued pursuant to the Rules of Procedure and agreed rules.

Final disposition fifth. Competence title.

This royal decree is issued in the exercise of the exclusive powers of the State in matters of control of airspace, transit and air transport as set out in Article 149.1.20. of the Constitution.

Final disposition sixth. Entry into force.

This royal decree will take effect on June 1, 2015.

Given in Madrid, on September 5, 2014.

FELIPE R.

The Minister of Development,

ANA MARIA PASTOR JULIAN

ANNEX I

AIRWORTHINESS STANDARDS

Part-TAE. AER

SAD. AER. GEN.001 General.

Only those aircraft that comply with the following can be operated.

SAD. AER. GEN.100 Aircraft with EASA-type certificate. Mixed operation.

Those aircraft which have a type-certificate issued by the European Aviation Safety Agency, hereinafter EASA, and do not exclusively carry out activities or services referred to in Article 1 (2) (a) of the Treaty. Regulation (EC) 216/2008 shall comply with the following requirements:

(a) Aircraft must have the certificate of airworthiness required by Article 36 of Law 48/1960 of 21 July on Air Navigation. This certificate of airworthiness shall be limited exclusively to the performance of the activities or services referred to in Article 1 (2) (a) of Regulation (EC) 216/2008.

(b) Additionally, aircraft shall comply at all times with Regulation (EU) No 748/2012 and Regulation (EC) No 2042/2003 irrespective of the type of activity or service that the aircraft carries out at any time.

(c) Airworthiness certificates issued in accordance with Regulation (EU) No 748/2012 (hereinafter the EASA Airworthiness Certificate) shall be recognised as airworthiness certificates issued in accordance with Article 36 of Regulation (EU) No 748/2012. Law 48/1960 of 21 July on Air Navigation.

(d) Recognition shall be issued in accordance with the provisions of the State Aviation Safety Agency, by resolution of its Director. The recognition shall be valid for an indefinite period, provided that the recognised EASA airworthiness certificate and the associated airworthiness review certificate retain its validity. The recognition shall always be accompanied by the recognised EASA airworthiness certificate and the associated airworthiness review certificate.

(e) This recognition is not issued under the International Civil Aviation Convention dated 7 December 1944, so it will not be valid to fly to other States and within other States, unless the approval by the competent authorities of those States.

(f) Where the activities or services referred to in Article 1 (2) (a) of Regulation (EC) No 216/2008 are carried out by an owner or operator under contract with the body responsible for such activity or service, the owner or operator must:

(1) Being duly approved, in accordance with Subpart G of Annex I (Part M) to Regulation (EC) 2042/2003, for the management of the airworthiness of the aircraft operating or contracting an organisation it is;

(2) be duly approved in accordance with Subpart F of Annex I (Part M) to Regulation (EC) 2042/2003 or Part 145 (Annex II) to Regulation (EC) 2042/2003, or to hire an organisation which is, to carry out maintenance of the aircraft operating; and

(3) ensure compliance with point M.A. 201 (a) of Annex I (Part M) to Regulation (EC) 2042/2003.

SAD. AER. GEN.200 Aircraft with EASA type certificate. Exclusive operation.

Those aircraft which have a type certificate issued by the European Aviation Safety Agency and carry out exclusively activities or services referred to in Article 1 (2) (a) of the Regulation (EC) 216/2008, shall meet the following requirements:

(a) Aircraft must have the certificate of airworthiness required by Article 36 of Law 48/1960 of 21 July on Air Navigation. This certificate of airworthiness shall be limited exclusively to the performance of the activities or services referred to in Article 1 (2) (a) of Regulation (EC) 216/2008.

(b) Additionally, aircraft must comply at all times with Regulation (EU) No 748/2012 and Regulation (EC) No 2042/2003 irrespective of the type of activity or service which the aircraft carries out at any time, with the following additional conditions and exceptions:

(1) Airworthiness certificates shall be issued in accordance with the provisions of the State Aviation Safety Agency by resolution of its Director. For the purposes of compliance with the European Regulations referred to in paragraph (b), the airworthiness certificates issued in accordance with this point shall be considered equivalent to the EASA Form 25 airworthiness certificate.

(2) Airworthiness review certificates shall be issued in accordance with the provisions of the State Aviation Safety Agency by resolution of its Director. For the purposes of compliance with the European Regulations referred to in paragraph (b), the airworthiness review certificates issued in accordance with this point shall be deemed equivalent to the airworthiness review certificate. EASA Form 15.

(3) The certificate of aptitude for the service of the aircraft shall be issued indicating that the specified works have been carried out according to national regulations. In no case may it be indicated that the work has been carried out according to part M or part 145, as appropriate. For the purposes of compliance with the European Regulations referred to in paragraph b, the certificates of aptitude for the service issued in accordance with this point shall be deemed equivalent to the certificates of aptitude for the service issued in accordance with Part M or Part 145, as appropriate.

(4) The State Aviation Safety Agency may approve design changes of type, for which the holder of the approval must have defined continuing airworthiness instructions, and their variations, when correspond, which shall be supplied to each known owner whose aircraft has incorporated the change concerned. For the purposes of compliance with the European Regulations referred to in paragraph (b), the approval of changes according to this point shall be considered equivalent to the approval of changes in accordance with Part 21.

(5) For the purposes of compliance with the European Regulations referred to in paragraph b, the State Aviation Safety Agency may issue flight authorisations and establish flight conditions, in any case.

(6) The State Aviation Safety Agency may issue Airworthiness Directives concerning design changes approved as set out in paragraph (b) (4).

(c) Where the activities or services referred to in Article 1 (2) (a) of Regulation (EC) No 216/2008 are carried out by an owner or operator under contract with the body responsible for such activity or service, the owner or operator must:

(1) Being duly approved, in accordance with Subpart G of Annex I (Part M) to Regulation (EC) 2042/2003, for the management of the airworthiness of the aircraft operating or contracting an organisation it is;

(2) be duly approved in accordance with Subpart F of Annex I (Part M) to Regulation (EC) 2042/2003 or Part 145 (Annex II) to Regulation (EC) 2042/2003, or to hire an organisation which is, to carry out maintenance of the aircraft operating; and

(3) ensure compliance with point M.A. 201 (a) of Annex I (Part M) to Regulation (EC) 2042/2003.

(d) The approved organisations, and the staff empowered under Regulation (EU) No 748/2012 and Regulation (EC) No 2042/2003, may exercise the privileges set out in those approvals and ratings for the aircraft regulated by this point TAE.AER.GEN.200, complying with the provisions of this paragraph, with the exception of the issuance of flight authorisations to be carried out exclusively by the State Aviation Safety Agency.

SAD. AER. GEN.300 Aircraft without EASA type certificate. Exclusive operation.

Those aircraft which do not have a type certificate issued by the European Aviation Safety Agency may carry out exclusively activities or services referred to in Article 1 (2) (a) of the Regulation (EC) 216/2008, provided that they meet the following requirements:

(a) Aircraft shall meet the essential requirements set out in Appendix I on airworthiness.

(b) The conformity of the aircraft and the products, components and equipment installed therein shall be demonstrated as follows:

(1) The products will have a type certificate. This, as well as the certification of amendments thereto, including supplementary certificates, shall be issued after demonstration by the applicant that the product complies with a certification basis, which shall be specified by AESA, established to ensure compliance with the essential requirements referred to in paragraph (a), and provided that it does not present any details or features that prevent its safe use. The type certificate will cover the product and all components and equipment installed in it;

(2) specific certificates may be issued for components and equipment when it is demonstrated that they comply with the detailed airworthiness specifications established to ensure compliance with the essential requirements referred to in (a);

(3) for each aircraft an airworthiness certificate shall be issued when it is demonstrated that it conforms to the design of the approved model in its type certificate and that the relevant documentation, inspections and tests prove that the aircraft is in a condition for safe use. The certificate of airworthiness shall be valid as long as it is not suspended, or cancelled, or is left without effect and provided that the aircraft is maintained in accordance with the essential requirements relating to the maintenance of airworthiness established in point 1 (d) of Appendix I and the implementing rules referred to in paragraph (d)

(4) the organizations responsible for the maintenance of the products, components and equipment will demonstrate their capacity and means to meet the obligations associated with their faculties. Unless otherwise accepted, those capacities and means shall be recognised by the issuing of an approval by the organisation. The powers granted to the approved organisation and the scope of the approval shall be specified in the terms of the approval;

(5) the organisations responsible for the design and manufacture of the products, components and equipment shall demonstrate their capacity and means to fulfil the obligations associated with their powers. Unless otherwise accepted, those capacities and means shall be recognised by the issuing of an approval by the organisation. The powers granted to the approved organisation and the scope of the approval shall be specified in the terms of the approval;

(6) in addition, personnel may be required to give approval to a product, component or equipment after a maintenance intervention, which has a certificate to that effect (certificate of staff);

(7) the capacity of the maintenance training centres to fulfil the obligations associated with their powers in connection with the issue of the certificates referred to in paragraph (b) (6) may be recognised by issuing an approval.

(c) Notwithstanding paragraphs (a) and (b):

(1) A flight authorisation may be issued where it has been demonstrated that the aircraft is capable of carrying out a single flight under safety conditions. The authorisation shall be subject to appropriate limitations, in particular to ensure the safety of third parties;

(2) a restricted airworthiness certificate may be issued to aircraft for which a type certificate has not been issued in accordance with paragraph (b) (1). In such a case, it shall be demonstrated that the aircraft complies with specific airworthiness specifications and that, despite deviations from the essential requirements referred to in paragraph (a), adequate safety is ensured for the purposes of the aircraft. use of the aircraft. The aircraft for which a restricted certificate may be issued, as well as the limitations imposed on them, shall be fixed in accordance with the implementing measures referred to in paragraph (d)

(3) When the number of aircraft of the same category fit for a restricted airworthiness certificate so warrants, a restricted type certificate may be issued and certification bases shall be established. appropriate.

(d) Measures designed to amend non-essential elements of this Article, by supplementing it, should be adopted in accordance with the regulatory procedure for the second final provision. Those measures shall determine in particular:

(1) The conditions for establishing the applicable certification bases for a given product and for notifying an applicant;

(2) the conditions for establishing detailed airworthiness specifications applicable to components and equipment and for notifying an applicant;

(3) the conditions for establishing specific airworthiness specifications applicable to aircraft deemed fit for a restricted certificate of airworthiness and for notifying an applicant;

(4) the conditions for the issuance and dissemination of mandatory information to ensure the continued airworthiness of products;

(5) the conditions for the issue, maintenance, modification, suspension or revocation of certificates of type, restricted type certificates, approval of changes to type certificates, individual airworthiness certificates, restricted airworthiness certificates, flight authorisations and certificate of products, components or equipment, including:

i. The conditions relating to the period of validity of such certificates, and the conditions for renewing them when a limited period of validity has been fixed,

ii. the restrictions applicable to the granting of flight authorisations. These restrictions shall refer, inter alia, to the following elements:

A. Objective of the flight,

B. airspace used during the flight,

C. qualifications of the flight crew,

D. transport of persons not part of the flight crew,

iii. Aircraft for which restricted airworthiness certificates may be issued, and associated restrictions,

iv. the minimum training program to obtain the type enablement of the maintenance certifier staff,

v. the minimum program for pilot-type enablement and the qualification of the associated simulators,

vi. the minimum equipment master list, as appropriate, and additional airworthiness specifications for specific types of operation.

(6) The conditions for issuing, maintaining, modifying, suspending or revoking the approval of organizations, in accordance with paragraphs (b) (4), (b) (5) and (b) (7), and the conditions under which such approvals may not be required;

(7) the conditions for issuing, maintaining, modifying, suspending or revoking the staff certificates required under paragraph (b) (6);

(8) the obligations of certificate holders;

(e) when establishing the implementing rules referred to in paragraph (d), it shall be ensured, in particular, because:

(1) Reflect the current state of the art and best practices in airworthiness;

(2) take into account the experience accumulated in service by aircraft around the world, as well as scientific and technical progress;

(3) allow immediate response, once determined the causes of accidents and serious incidents;

(4) do not impose on aircraft requirements which are incompatible with the obligations of the Member States under their membership of the International Civil Aviation Organisation (ICAO).

APPENDIX I TO ANNEX I

Essential airworthiness requirements

Essential airworthiness requirements referred to in point TAE.AER.GEN.300 (a)

1. Product strength: the strength of the product shall be ensured for all the flight conditions foreseen during the life of the aircraft. Compliance with all requirements shall be demonstrated through assessments or analyses, supported, if necessary, by evidence.

1.a Structures and materials: the strength of the structure must be ensured not only in all normal operating conditions of the aircraft, including the propulsion system, but also in more demanding, and will be maintained throughout the lifetime of the latter.

1.a.1 All components of the aircraft which, in the event of a breakdown, could reduce the structural strength, must meet the following conditions without suffering from harmful deformations or breakdowns. This includes all significant mass elements and their means of attachment.

1.a.1.a must be taken into account all the load combinations that are reasonable to foresee, and also other more demanding, depending on the weights, the range of values of the center of gravity, the conditions of use and the life The aircraft is useful. This includes loads due to gusts, manoeuvres, pressurisation, mobile surfaces, control and propulsion systems both in flight and on the ground.

1.a.1.b The charges and possible breakdowns due to forced landings and warrants should be taken into account.

1.a.1.c The dynamic effects on structural response to such loads should be covered.

1.a.2 The aircraft shall not suffer any aerodynamic instability or excessive vibration.

1.a.3 Of the manufacture, the processes and materials used in the construction of the aircraft must be known and reproducible structural properties. All variations in the behaviour of the materials in relation to the conditions of use shall be justified.

1.a.4 The effects of cyclical loads, environmental deterioration, accidental or differentiated damage at source shall not reduce the structural strength below an acceptable residual level of resistance. The necessary instructions shall be disseminated to ensure the continued airworthiness in this respect.

1.b Propulsion: the solidity of the propulsion system (i.e. the engine and, where appropriate, the propeller) must be demonstrated not only in all the normal conditions of use of the propulsion system, but also in more demanding, and staying for all of your life.

1.b.1 The propulsion system shall, within its declared limits, produce the impulse or force required for all of the intended flight conditions, taking into account the effects and conditions of the propulsion system. environmental.

1.b.2 The manufacturing process and the materials used in the construction of the propulsion system shall result in a known and reproducible structural behaviour. All variations in the behaviour of the materials in relation to the conditions of use shall be justified.

1.b.3 The effects of cyclical loads, environmental and operational deterioration and possible breakdown of components should not reduce the strength of the propulsion system below acceptable levels. The necessary instructions shall be disseminated to ensure the continued airworthiness in this respect.

1.b.4 The instructions, information and requirements necessary to ensure a safe and appropriate interface between the propulsion system and the aircraft shall be disseminated.

1.c Systems and Equipment.

1.c.1 The aircraft must not present any features or design details that the experience has shown to be dangerous.

1.c.2 The aircraft, including systems, equipment and apparatus required for certification or operating rules, shall operate as intended under any foreseeable operating conditions and beyond (a) taking due account of the conditions of use of the systems, equipment or apparatus.

Other systems, equipment or apparatus not required for type certification or operating rules, regardless of whether they work well or poorly, shall not reduce safety or adversely affect the proper functioning of the system. of no other system, equipment or apparatus. Systems, equipment and apparatus shall be capable of being used without the need for exceptional skill or strength.

1.c.3 The associated systems, equipment and apparatus of the aircraft, both considered separately and in mutual connection, shall be designed in such a way as to avoid catastrophic failure due to a breakdown. In isolation, it has not been shown to be extremely unlikely, and there shall be an inverse relationship between the likelihood of a breakdown and the severity of its effects for the aircraft and its occupants. As regards the criterion of the isolated breakdown mentioned, it is accepted that due account should be taken of the size and overall configuration of the aircraft and that this can prevent this criterion of the isolated breakdown from being taken into account for certain parts and some helicopter and small aircraft systems.

1.c.4. The crew, or maintenance personnel, shall be provided with a clear, consistent and clear indication of the information necessary to carry out a flight under security and safety information. conditions that can compromise security. Systems, equipment and controls, including any indication or announcement, shall be configured and located in such a way as to minimise errors that may contribute to the generation of hazard situations.

1.c.5 Design-level precautions should be taken to minimize the risks to the aircraft and its occupants with regard to probable hazards within and beyond the aircraft, including the aircraft. protection against the possibility of a breakdown or a significant problem that any of the aircraft of the aircraft present.

1.d Maintenance of airworthiness.

1.d.1 Instructions for the maintenance of airworthiness should be issued to ensure that the airworthiness level of the aircraft type certification is maintained throughout the operational life of the aircraft. aircraft.

1.d.2 Means shall be provided to enable the inspection, adjustment, lubrication, removal or replacement of components and appliances requiring the maintenance of airworthiness.

1.d.3 The instructions for the maintenance of airworthiness shall be in the form of manual or manual, as required by the amount of data to be provided. The manuals should contain instructions for maintenance and repair, information on maintenance services, problem detection and inspection procedures, in a format adapted to the practice.

1.d.4 The instructions for the maintenance of airworthiness must contain airworthiness limitations that establish each mandatory replacement time, the intervals of the inspections and the procedure of inspection.

2. Airworthiness aspects of the use of products.

2.a It must be demonstrated that the following factors have been taken into account to ensure a satisfactory level of safety of persons on board or on land during use of the product:

2.a.1 The types of use for which the aircraft has been approved must be established, as well as the limitations and information necessary for their use under security conditions, including limitations environmental and performance;

2.a.2 The aircraft must be able to control and manoeuvre in all foreseeable conditions of use, even after a breakdown in one or, where appropriate, several propulsion systems. pilot, the cockpit environment, the pilot's workload and considerations in relation to other human factors, as well as the flight phase and its duration;

2.a.3 It should be possible to make a gradual transition between one flight stage and another without requiring an exceptional level of skill, state of alert, strength or workload by the pilot in any likely conditions of use;

2.a.4 The aircraft must have such stability as to ensure that the requirements to be met by the pilot are not excessive in view of the flight phase and its duration;

2.a.5 Procedures for the operation of the aircraft must be established under normal, breakdown and emergency conditions;

2.a.6 Warnings or other deterrent means, appropriate to the case, intended to prevent normal flight conditions from being exceeded;

2.a.7 The characteristics of the aircraft and its systems shall permit the restoration of normal when an extreme situation in the flight domain has been crossed.

2.b The operating limitations and other information necessary for the use of the aircraft under safety conditions shall be communicated to the crew members.

2.c Product operations shall be protected against hazards resulting from adverse conditions, both external and internal, including environmental conditions.

2.c.1 In particular, situations of insecurity of exposure to phenomena such as-although not only-adverse weather conditions, lightning, bird impact, high-frequency radiating fields, should not be derived. ozone, etc., which is reasonable to provide during the use of the product.

2.c.2. The cabin compartments shall provide passengers with appropriate transport conditions and adequate protection against any danger in flight operations or emergency situations, including fire, smoke, toxic gases and risks of rapid decompression. Provisions should be laid down to provide the occupants with the greatest chance of avoiding any serious injury and of being able to quickly leave the aircraft and to protect them against the effects of the deceleration forces in case of Emergency landing or landing. Clear and unambiguous signs or signs should be provided for the needs, to provide the occupants with instructions to enable them to take appropriate and safe behaviour and to locate and use the safety equipment correctly. The mandatory safety equipment shall be easily accessible.

2.c.3 Crew compartments shall be arranged in such a way as to facilitate flight operations, including the means to be aware of situations, and the management of any situation or emergency expected. The crew compartment environment shall not compromise the ability of the crew to perform its tasks and shall be designed in such a way as to avoid interference during operations and misuse of controls.

3. Organisations (including natural persons involved in design, manufacture or maintenance).

3.a Organization approval will be issued when the following conditions are met:

3.a.1 The organisation must have the means to carry out the work in question. These means shall include, but not only, the following: facilities, personnel, equipment, tools and material, documentation of tasks, responsibilities and procedures, access to relevant data and data recording;

3.a.2 The organisation shall implement and maintain a management system that ensures compliance with these essential airworthiness requirements and shall seek to improve the system on a permanent basis;

3.a.3 The organisation shall establish arrangements with other relevant organisations as necessary to ensure that such essential airworthiness requirements continue to be met;

3.a.4 The organisation shall establish a system of notification or processing of events, which shall be dealt with by the management system in accordance with point 3.a.2 and the arrangements referred to in point 3.a.3, in order to contribute the objective of a constant improvement of product safety.

3.b In the case of training and maintenance organisations, the conditions set out in points 3.a.3 and 3.a.4 shall not apply.

ANNEX II

Pilot Authorization Rules

Pilots operating the aircraft to which this Annex applies shall comply with the requirements laid down in Regulation (EC) 216/2008 and its implementing provisions for those pilots.

ANNEX III

ORGANIZATION RULES FOR AIR OPERATIONS

Part-TAE. Gold

SAD. GOLD. GEN.005 Scope.

This Annex sets out the requirements to be met by organizations that perform air operations, fire fighting, and search and rescue.

SAD. GOLD. GEN.010 Definitions.

For the purposes of Part TAE.ORO and Part TAE.SPO, the definitions laid down in Regulation (EU) 965/2012 and Annex I thereto, as well as in Regulation (EU) 1178/2011 and Annex I thereto, shall be applied in general. following saved or added:

(a) Operating personnel: Any person with functions on board the aircraft essential to carry out the air operation, except flight crew.

(b) Additional personnel: The aircraft Occupant with no functions related to the operation of the aircraft.

(c) Specialist additional staff: Occupancy without functions related to the operation of the aircraft but with functions related to the activity. Fire fighting crews shall be considered as additional specialist personnel.

(d) Instruction booster pilot: Pilot of a certified aircraft for a single pilot, which has a commercial pilot license and type/class enablement on the relevant aircraft, but has no experience sufficient to act as a pilot-in-command in fire-fighting or search-and-rescue operation.

(e) Multi-pilot operation: operation of a certified aircraft to operate with one or two pilots, requiring at least two pilots using crew cooperation techniques, and for which procedures have been defined the two pilots are assigned roles and responsibilities, both sharing the development of the operation. One pilot, suitably qualified, will act as a pilot-in-command, acting the other pilot as a co-pilot.

(f) Single pilot operation with two pilots: operation of a certified aircraft to operate a single pilot, in which two pilots are used and for which procedures have been defined for the operation with a single pilot.

GEN Subpart

General requirements

Section 1. General

SAD. GOLD. GEN.105 Competent authority.

For the purposes of this Annex, the competent authority responsible for exercising the supervision of operators subject to these requirements shall be the State Aviation Safety Agency.

SAD. GOLD. GEN.110 Operator responsibilities.

(a) The operator is responsible for the operation of the aircraft in accordance with the relevant requirements of this Annex and its certificate, as well as compliance with all applicable requirements.

(b) All flights shall be executed in accordance with the provisions of the Operations Manual and the Aircraft Flight Manual.

(c) The operator shall establish and maintain a system intended to exercise operational control over any flight effected in accordance with the terms of its certificate.

(d) The operator shall ensure that the equipment of its aircraft and the qualification of its crews are in line with the requirements of the area and the type of operation.

(e) The operator shall ensure that all personnel assigned to ground or flying operations or directly involved in such operations are duly instructed, have demonstrated their ability to perform their particular duties. and know their responsibilities and the relationship that their obligations have with the operation as a whole, or equivalent security measures have been established.

(f) The operator shall establish procedures and instructions for the safe operation of each aircraft type and which shall detail the functions and responsibilities of ground staff and crew members for all types of operations for which approval is granted, on land or in flight. These procedures shall not require crew members to perform during the critical phases of the flight more activities than are necessary for a safe operation of the aircraft.

(g) The operator shall ensure that all staff are aware that they must comply with the laws, regulations and procedures of the Member States in which the operations are carried out and which relate to the performance of their operations. functions.

(h) The operator shall have a system of checklists for each type of aircraft that crew members shall use at all stages of the flight under normal, abnormal and emergency conditions. to ensure that the operational procedures of the operations manual are respected. The checklists shall take into account, both as regards their invoice and their use, the principles relating to the human factors and the most up-to-date relevant documentation of the aircraft manufacturer.

(i) The operator must specify the procedures followed for flight planning in order to facilitate its performance in full safety in the light of aircraft performance, other operational limitations as well as as to the relevant conditions laid down in the route to be followed and on the relevant aerodromes or sites. These procedures should be included in the operations manual.

(j) The operator shall establish and maintain training programmes for personnel on dangerous goods, in accordance with the Technical Instructions, which shall be subject to the review and approval of the competent authority. The training programmes shall correspond to the responsibilities of the staff.

SAD. GOLD. GEN.115 Request for a special operator certificate.

(a) The application for a special operator's certificate or modification of an existing certificate shall be made to the State Aviation Safety Agency (hereinafter the Agency) in accordance with the provisions of the Agency, taking into account The applicable requirements are met.

(b) Applicants for an initial certificate shall provide the competent authority with the documentation certifying compliance with the established requirements. Such documentation shall include a procedure, to be included in the Operations Manual, describing how changes that do not require prior approval shall be managed and notified to the competent authority.

SAD. GOLD. GEN.120 Means of compliance.

(a) In order to comply with the established requirements, an operator may use alternative means of compliance with those adopted by the State Aviation Safety Agency.

(b) When an operator wishes to employ an alternative means of compliance to acceptable means of compliance (AMC) adopted by the State Aviation Safety Agency, it shall provide the competent authority, prior to the execution, a complete description of the alternative means of compliance. The description shall include any review of the manuals or procedures that may be appropriate, as well as an assessment demonstrating compliance with the implementing provisions.

The operator may apply these alternative means of compliance provided that it obtains prior approval from the competent authority and once it receives the relevant notification.

SAD. GOLD. GEN.125 Approval and privileges conditions of an operator.

An operator will adjust to the scope and attributions defined in the operations specifications included in the operator's certificate.

SAD. GOLD. GEN.130 Changes.

(a) Any changes that affect:

(1) to the application scope of the certificate or operations specifications of an operator, or

(2) to any of the elements of the operator management system as provided for in TAE.ORO.GEN.200 (a) (1) and (a) (2), shall require prior approval by the competent authority.

(b) For any change requiring prior approval, the operator shall request and obtain an approval issued by the competent authority. The application shall be submitted before the change is made, in order to ensure that the competent authority determines the maintenance of compliance with the applicable requirements and, if necessary, modifies the operator's certificate and the corresponding approval conditions attached.

The operator shall provide the competent authority with all relevant documentation.

The change will only be introduced once the formal approval has been received from the competent authority.

The operator shall exercise its activity under the conditions prescribed by the competent authority during the execution of those changes, as appropriate.

(c) Any changes that do not require prior approval shall be managed and notified to the competent authority in accordance with the procedure approved by the competent authority.

SAD. GOLD. GEN.135 Continuity of validity.

(a) The operator's certificate will maintain its validity on condition that:

(1) The operator continues to meet the relevant requirements, taking into account the provisions related to incident management as specified in TAE.ORO.GEN.150;

(2) the competent authority is granted access to the operator as defined in TAE.ORO.GEN.140 to determine whether the relevant requirements are still being met; and

(3) certificate has not been waived, or it has not been revoked.

(b) In case of revocation or waiver, the certificate must be returned without delay to the competent authority.

SAD. GOLD. GEN.140 Access.

(a) For the purposes of determining whether the requirements are met, the operator shall at any time authorise access to all relevant installations, aircraft, documents, records, data, procedures or other material for their activity subject to certification, whether or not they are engaged, to any person authorised by the competent authority defined in TAE.ORO.GEN.105.

(b) Access to the aircraft referred to in paragraph (a) shall include the possibility to enter and remain in the aircraft during flight operations unless, in the interest of safety, the pilot-in-command decides otherwise for the purposes of the flight operations. The flight deck is concerned.

SAD. GOLD. GEN.150 Incidents or discrepancies.

After receiving a notification of incidents or discrepancies, the operator:

(a) Identify the cause that is at the source of the noncompliance;

(b) will define a plan of corrective measures, and

(c) shall demonstrate the implementation of corrective measures to the satisfaction of the competent authority and within a period agreed with that authority.

SAD. GOLD. GEN.155 Immediate reaction to a security problem.

The operator will apply:

(a) All security measures required by the competent authority; and

(b) any relevant and mandatory safety information published by the competent authority, in particular the airworthiness directives.

SAD. GOLD. GEN.160 Event notification.

(a) The operator shall inform the competent authority and any other organisation to which the State of the operator requires the report, on any accident, serious incident and event in accordance with Regulation (EU) No 996/2010. European Parliament and the Council and Directive 2003 /42/EC.

(b) Without prejudice to point (a), the operator shall inform the competent authority and the organisation responsible for the design of the aircraft of any incident, breakdown, technical defect, exceeding the technical or event limitations that reveal the imprecise, incomplete or ambiguous information contained in the data established in accordance with the applicable requirements or other irregular circumstances which may or may have been in danger the safe operation of the aircraft and which have not resulted in an accident or an accident Severe incident.

(c) Subject to the provisions of Regulation (EU) No 996/2010, in Directive 2003 /42/EC, in Commission Regulation (EC) No 1321/200710 and in Commission Regulation (EC) No 1330/200711, the reports referred to in points (a) and (b) shall be carried out in accordance with the guidelines established by the competent authority and shall contain all relevant information available to the operator on the status of the aircraft.

(d) Reports shall be drawn up as soon as possible in the event of an accident and within 72 hours of the identification by the operator of the state to which the report relates when an incident occurs, and in case of an event as set out in Royal Decree 1334/2005 of 14 November, unless exceptional circumstances prevent it.

(e) Where appropriate, the operator shall carry out a monitoring report in order to report in detail on the measures it intends to take to avoid similar events in the future as soon as these measures are defined. This report shall be carried out in accordance with the guidelines established by the competent authority.

Section 2. Management

SAD. GOLD. GEN.200 Management System.

(a) The operator shall establish, apply and maintain a management system that will cover:

(1) Clearly defined liability lines throughout the organization, including a direct security responsibility of the responsible manager;

(2) a description of the general principles and philosophies of the security operator (the security policy);

(3) the determination of the air safety hazards arising from the operator's activities, its assessment and management of the associated risks, including the adoption of measures to mitigate the risks and to verify its effectiveness;

(4) the maintenance of trained and competent personnel for the performance of their duties;

(5) the documentation of all the main processes involved in the management system, in particular a procedure aimed at raising awareness among staff about their responsibilities and the procedure for changes of such documentation;

(6) an operator's compliance control function with the corresponding requirements; compliance control shall include a system for the notification of the findings to the responsible director in order to ensure a effective implementation of the corrective measures that are necessary; and

(7) any additional requirements recommended in the relevant subparts of this Annex or other applicable annexes.

(b) The management system shall be adjusted to the size of the operator and to the nature and complexity of its activities, taking into account the hazards and related risks inherent in these activities.

SAD. GOLD. GEN.205 Activities contracted.

(a) The contracted activities shall comprise all the activities within the scope of the agreement to which the operator is hosted and carried out by another organisation, either directly, in the event that it is certified for the development of such activity, either, if it is not, developing it with the approval of the contracting operator. An operator shall ensure that, when any part of its activity is contracted or acquired, the contract or product service or product that is acquired complies with the applicable requirements.

(b) When the certified operator contracts any sector of its activity to an organization that is not itself certified in accordance with this Part to carry out such activity, the contracted organization will work with the approval of the operator. The contracting organisation shall ensure that the competent authority has access to the contracted organisation to determine the permanent conformity with the applicable requirements.

SAD. GOLD. GEN.210 Staff requirements.

(a) The operator shall appoint a responsible manager, with the ability to ensure that all activities can be financed and carried out in accordance with the applicable requirements. The manager will be responsible for establishing and maintaining an effective management system.

(b) The operator shall appoint a person or group of persons whose responsibility shall be to ensure that the operator continues to comply with the applicable requirements. Such persons shall ultimately be liable to the responsible manager.

(c) The operator shall have sufficient qualified personnel to perform the planned functions and activities in accordance with the applicable requirements.

(d) The operator shall maintain appropriate experience, qualification and training records to demonstrate that the provisions of the point (c) are met.

(e) The operator shall ensure that all staff are aware of the relevant rules and procedures for the performance of their duties.

SAD. GOLD. GEN.215 Facilities requirements.

(a) The operator shall have facilities to enable the performance and management of all planned functions and activities in accordance with the applicable requirements.

(b) When the operator carries out the activity contracted by an organisation, and the facilities are owned and provided by the organisation, in addition to the measures to be taken in respect of the operation, the operator shall be responsible for transferring to the organization the deficiencies that may exist in the facilities. It will be the responsibility of the organisation that owns the deficiencies. In the event of a lack of any deficiencies in the facilities, the use of such facilities may be suspended for any operator.

SAD. GOLD. GEN.220 Records.

(a) The operator shall establish a record-keeping system that allows for an appropriate file and reliable traceability of all developed activities, covering in particular all the elements indicated in the TAE.ORO.GEN.200.

(b) The format of the records will be specified in the operator's procedures.

(c) Records will be archived in such a way as to ensure their protection from damage, theft and alterations.

COE Subpart

Special Operator Certificate

SAD. GOLD. COE.100 Request for a special operator certificate.

(a) Before starting the operation of aircraft, the operator shall request and obtain a special operator certificate (COE) issued by the competent authority.

(b) The operator shall provide the following information to the competent authority:

(1) The official name and trade name, social reason, and postal address of the applicant;

(2) a description of the proposed operation, including the types and number of aircraft with which it will operate;

(3) a description of the management system, including the organizational structure;

(4) the name of the manager responsible;

(5) the names of persons designated under the requirements of TAE.ORO.COE.135 (a) together with their qualifications and experience; and

(6) a copy of the operations manual required under TAE.ORO.MLR.100; and

(7) a declaration that the applicant has verified all documentation submitted to the competent authority and verified that it complies with the applicable requirements.

(c) Applicants shall prove to the competent authority that:

(1) Meet all the requirements of this Annex (Part-TAE.ORO) and Annex IV (part-TAE.SPO) of this Regulation, as appropriate;

(2) all operated aircraft have an airworthiness certificate (CdA) in accordance with Annex I; and

(3) your organization and your address are the right ones and fit correctly to the extent and scope of operations.

SAD. GOLD. COE.101 Fire-fighting operations.

The fire fighting operation comprises the following activities:

(a) Observation and patrolling.

(b) coordination.

(c) water launch from aircraft.

(d) water launch from helicopter.

(e) additional specialized personnel transfer.

SAD. GOLD. COE.102 Search and Rescue Operations.

The search and rescue operation comprises the following activities:

(a) Launching objects;

(b) search for people, animals, or things; and

(c) rescue of people, animals or things by an aircraft on the ground.

(d) rescue of people, animals or things by an aircraft at sea.

SAD. GOLD. COE.105 Specifications of operations and privileges of the holder of a Special Operator Certificate.

(a) Operator privileges must be specified in the certificate operations specifications.

(b) The Agency may, upon request of the operator, authorise the operator to carry out the fire-fighting course referred to in TAE.ORO.FC.LCI.210 and issue the certificate of completion of the course. The operation specifications of the Special Operator Certificate shall include this approval. The Agency may establish a format for a fire-fighting course certificate to be used by all approved operators.

(c) When the operator issues a Certificate of Aptitude for Fire Fighting Operation according to TAE.ORO.FC.LCI.211, or a Certificate of Aptitude for Search and Rescue Operation according to TAE.ORO.FC.SAR.211 to a crew member shall comply with the format established by the Agency for such authorisations.

SAD. GOLD. COE.110 Lease Agreement.

Any lease:

(a) Any lease of an aircraft operated by the certified operator pursuant to this Part shall be subject to the approval of the competent authority.

(b) The operator certified pursuant to this Part shall only lease aircraft with crew from an operator that is not subject to an operating ban pursuant to Regulation (EC) No 2111/2005.

Lease with crew:

(c) The applicant for an aircraft lease approval with a crew of an operator from another country shall prove to the competent authority that:

(1) the operator of the other country is the holder of a valid certificate issued by the competent authority which includes the possibility of carrying out the activities to be carried out;

(2) the safety standards of the third country operator as regards the maintenance of airworthiness and the air operations are equivalent to the applicable requirements laid down in Annexes I, III and IV, and

(3) the aircraft has a standard CdA issued in accordance with ICAO Annex 8.

Leasing without crew:

(d) The operator certified in accordance with this Party who wishes to perform a lease without crew of its aircraft shall request prior approval from the competent authority. The application shall be accompanied by copies of the intended lease or the description of the lease arrangements, except the financial arrangements, as well as all other relevant documentation.

Lease with crew:

(e) Prior to the lease on a crew of an aircraft, the operator certified in accordance with this Part shall inform the competent authority.

SAD. GOLD. COE.130 Analysis of flight data.

(a) The operator shall establish and maintain a flight data analysis system, integrated in its management system, which shall be applicable to aeroplanes whose maximum certificated take-off mass exceeds 27,000 kg.

(b) When an operator uses a flight data analysis system, it shall not be used for punitive purposes and shall contain the appropriate safeguards to protect data sources.

SAD. GOLD. COE.135 Staff requirements.

(a) In accordance with TAE.ORO.GEN.210 (b), the operator shall designate the persons responsible for the management and supervision of the following areas:

(1) Flight operations;

(2) training of crews;

(3) ground operations, and

(4) airworthiness maintenance.

(5) responsible for the Flight Safety and Accident Prevention Program.

(b) Suitability and competence of staff:

(1) The operator shall employ sufficient personnel for planned operations in flight and on land.

(2) All personnel assigned to or directly participating in ground and flight operations:

i. It will be properly formed;

ii. have demonstrated their ability to perform the functions assigned to them, and

iii. know their responsibilities and the relationship that their obligations to the operation set.

(c) A person may occupy more than one of the positions indicated in (a), except that indicated in (5), provided that it is acceptable to the State Aviation Safety Agency. In the case of operators having 21 or more persons employed full-time, at least two persons shall be required to be in charge of the areas referred to in points (1), (2), (3) and (4)

SAD. GOLD. COE.140 Facility requirements.

According to TAE.ORO.GEN.215, the operator:

(a) make use of appropriate ground handling facilities to ensure the safety of their flights;

(b) establish, in its main activity centre, operational support facilities adapted to the area and type of operation, and

(c) will ensure that the available work space on each operational basis is sufficient for the staff whose action may have an impact on the safety of flight operations; needs will be taken into account of ground staff, personnel in charge of operational control, maintenance and presentation of essential registers, as well as flight planning by crews.

SAD. GOLD. COE.141 Facilities at the operational bases.

(a) The operator must develop and include in its Operations Manual the general instructions applicable to the operation of its operational bases.

(b) In the event that the flight crew, the operational and specialised personnel must be available to perform an operation with a reaction time of less than 30 minutes, the operational bases must be properly equipped, with the necessary facilities to ensure the rest of the crew.

(c) The flight crew must be provided at each of the operational bases:

(1) Teams that allow communication with the corresponding ATS center;

(2) facilities that allow you to plan for all tasks related to the operation appropriately;

(3) means to obtain up-to-date information on the current and planned meteorological conditions of the meteorological information systems for use.

(d) In the event that the physical presence of the crew at the operational base exceeds three hours, the operator must ensure that the crew has an appropriate resting place, in accordance with the provisions of the Regulation applicable in the field of flight time limitations, maximum air activity and minimum rest periods.

SAD. GOLD. COE.150 Documentation requirements.

(a) The operator shall be responsible for the preparation of the manuals and any other documentation, as well as for any modifications.

(b) The operator must be in a position to distribute the operational instructions and any other information without delay.

Subpart MLR

Manuals, on-board journals, and records

SAD. GOLD. MLR.100 Manual of operations-generalities.

(a) The operator shall establish an Operations Manual (MO) in accordance with the applicable regulations.

(b) The content of the MO shall incorporate the requirements set out in this Annex, in Annex IV (part-TAE.SPO), as appropriate, and shall not breach the conditions laid down in the operational specifications of the certificate of special operator (COE).

(c) The MO may be edited in separate parts.

(d) All operations personnel shall have easy access to the parts of the MO that are relevant to their functions.

(e) The MO will be kept up to date. All staff shall be informed of changes affecting their own functions.

(f) Each crew member shall be given a personal copy, in any accessible format, of the sections of the MO which are responsible for their duties. Each member of the crew in possession of a MO, or of the corresponding parts thereof, shall be responsible for keeping its copy up to date by integrating the updates or revisions provided by the operator.

(g) For the holders of a COE:

(1) In the case of amendments to be notified under TAE.ORO.GEN.115 (b) and TAE.ORO.GEN.130 (c), the operator shall provide the competent authority with the modifications envisaged in advance of the date of entry into vigor, and

(2) in the case of modifications of procedures associated with previously agreed elements according to TAE.ORO.GEN.130, an authorization must be obtained before the modification enters into force.

(h) Notwithstanding the provisions in g), where immediate modifications or revisions are required in the interest of operational security, it shall be possible to publish and apply them immediately, provided that approval has been requested. required.

(i) The operator shall incorporate all modifications and revisions required by the competent authority.

(j) The operator shall ensure that the information extracted from approved documents, and any modification thereof, is correctly reflected in the MO. This will not prevent the operator from publishing more prudential data and procedures in the MO.

(k) The operator shall ensure that all staff understand the language in which the parts of the MO relating to their duties and responsibilities are drawn up. The content of the MO shall be presented in a manageable format and shall respect the principles relating to human factors.

SAD. GOLD. MLR.101 Operation-Structure Manual.

The main structure of the MO will be as follows:

(a) Part A: general/basic aspects, shall comprise all policies, instructions and operational procedures not related to a particular type of aircraft;

(b) Part B: issues relating to the operation of the aircraft shall comprise all instructions and procedures related to the aircraft type, taking into account the differences between types/classes, variants or aircraft individual used by the operator;

(c) part C: instructions and information on rut/function/zone and aerodrome/area of operations;

(d) part D: training, shall comprise all training instructions for the staff required for a safe operation.

SAD. GOLD. MLR.102 Specific content in the fire fighting operations manual.

The operator must include in the Operations Manual the operational provisions of the fire fighting operations covering at least, as applicable:

(a) Observation and patrol procedures.

(b) Air Media Coordination Procedures.

(c) Procedures Water Launch from Aircraft.

(d) Water Launch Procedures from helicopter according to the launch system (s) used.

(e) Basic elements of carousel procedures.

(f) Procedures for the transfer of specialized personnel.

(g) Procedures for the determination of flight crew and operational personnel.

(h) Procedure to determine the base minima.

(i) Terminology, used in general, in the Fire.

(j) Managing and operating the specialized equipment.

(k) Procedures for carrying and operating equipment that can be classified as hazardous merchandise.

SAD. GOLD. MLR.103 Content specific to the search and rescue operations manual.

The operator must include in the Operations Manual the own operational procedures for search and rescue operations covering at least the following subjects:

(a) Search and Rescue procedures;

(b) procedures for the launch of the search and rescue team;

(c) specialized equipment handling and operation;

(d) procedures for carrying and operating equipment that can be classified as hazardous merchandise.

SAD. GOLD. MLR.105 Minimum Equipment List.

(a) A minimum equipment list (MEL), based on the relevant minimum equipment master list (MMEL), may be established, as defined in the data set by the manufacturer.

(b) The MEL and any modification thereof shall be approved by the competent authority.

(c) After any changes applicable to the MMEL, the operator shall proceed to amend the MEL within a reasonable time.

(d) In addition to the list of items, in the MEL it will appear:

(1) A preamble, including guidance and definitions for the use of flight crew and maintenance personnel to be used by the MEL;

(2) the revision status of the MMEL on which the MEL is based and the MEL review status;

(3) the scope, extent, and purpose of the MEL.

(e) The operator:

(1) will set rectification intervals for each instrument, equipment or function that is out of service and included in the MEL; the MEL rectification interval will be no less restrictive than the interval of corresponding rectification of the MMEL;

(2) will establish an effective rectifying program;

(3) will only operate the aircraft after the rectification interval specified in the MEL has expired when:

i. The deficiency has been rectified, or

ii. The rectification interval has been extended in accordance with point (f).

(f) Prior approval by the competent authority, the operator may benefit from a procedure for a single extension of the rectification intervals applicable to categories B, C and D, provided that:

(1) The extension of the rectification intervals is maintained within the scope of the MMEL for the aircraft type;

(2) the duration of the extension of the rectification interval is, at most, identical to that of the rectification interval specified in the MEL;

(3) the extension of the rectification interval is not used as a normal means to carry out the rectification of MEL elements and is used only when events outside the operator's control have prevented the rectification;

(4) the operator sets out a description of specific functions and responsibilities to control carryovers;

(5) any extension of the applicable rectification interval is notified to the competent authority, and

(6) a plan is applied to perform the rectification as soon as possible.

(g) The operator shall establish the operational and maintenance procedures referred to in the MEL taking into account the operational and maintenance procedures referred to in the MMEL. These procedures shall be part of the manual of the operator or the MEL.

(h) The operator shall modify the operational and maintenance procedures referred to in the MEL after any applicable modification of the operational and maintenance procedures referred to in paragraph 1. in the MMEL.

(i) Unless otherwise indicated in the MEL, the operator will complete:

(1) the operational procedures referred to in the MEL when you plan to operate or operate the aircraft while the non-operational item included in the list is off-duty, in accordance with its mission, and

(2) the maintenance procedures referenced in the MEL before the aircraft operation with the item included in the non-operational list.

(j) Subject to specific approval on a case by case basis of the competent authority, the operator may operate an aircraft in which certain instruments, equipment or functions are not operational, irrespective of the restrictions of the MEL, but within the constraints of the MMEL, provided that:

(1) The affected instruments, equipment or functions are within the scope of the MMEL as defined in the data set by the manufacturer;

(2) approval is not used as a normal means of operating aircraft outside the restrictions of the approved MEL and is used only when episodes outside the operator's control have prevented conformity with the MEL;

(3) the operator establishes a description of the specific functions and responsibilities of control of the operation of the aircraft under such approval, and

(4) a plan is established to rectify the instruments, items of equipment or non-operational functions or to restore the aircraft's operation in the shortest time by abiding by the restrictions of the MEL.

SAD. GOLD. MLR.110 Journal on board.

Details relating to the aircraft, its flight crew and each flight shall be kept for each flight, or series of flights, in the form of on-board daily or an equivalent document.

SAD. GOLD. MLR.115 Records.

(a) The records of the activities mentioned in ORO.GEN.200 shall be kept for at least five years.

(b) The following information used for the preparation and execution of a flight and related reports shall be kept for 3 months:

(1) the flight operational plan, if any;

(2) information documentation specific to the route to pilots (NOTAM) and aeronautical information services (AIS), if the operator edits it;

(3) mass and focused documentation;

(4) notification of special charges, including written information to the pilot-in-command about dangerous goods;

(5) the onboard journal or equivalent record, and

(6) flight reports to record details of any incident or event that the pilot-in-command deems necessary to communicate or register;

(c) Records on staff will be retained for the following periods:

Crew member training, verification and qualifications: three years.

Records relating to the crew member's recent experience: fifteen months.

Activity training, as appropriate: three years.

Hazardous goods training, as appropriate: three years.

Training record/personnel qualifications of other categories for which a training program is required: Last two training records.

(d) The operator:

(1) will keep records of all training activities, verifications and qualifications of all crew members, as set out in Part-ORO, and

(2) shall provide such records, upon request, to the appropriate crew member.

(e) The operator shall retain the information used for the preparation and execution of a flight and the personnel training records, even if the operator ceases to be an operator of that aircraft or employer of that member of the crew, provided that this happens within the deadlines set out in point (c).

(f) If a crew member becomes a member of the crew of another operator, the operator shall make available to the new operator the records relating to the crew member on request, provided that he/she is hallen within the time limits laid down in point (c).

SEC Subpart

Security

SAD. ORO.SEC.100 To Security of the flight deck.

If an aeroplane is equipped with a door access to the flight deck, it shall be possible to close it with latch from the inside, and the means shall be provided for cabin crew to inform the flight crew in case suspicious activity or security breaches occur in the cabin.

SAD. ORO.SEC.100 H Safety of the flight deck.

If a helicopter is equipped with a flight deck door, it may be closed with latch from inside the flight deck in order to prevent unauthorized access to it.

Subpart FC

Flight crew

Section 1. General requirements

SAD. GOLD. FC.100 Composition of the flight crew.

(a) The composition of the flight crew and the number of flight crew in the intended crew positions shall not be less than the minimum specified in the aircraft flight manual or the limitations (s) set for the aircraft.

(b) The flight crew shall include additional members when required by the type of operation and shall not be less than the number set out in the operations manual.

(c) All flight crew members shall be holders of a licence and of ratings issued or accepted by the competent authority, and appropriate for the duties assigned to them.

(d) A flight crew member may be relieved in flight from his duties to the controls by another duly qualified flight crew member.

(e) When contracting the services of flight crew members who are able to work for other operators, the operator shall verify that all applicable requirements of this Subpart are met, in particular the relating to recent experience, taking into account all the services provided by the flight crew member to other operators for the purpose of determining, in particular:

(1) the total number of aircraft types or variants operated, and

(2) limitations and applicable requirements in terms of flight time, activity and rest.

(f) The operator must establish in the operations manual the criteria for the selection of flight crew members, for that purpose, account should be taken of the requirements of this Annex as regards requirements experience, recent experience, training and verification for the different special air activities and operations that require specific approval.

SAD. GOLD. FC.105 Designation of pilot-in-command.

(a) A pilot belonging to the flight crew, qualified as a pilot-in-command, shall be designated by the pilot-in-command.

(b) The operator shall only appoint a flight crew member to act as a pilot in command if he/she has:

(1) The minimum level of experience specified in the operations manual;

(2) an appropriate knowledge of the environment to be overflown and aerodromes, including alternative aerodromes, facilities and procedures to be used;

(3) in the case of multiple-crew operations, has performed the operator's command course if it amounts to the degree of co-pilot or pilot-to-pilot booster.

(c) The pilot-in-command or the pilot in whom the flight development can be delegated shall have obtained initial familiarisation training with the area to be overflown and with the usual aerodromes/operations bases, the facilities and procedures to be used. This knowledge of the area and the usual aerodrome/base of operations shall be maintained by the operation in that area, or at the usual aerodrome/base of operations, at least once in a period of 12 months.

SAD. GOLD. FC.110 On-board mechanic.

When a specific position of on-board mechanic is included in the design of an aircraft, the flight crew shall have a duly qualified member in accordance with the applicable national regulations.

SAD. GOLD. FC.115 Crew Resource Management (CRM) Training.

(a) Prior to the operation, the flight crew member shall receive training in CRM, including threat and error management, appropriate to their position and adapted to the operation, as specified in the manual of operations.

(b) In training on aircraft type or class as well as on recurrent training and in the course of command, training elements in CRM shall be included.

SAD. GOLD. FC.120 Operator conversion training.

(a) In the case of aircraft or helicopter operations, the flight crew member shall complete the operator conversion training course before starting an unsupervised flight:

(1) When you pass to an aircraft for which a new type or class enablement is required, or;

(2) when you check in a new operator, or

(3) when required by the activity to be developed.

(b) The operator conversion training course shall include training in the equipment installed on board the aircraft, as appropriate for the position of the flight crew members.

(c) Compliance with the above paragraphs is developed in sections 2a and 2b.

SAD. GOLD. FC.125 Differences and familiarisation trainings.

(a) Flight crew members shall conduct differences and familiarisation training when required by applicable regulations, and where a change of equipment or procedures requires additional knowledge on the types or variants used.

(b) The operations manual will specify when such differences and familiarization training is required.

SAD. GOLD. FC.130 Regular training and checking.

(a) Each flight crew member shall complete an annual daily flight and ground training appropriate to the type or variant of aircraft in which it operates, which shall include training on the location and use of all aircraft. the emergency and safety equipment carried on board.

(b) Each flight crew member shall periodically undergo an annual verification to demonstrate its competence in carrying out normal, abnormal and emergency procedures, which may be combined for comply with the requirements for crew licensing.

(c) Compliance with the above paragraphs is developed in sections 2a and 2b.

SAD. GOLD. FC.135 Pilot qualification to operate in both piloting posts.

Flight crew members who may be assigned to operate in both piloting positions shall conduct appropriate training and checking, as specified in the operations manual.

Compliance with the above is developed in sections 2a and 2b.

SAD. GOLD. FC.140 Operation in more than one type or variant.

(a) Flight crew members operating more than one aircraft type or variant shall comply with the requirements set out in this Subpart for each type or variant, unless related credits are defined with the training, verification and recent experience requirements in the data established in accordance with the applicable requirements for the appropriate types or variants.

(b) The operations manual shall specify appropriate procedures and/or operating restrictions for any operation on more than one type or variant.

(c) Compliance with the above paragraphs is developed in sections 2a and 2b.

SAD. GOLD. FC.145 Training provision.

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

(1) in accordance with the training programs and plans established by the operator in the operations manual;

(2) by suitably qualified personnel; in the case of flight training and verification and flight simulation, the personnel providing such training and carrying out the verifications shall be qualified as compliance with applicable requirements.

(b) When establishing the training programmes and plans, the operator shall include the mandatory elements for the relevant type as defined in the data set by the aircraft manufacturer.

(c) Training and verification programs, including plans and the use of individual simulated flight training (FSTD) devices, shall be authorized by the competent authority.

(d) The FSTD shall, as far as possible, be a replica of the aircraft used by the operator. The differences between the FSTD and the aircraft shall be described and addressed at an information meeting or training activity, as appropriate.

(e) The operator shall establish a system to adequately control FSTD changes and to ensure that they do not affect the suitability of the training programs.

Section 2a Additional requirements for fire fighting operation

SAD. GOLD. FC. LCI.200 Composition of the flight crew.

(a) No flight crew shall have more than one crew member with no experience.

(b) The pilot-in-command may delegate the performance of the flight to another duly qualified pilot in accordance with the applicable requirements, provided that the requirements laid down in ORO.FC.105 (b) (1), (b) (2) and (c) are met.

(c) Specific requirements for aircraft operations in accordance with instrument flight rules (IFR) or night flight.

(1) The minimum flight crew shall be two pilots for all turboprop aircraft whose maximum certified configuration exceeds nine passenger seats and all turbojet aircraft.

(2) The aeroplanes included in point (c) (1), certified to operate with a single pilot, may be operated by a minimum crew of an appropriately qualified pilot in the case of aircraft or positioning.

(d) For operations with helicopters on IFR or night flight, with the exception of transfer flights, the minimum flight crew shall be two pilots.

(e) When a certified aircraft is operated for a single pilot in multi-pilot operation (pilot-in-command plus co-pilot), all flight crew members will have passed an MCC course, and the operator will have procedures appropriate to the type of operation, which shall be included in the Operations Manual. The pilot acting as the pilot-in-command shall have the Certificate of Aptitude for Operation Fire Fighting in the relevant category.

(f) When a certified aircraft is operated for a single pilot, in single pilot operation with two pilots:

(1) Both pilots shall be qualified as pilot-in-command and shall have the Certificate of Aptitude for Operation Fire Fighting in the relevant category, or

(2) one of the pilots shall be qualified as a pilot-in-command, of high experience, and shall have the Certificate of Aptitude for Operation Fire Fighting in the relevant category, together with an authorisation of instructor in the activity issued by AESA, while the other pilot will act as a Reinforcement Pilot in Instruction.

In case (1) only one of the crew members shall act as pilot-in-command and the corresponding flight time shall be recorded. The pilot acting as the second pilot shall not record the flight time for this operation.

In case (2), the Reinforcement Pilot in Instruction will be noted for flight time as Dual Instruction Flight Time.

In either case (1) and (2) you do not need to have passed an MCC course.

(g) Water launch operations and transfer of specialist personnel, with certified take-off mass helicopters exceeding 4,000 kg, will require operation with two pilots.

SAD. GOLD. FC. LCI.201 In-flight relief of flight crew members.

The pilot-in-command may delegate the performance of the flight to another qualified pilot,

The co-pilot may be relieved by another suitably qualified pilot.

An onboard mechanic may be relieved by a duly qualified crew member in accordance with applicable national regulations.

SAD. GOLD. FC. LCI.205 Command course.

(a) For multi-pilot operations with aeroplanes and helicopters, the command course shall include at least the following elements:

(1) FSTD training, or flight training as a pilot-in-command;

(2) verification of the competence of the pilot-in-command, performed by the operator;

(3) training on the responsibilities of the pilot-in-command;

(4) flight as pilot under supervision, as determined after the operator's proficiency check;

(5) crew resource management training.

SAD. GOLD. FC. LCI.210 Fire-fighting course.

(a) When water launch operations and crew transfers are to be carried out, before carrying out the proficiency check for the conversion course, any pilot shall have passed a Fight Against Course. fires, in the type of activity to be performed, in an operator approved according to TAE.ORO.COE.105 (b).

(b) In the case of Observation and Patrol, and Coordination, the course programme shall be developed by the operator and approved by the Agency, and shall consist of a theoretical instruction phase, with a minimum duration of 15 hours, and a Flight instruction phase, with a minimum duration of three hours of flight.

(c) In all other cases, the course programme will be developed by the operator and approved by the Agency, and will consist of a theoretical instruction phase, with a minimum duration of 30 hours, and an in-flight instruction phase, with a minimum duration of 10 hours of flight. In the case of pilots with high relevant experience on similar aircraft, the flight instruction stage may be reduced, without being less than five hours.

(d) For the courses set out in paragraph (c), in the case of helicopters, only in-flight instruction may be developed in turbine helicopters, with a minimum vacuum weight of 1,000 kg.

(e) For the courses set out in paragraph (c), in the case of aeroplanes, at least 3 hours, or a third of the total, whichever is greater, of the hours of flight instruction shall be carried out on aeroplanes of more than 2,500 kg of weight maximum at take-off.

(f) The instructors of the theoretical phase will have relevant training and experience in the subjects that are taught.

(g) Courses given in accordance with paragraph (b) may give credit to meet the minimum number of hours set out in paragraph (c).

(h) The flight instructors of the course will have instructor authorization in the activity. In the case of observation and patrol and coordination operations, the instructor shall have at least 150 hours as a pilot-in-command in fire fighting operations. In all other cases the instructor will have at least 200 hours as a pilot-in-command in water-launching operations or transfer of specialized additional personnel.

SAD. GOLD. FC. LCI.211 Certificate of Aptitude for Fire Fighting Operation.

(a) The operator must issue an Aptitude Certificate for Fire Fighting Operation, prior to the flight phase in operation under supervision for each pilot who has sufficient experience to be able to act securely as the only person to the controls in the operation to be performed.

(b) The Aptitude Certificate will be issued for an aircraft-specific category, and will only be valid for the operation on the operator that issued it.

(c) They will be differentiated, at least the following categories, with the operator being able to set additional subcategories:

(1) Single plane, those not considered complex propelled aircraft, according to Regulation 216/2008.

(2) Complex plane, any aircraft other than single aircraft.

(3) Single helicopter, those not considered complex propelled aircraft, according to Regulation 216/2008.

(4) Complex helicopter, any helicopter other than single helicopter.

SAD. GOLD. FC. LCI.212 Experience Requirements for Fire Fighting Operation.

(a) In order to be able to act as a pilot, in different types of operation, prior experience in flight hours as a pilot-in-command (PIC), flight hours in relevant activities (ACT), as well as flight hours in aircraft of similar characteristics (ASC), and flight hours in IFR (IFR), as set out in the table "LCI experience requirements".

(b) Such prior experience may be reduced if there is experience in aircraft of similar characteristics and/or experience in relevant activities in accordance with the requirements of EASA. In no case shall it be possible to act as a pilot in command if the minimum prior experience in flight hours as a pilot-in-command (PICmin) is not available as reflected in the table 'LCI experience requirements'.

Table "LCI Experience Requirements"

		PIC	ACT	ASC	PICmin
Helicopter
		-	-	-	-	-
Coordination	300	30	-	200
		50	50	50	50	50	100	400
Avion
and patrol	200	-	-	-
Coordination	300	10	-	200
Water Launch with Class Enablement Aircraft	500	50	50	300
Launch of water with type or HPA enablement aircraft	800	50	50	50 Centro_table_body "> 500

SAD. GOLD. FC. LCI.220 Operator conversion and verification training.

(a) The CRM training will be integrated into the operator conversion training course.

(b) Once an operator conversion course is initiated, the flight crew member shall not be assigned to flight functions in another type or class of aircraft until the proficiency check has been performed and have conducted a minimum of 5 hours of flight time on the relevant aircraft.

(c) The amount of training, theoretical and in flight, which the flight crew member will need for the operator conversion course will be determined in accordance with the qualification and experience standards specified in the operations, taking into account their previous training and experience. In no case shall the in-flight training, prior to the proficiency check, be less than 1 hour. Conversion training may be combined with the Fire Fight Course.

(d) The flight crew member will complete

(1) The training and verification of emergency and safety equipment before performing the proficiency check.

(2) The operator proficiency check before starting the operation.

(3) For multi-pilot or single pilot operation with two pilots, a flight phase in operation under supervision, after obtaining the Certificate of Aptitude for Operation Fire Fighting in the aircraft category corresponding.

(4) An operation verification at the end of the operational flight under monitoring.

(e) Until an Aptitude Certificate for Fire Fighting Operation is available, a pilot may only be part of the crew acting as a co-pilot in multi-pilot operation, or as a booster pilot in instruction, for monopilot operation.

SAD. GOLD. FC. LCI.230 Regular training and checking.

(a) Each flight crew member shall complete an annual training and verification period appropriate to the type or variant of aircraft in which they operate.

(b) In addition, each flight crew member shall complete an annual training and verification period appropriate to the fire fighting activity in which the operation is performed. This training and verification may be performed in combination with the training and verification in one of the aircraft types in which it is operated.

(c) Operator proficiency check:

(1) Each flight crew member shall complete the operator's proficiency checks on all the functions which he or she may develop as a crew member in order to demonstrate the competence of the flight crew member. development of normal, abnormal and emergency procedures.

(2) Where the flight crew member is required to operate under IFR, the operator's proficiency check shall be carried out without external visual references, as appropriate.

(3) The validity period of the operator's proficiency check shall be twelve calendar months.

(d) Emergency and Safety Equipment Training and Verification: Each flight crew member will conduct training and verification in relation to the location and use of all emergency and emergency equipment. Safety on board. The period of validity of the verification of emergency and safety equipment shall be 12 calendar months. Personnel conducting water operations where there is a risk that the aircraft is submerged shall receive training in an alumnus, or equivalent mitigation measure.

(e) CRM Training:

(1) In all appropriate phases of periodic training CRM elements must be integrated.

(2) Each flight crew member will perform a specific modular CRM training. All major CRM training topics will be dealt with through distributed modular training sessions with as much homogeneity as possible in each three-year period.

(f) Each flight crew member shall conduct ground training and flight instruction on an FSTD or an aircraft, or a combination of FSTD and aircraft training, at least every 12 calendar months.

(g) The periods of validity indicated in points (b) (3), (c) and (d) must be counted from the end of the month in which the verification was carried out.

(h) When the training or verifications required above are carried out within the last three months of the validity period, the new validity period shall be counted from the original expiry date.

(i) It shall not be possible to act as a Pilot in command of an aircraft if no three operations, corresponding to the activity to be performed, have been carried out in the last ninety days in the aircraft type or class or in another similar.

(j) You cannot act as a Pilot in command of an aircraft if a proficiency check, or at least one hour of periodic training, on the activity to be performed on the type or class has not been performed in the last 180 days. aircraft or other similar features, and if in the last ninety days three operations have not been performed on the aircraft type or class or on other similar characteristics.

SAD. GOLD. FC. LCI.235 Pilot qualification to operate in both piloting posts.

(a) Commanding pilots whose functions require them to operate in any of the piloting posts and perform the functions of a co-pilot, or the pilots in command who are required to carry out training or verification functions, perform additional training and verification as specified in the operations manual. The verification can be carried out in conjunction with the proficiency check of the operator established at TAE.ORO.FC.230 (b).

(b) Additional training and verification must include at least the following:

(1) An engine failure during takeoff;

(2) Approximation and engine maneuver with an off-duty engine, and

(3) Landing with an off-duty engine.

(4) Special attention will be given to procedures and attitudes in accordance with the CRM aspects, especially in the verifications of the pilots in command who are required to carry out training and verification functions.

(c) In the case of helicopters, the pilots will also carry out their proficiency checks from left and right positions, in alternative competition checks, provided that verification of the competence of the type rating is combined with the proficiency check of the operator the pilot-in-command performs his/her training or verification from the normally busy piloting post.

(d) When engine failure maneuvers are performed on an aircraft, engine failure shall be simulated.

(e) When performing functions in the co-pilot position, the verifications required at TAE.ORO.FC.230 to act on the pilot-in-command post shall be, in addition, valid and up to date.

(f) The pilot on the pilot-in-command must have demonstrated, in conjunction with the operator's proficiency check established at TAE.ORO.FC.230 (b), skill and practice in the procedures that would normally not be the case. responsibility. When the differences between the left and right piloting posts are not important, the practice can be carried out in either position.

(g) The pilot who is not the pilot-in-command and who is in charge of the pilot-in-command shall demonstrate, in conjunction with the operator's proficiency check established in the TAE.ORO.FC.230 (b), skill and practice in the procedures that would be the responsibility of the pilot-in-command when acting as a supervisory pilot. When the differences between the left and right piloting posts are not important, the practice can be carried out in either position.

SAD. GOLD. FC. LCI.240 Operation in more than one type or variant

(a) Restrictions on procedures or operational procedures for the operation of more than one type or variant, as set out in the operations manual and approved by the competent authority, shall include:

(1) the minimum level of experience for flight crew members;

(2) the minimum level of experience in a type or variant before the start of training and operation of another type or variant;

(3) the process that a qualified flight crew member will follow in a type or variant for training and qualification in another type or variant, and

(4) all applicable recent experience requirements for each type or variant.

(b) No more than 3 aircraft types/class can be operated. Exceptionally, the operation may be authorised in 4 different types/class if at least two of them correspond to the same aircraft type/class in their single-pilot and multi-pilot versions.

Section 2b Additional Requirements for Search and Save Operation

SAD. GOLD. FC.SAR.200 Composition of the flight crew.

(a) No flight crew shall have more than one crew member with no experience.

(b) The pilot-in-command may delegate the performance of the flight to another duly qualified pilot in accordance with the applicable requirements, provided that the requirements laid down in ORO.FC.105 (b) (1), (b) (2) and (c) are met.

(c) Specific requirements for aircraft operations in accordance with instrument flight rules (IFR) or night flight.

(1) The minimum flight crew shall be two pilots for all turboprop aircraft whose maximum certified configuration exceeds nine passenger seats and all turbojet aircraft.

(2) The aeroplanes included in point (c) (1), certified to operate with a single pilot may be operated by a minimum crew of a suitably qualified pilot in case of aircraft transfer or positioning.

(d) For operations with helicopters on IFR or night flight, with the exception of transfer flights, the minimum flight crew shall be two pilots,

(e) When a certified aircraft is operated for a single pilot in multi-pilot operation (pilot-in-command plus co-pilot), all flight crew members will have passed an MCC course, and the operator will have procedures appropriate to the type of operation, which shall be included in the Operations Manual. The pilot acting as the pilot-in-command shall have the Certificate of Aptitude for Operation of Search and Salvage in the relevant category.

(f) When a certified aircraft is operated for a single pilot, in single-pilot operation, with two pilots:

(1) Both pilots will be qualified as pilot-in-command and will have the Certificate of Aptitude for Search and Rescue Operation in the relevant category, or

(2) One of the pilots will be qualified as a pilot-in-command and will have the Certificate of Aptitude for Search and Rescue Operation in the relevant category, together with an instructor's authorization in the activity issued by AESA, while the other pilot will act as a Reinforcement Pilot in Instruction.

In case (1) only one of the crew members shall act as pilot-in-command and the corresponding flight time shall be recorded. The pilot acting as the second pilot shall not record the flight time for this operation.

In case (2), the Reinforcement Pilot in Instruction will be noted for flight time as Dual Instruction Flight Time.

In either case (1) and (2) you do not need to have passed an MCC course.

SAD. GOLD. FC.SAR.201 In-flight relief of flight crew members.

The pilot-in-command may delegate the performance of the flight to another qualified pilot,

The co-pilot may be relieved by another suitably qualified pilot.

An onboard mechanic may be relieved by a duly qualified crew member in accordance with applicable national regulations.

SAD. GOLD. FC.SAR.205 Command course.

(a) For multi-pilot operations with aeroplanes and helicopters, the command course shall include at least the following elements:

(1) FSTD training, or flight training as a pilot-in-command;

(2) Verification of the competence of the pilot-in-command, performed by the operator;

(3) Training on the responsibilities of the pilot-in-command;

(4) Flight as pilot under supervision, as determined after the operator's proficiency check;

(5) Crew resource management training.

SAD. GOLD. FC.SAR.211 Certificate of Aptitude for Search and Rescue Operation.

(a) The operator must issue an Aptitude Certificate for Search and Rescue Operation, prior to the operational flight phase under supervision for each pilot who has sufficient experience to be able to act. securely as the only person to the controls in the operation to be performed.

(b) The Aptitude Certificate will be issued for an aircraft-specific category, and will only be valid for the operation on the operator that issued it.

(c) They will be differentiated, at least the following categories, with the operator being able to set additional subcategories:

(1) Single plane, those not considered complex propelled aircraft, according to Regulation 216/2008.

(2) Complex plane, any aircraft other than single aircraft.

(3) Single helicopter, those not considered complex propelled aircraft, according to Regulation 216/2008.

(4) Complex helicopter, any helicopter other than single helicopter.

SAD. GOLD. FC.SAR.212 Experience Requirements for Search and Rescue Operation.

(a) In order to be able to act as a pilot, in different types of operation, prior experience in flight hours as a pilot-in-command (PIC), flight hours in relevant activities (ACT), as well as Flight hours in aircraft of similar characteristics (ASC), and flight hours in IFR (IFR), as set out in the table "Experience SAR requirements".

(b) Such prior experience may be reduced if there is experience in aircraft of similar characteristics and/or experience in relevant activities in accordance with the requirements of EASA. In no case shall it be possible to act as a pilot-in-command if the minimum prior experience in flight hours as a pilot-in-command (PICmin) is not available as reflected in the 'Experience SAR Requirements' table.

Table "SAR Experience Requirements"

Launch of objects and search for people, animals, or things on land

and Rescue on Aircraft certificates for more than one pilot

		PIC	ACT	ASC	IFR	PICmin
	Helicopter
300	50	50	-	200
objects and finding people, animals, or things at sea	300	50	50	40	200
, animals, or things on land rescue	700	50	200	-	400
, animals, or things at sea rescue	1000	100	100	100	600
Avion
	Search and Rescue on Certified Aircraft for a pilot	400	10	10	100	200
1000	100	100	100	300

(c) To be used as a co-pilot for rescue operations of people, animals or helicopter things at sea, it will be necessary to have 500 hours of flight time as pilot-in-command and 50 hours of flight in IFR, with the reduction of hours of pilot-in-command in accordance with the requirements of EASA, up to a minimum of 350 hours of flight time as pilot-in-command.

(d) To be used as a co-pilot in search and rescue operations on a certified aircraft for more than one pilot, it will be necessary to have 200 hours of flight time as pilot-in-command and 50 hours of flight time in IFR, with the reduction of hours of pilot-in-command in accordance with what is established by EASA.

SAD. GOLD. FC.SAR.220 Operator conversion and verification training.

(a) The CRM training will be integrated into the operator conversion training course.

(b) Once an operator conversion course is initiated, the flight crew member shall not be assigned to flight functions in another type or class of aircraft until the proficiency check has been performed and have conducted a minimum of 5 hours of flight time on the relevant aircraft.

(c) The amount of training, theoretical and in flight, which the flight crew member will need for the operator conversion course will be determined in accordance with the qualification and experience standards specified in the operations, taking into account their previous training and experience. In no case shall the in-flight training, prior to the verification of competence, be less than 2 hours. The conversion training shall include training, both theoretical and in-flight, in the specific characteristics of the Search and Rescue operation.

(d) The flight crew member will complete:

(1) The training and verification of emergency and safety equipment before performing the proficiency check.

(2) The operator proficiency check before starting the operation.

(3) A flight phase in operation under supervision, after obtaining the Certificate of Aptitude for Search and Rescue Operation in the appropriate aircraft category.

(4) An operation verification at the end of the operational flight under monitoring.

(e) Until a Certificate of Aptitude for Search and Rescue Operation is available, a pilot may only be part of the crew acting as a co-pilot in multi-pilot operation, or as a booster pilot in instruction, for monopilot operation.

SAD. GOLD. FC.SAR.230 Regular training and checking.

(a) Each flight crew member shall complete an annual training and verification period appropriate to the type or variant of aircraft in which they operate.

(b) In addition, each flight crew member shall complete an annual training and verification period appropriate to the fire fighting activity in which the operation is performed. This training and verification may be performed in combination with the training and verification in one of the aircraft types in which it is operated.

(c) Verification of operator competence:

(1) Each flight crew member shall complete the operator's proficiency checks on all the functions which he or she may develop as a crew member in order to demonstrate the competence of the flight crew member. development of normal, abnormal and emergency procedures.

(2) Where the flight crew member is required to operate under IFR, the operator's proficiency check shall be carried out without external visual references, as appropriate.

(3) The validity period of the operator's proficiency check will be 12 calendar months.

(d) Emergency and Safety Equipment Training and Verification: Each flight crew member will conduct training and verification in relation to the location and use of all emergency and safety equipment. on board. The period of validity of the verification of emergency and safety equipment shall be 12 calendar months. Personnel conducting water operations where there is a risk that the aircraft is submerged shall receive training in an alumnus, or equivalent mitigation measure.

(e) CRM Training:

(1) In all appropriate phases of periodic training CRM elements must be integrated.

(2) Each flight crew member will perform a specific modular CRM training. All major CRM training topics will be dealt with through distributed modular training sessions with as much homogeneity as possible in each three-year period.

(f) Each flight crew member shall conduct ground training and flight instruction on an FSTD or an aircraft, or a combination of FSTD and aircraft training, at least every 12 calendar months.

(g) The periods of validity indicated in points (b) (3), (c) and (d) must be counted from the end of the month in which the verification was carried out.

(h) When the training or verifications required above are carried out within the last 3 months of the validity period, the new validity period shall be counted from the original expiry date.

(i) You cannot act as a Pilot in command of an aircraft if a proficiency check, or at least one hour of periodic training, in the activity to be performed on the type or class has not been performed in the last 180 days. aircraft or other similar features, and if in the last ninety days three operations have not been performed on the aircraft type or class or on other similar characteristics.

SAD. GOLD. FC.SAR.235 Pilot qualification to operate in both piloting posts.

(a) Commanding pilots whose functions require them to operate in any of the piloting posts and perform the functions of a co-pilot, or the pilots in command who are required to carry out training or verification functions, perform additional training and verification as specified in the operations manual. The verification can be carried out in conjunction with the proficiency check of the operator established at TAE.ORO.FC.230 (b).

(b) Additional training and verification must include at least the following:

(1) An engine failure during takeoff;

(2) Approximation and engine maneuver with an off-duty engine, and

(3) Landing with an off-duty engine.

(4) Special attention will be given to procedures and attitudes in accordance with the CRM aspects, especially in the verifications of the pilots in command who are required to carry out training and verification functions.

(c) In the case of helicopters, the pilots will also carry out their proficiency checks from left and right positions, in alternative competition checks, provided that verification of the competence of the type rating is combined with the proficiency check of the operator the pilot-in-command performs his/her training or verification from the normally busy piloting post.

(d) When engine failure maneuvers are performed on an aircraft, engine failure shall be simulated.

(e) When performing functions in the co-pilot position, the verifications required at TAE.ORO.FC.230 to act on the pilot-in-command post shall be, in addition, valid and up to date.

(f) The pilot on the pilot-in-command must have demonstrated, in conjunction with the operator's proficiency check established at TAE.ORO.FC.230 (b), skill and practice in the procedures that would normally not be the case. responsibility. When the differences between the left and right piloting posts are not important, the practice can be carried out in either position.

(g) The pilot who is not the pilot-in-command and who is in charge of the pilot-in-command shall demonstrate, in conjunction with the operator's proficiency check established in the TAE.ORO.FC.230 (b), skill and practice in the procedures that would be the responsibility of the pilot-in-command when acting as a supervisory pilot. When the differences between the left and right piloting posts are not important, the practice can be carried out in either position.

SAD. GOLD. FC.SAR.240 Operation in more than one type or variant.

(a) Restrictions on procedures or operational procedures for the operation of more than one type or variant, as set out in the operations manual and approved by the competent authority, shall include:

(1) the minimum level of experience for flight crew members;

(2) the minimum level of experience in a type or variant before the start of training and operation of another type or variant;

(3) the process that a qualified flight crew member will follow in a type or variant for training and qualification in another type or variant, and

(4) all applicable recent experience requirements for each type or variant.

(b) No more than 3 aircraft types/class can be operated. Exceptionally, the operation may be authorised in 4 different types/class if at least two of them correspond to the same aircraft type/class in their single-pilot and multi-pilot versions.

Subpart TC

Operational personnel

SAD. GOLD. TC.100 Scope.

This Subpart sets out the requirements to be met by the operator when operating an aircraft with operational personnel, necessary for the development of the operation.

SAD. GOLD. TC.105 Conditions for assignment of functions.

(a) Only operational personnel will be assigned functions if:

(1) Are at least 18 years of age;

(2) are physically and mentally fit to safely perform assigned roles and responsibilities;

(3) have performed all the trainings required in this Subpart to perform the assigned functions;

(4) your competencies have been verified to perform all assigned functions in accordance with the procedures specified in the Operations Manual.

SAD. GOLD. TC.110 Training and verification.

(a) The operator shall establish a training programme in accordance with the applicable requirements of this Subpart covering the tasks and responsibilities to be performed by the operational staff, who shall be specified in the Operations Manual.

(b) After completing initial training, operator conversion training, differences training and periodic training, each operational staff will undergo a verification to demonstrate their skills in the field. development of normal and emergency procedures.

(c) The training and verification for each training course shall be conducted by suitably qualified and experienced personnel in the relevant subject matter, in accordance with the provisions of the Manual of Operations. The operator shall inform the competent authority of the personnel carrying out the verifications.

SAD. GOLD. TC.115 Initial training.

Before the operator's conversion training is complete, the operational staff will have performed an initial training, which will include:

(a) General theoretical aviation and aviation regulations covering all elements corresponding to the tasks and responsibilities required of the operational staff;

(b) emergency and safety training in the aircraft model;

(c) ground and water survival training, appropriate to the type and zone of operation;

(d) aeronautical medical aspects and first aid, and

(e) appropriate communications and CRM elements of TAE.ORO.FC.115 and TAE.ORO.FC.215.

SAD. GOLD. TC.120 Operator conversion training.

All operational staff will perform:

(a) Operator conversion training, including appropriate CRM elements,

(1) Before being assigned for the first time by the operator to work as operational personnel, or

(2) when changing to a different type or aircraft class, if any of the equipment or procedures mentioned in point b) vary.

(b) Operator conversion training will include:

(1) The location and mode of use of all safety and survival equipment that are carried on board the aircraft;

(2) all normal and emergency procedures;

(3) the on-board equipment used to perform functions on the aircraft or on land in order to assist the pilot during operations.

SAD. GOLD. TC.125 Differences training.

(a) All operational personnel shall perform a difference training when the equipment or procedures of the types or variants that are being used vary.

(b) The operator shall specify in the operations manual when such differences training is required.

SAD. GOLD. TC.130 Familiarisation flights.

Once the operator conversion training is complete, all operational personnel will perform familiarisation flights before operating. The number and duration of the flights to be performed shall be in accordance with the requirements set out in the Operations Manual and by the verifier staff following the verification established at TAE.ORO.TC.110 (b).

SAD. GOLD. TC.135 Regular training.

(a) Within each 12-month period, any operational personnel shall carry out periodic training appropriate to the type or class of aircraft and equipment operating. CRM elements must be integrated in all appropriate phases of the periodic training.

(b) Regular training will include theoretical and practical instruction.

SAD. GOLD. TC.140 Refresher Training.

(a) Any operational personnel who have not performed functions in the preceding 6 months shall perform the refresher training specified in the operations manual.

(b) Operating personnel who have not developed flight functions in a particular type or class of aircraft during the preceding 6 months shall complete, before being assigned to such type or class:

(1) Refresh training on type or class, or

(2) two actions on the aircraft type or class, performing the corresponding functions.

Subpart PA

Additional staffing and support for operations

SAD. GOLD. PA.100 Information for personnel on board.

Before each flight or series of flights, all additional personnel on board will receive a briefing which will at least consist of boarding and disembarkation procedures as well as safety and evacuation instructions in case of accident.

This briefing will not be necessary when additional staff have received instruction/training in this respect, in the last thirty days.

SAD. GOLD. PA.105 Additional personnel on board.

(a) The operator shall establish in the Operations Manual procedures and limitations for flights with personnel.

(b) Additional staff other than the additional specialist on board may be permitted only in coordination, observation and search operations. In such cases, before boarding, the additional staff shall have signed a statement responsible for the knowledge of the risks of the operation and the conditions under which it is developed, and their compliance with the participation in the activity. This declaration must be archived on land by the operator.

SAD. GOLD. PA.110 Personal support for operations, training and verifications.

The operator must establish in the Operations Manual a training and verification program, initial and periodic, applicable to operations support personnel who, without going on board aircraft, perform functions that can influence the security of the operation.

This program should include the qualifications of personnel who can impart instruction and carry out verifications.

ANNEX IV

RULES FOR AIR OPERATIONS

Part-TAE.SPO

Subpart A

General requirements

TAE.SPO. GEN.100 Competent Authority.

For the purposes of this Annex, the competent authority responsible for exercising the supervision of operators subject to these requirements shall be the State Aviation Safety Agency.

TAE.SPO. GEN.105 Flight crew responsibilities.

(a) The crew member shall be responsible for the proper execution of the functions specified in the instructions and procedures set out in the operations manual and related to the operational safety of the crew. aircraft and its occupants.

(b) During the critical phases of the flight or when the pilot-in-command deems it necessary, crew members must be in their assigned positions unless otherwise set out in the procedures standard operational (SOP).

(c) During the flight, the flight crew will keep their seat belt fastened while in their position.

(d) During flight, at least one qualified flight crew member must remain at the aircraft controls.

(e) The crew member shall not assume their obligations in an aircraft:

(1) If you suffer from or suspect that you have fatigue, or think you are not in the optimal condition to perform your functions; or

(2) when you are under the influence of psychoactive substances or alcohol.

(f) The crew member who provides services for more than one operator must:

(1) Maintain individual records indicating activity and flight times and rest periods; and

(2) provide each operator with the data necessary to carry out the programming in accordance with applicable flight time limitation (FTL) requirements.

(g) The crew member must notify the pilot-in-command:

(1) any failure, malfunction, fault or defect that you consider may affect airworthiness or safe handling of the aircraft, including emergency systems; and

(2) any incident that is putting or could endanger the security of the operation.

(h) The crew must notify through the event notification system (SNS), any event (interruption of operation, defect, deficiency or other abnormal circumstance that they have had, or may have, consequences on air safety) according to Royal Decree 1334/2005. In the case of those organisations which have an Operational Safety Management System (SMS/SGSO) or an Office of the Flight Safety and Accident Prevention Programme, they may make such notification through them and, The operator must then forward the event to the SNS.

TAE.SPO. GEN.106 Operational Staff Responsibilities.

(a) Operational personnel are responsible for the proper execution of their functions according to the standard operational procedures (SOPs).

(b) During the critical phases of the flight or when the pilot-in-command considers it necessary for safety, the operational personnel must be in their assigned positions unless otherwise established in the SOPs.

(c) During the flight, the operational personnel shall ensure that they are properly moored when operations are carried out with doors opened or disassembled.

(d) Operational personnel must notify the pilot-in-command:

(1) Any failure, malfunction, fault or defect that you consider may affect airworthiness or safe handling of the aircraft, including emergency systems; and

(2) any incident that is putting or could endanger the security of the operation.

(e) Operational personnel shall not assume their obligations in an aircraft:

(1) If you suffer from or suspect that you have fatigue, or think you are not in the optimal condition to perform your functions; or

(2) when you are under the influence of psychoactive substances or alcohol.

TAE.SPO. GEN.107 Responsibilities and Pilot Authority to the Command.

(a) The pilot in command is responsible for:

(1) the safety of the aircraft, all crew members, operational and specialist personnel, and cargo on board during aircraft operations;

(2) the start, continuation, end, or detour of a flight;

(3) ensure compliance with checklists and operational procedures as specified in the applicable manual;

(4) do not start a flight unless you are fully confident that the aircraft complies with applicable operational limitations, and that:

i. The aircraft is airworthy;

ii. the aircraft is properly registered;

iii. the instruments and equipment necessary for the execution of the flight are installed on the aircraft and are operational, unless the operation with the inoperative equipment is permitted in the Minimum Equipment List (MEL) or in an equivalent document, if is applicable, as indicated in TAE.SPO.IDE.A. 105, TAE.SPO.IDE.H. 105, TAE.SPO.IDE.S. 105 or TAE.SPO.IDE.B. 105;

iv. aircraft load and balance are such that the flight can be performed within the limits set forth in the airworthiness documentation;

v. all equipment and cargo is properly located and secured; and

vi. the operational limitations of the aircraft specified in the flight manual (AFM) are not exceeded at any point in the flight;

(5) Not to commence flight when the ability of flight crew members or operational personnel to perform their duties is significantly reduced by the decrease in their faculties due to such causes. as fatigue, disease, lack of oxygen or the effects of alcohol or drugs;

(6) Do not continue the flight beyond the nearest airport usable by weather issues when the capacity of the flight crew members or specialist personnel to perform their duties is seen significantly reduced due to decreased faculties due to causes such as fatigue, disease, lack of oxygen or the effects of alcohol or drugs;

(7) Deciding according to the list of deviations from the configuration (CDL) or minimum equipment list (MEL), or equivalent document, if you accept for flight or reject an aircraft with breakdowns;

(8) Record of use data, and of all defects of the aircraft known or suspected at the end of the flight, in the technical book of the aircraft or in the onboard journal, and

(9) In case flight recorders are installed:

i. Do not be off or off during flight; and

ii. in the case of an accident or incident subject to notification:

A. They are not intentionally erased;

B. are deactivated immediately after the flight is completed and

C. are reactivated only with the consent of the investigating authority.

(b) The pilot-in-command has the authority to refuse or to disembark any person or goods which, in his opinion, may pose a potential hazard to the safety of the aircraft or its occupants.

(c) The pilot-in-command should, as soon as possible, inform the appropriate Air Traffic Services (ATS) unit of any hazardous flight condition that is liable to affect the safety of another aircraft.

(d) However, in (a) (6), in a multi-manned operation, the pilot-in-command may continue the flight beyond the nearest aerodrome or operating site if mitigation procedures are available. appropriate.

(e) In an emergency situation that endangers the operation or safety of the aircraft or persons on board, the pilot-in-command shall take the measures deemed necessary in the interest of safety. If these measures imply a violation of local regulations or procedures, the pilot-in-command shall be responsible for notifying the competent authority and the operator without delay.

(f) The pilot-in-command should report any act of unlawful interference without delay to the competent authorities and inform the operator.

(g) The pilot-in-command shall notify the nearest competent authority by the quickest means of any accident affecting an aircraft and resulting in serious injury or death of any person or substantial damage to the aircraft. aircraft or properties.

TAE.SPO. GEN.110 Compliance with laws, regulations and procedures.

The pilot-in-command, crew members and operational personnel shall comply with relevant laws, regulations and procedures as well as operational procedures and checklists.

TAE.SPO. GEN.115 Common Language.

All flight crew members, operational personnel, and specialist personnel must be able to communicate in a common language, which will be Spanish or, in their English defect.

TAE.SPO. GEN.120 Shooting of aircraft.

The operator shall ensure that the shooting of an aeroplane in the movement area of an aerodrome shall only be performed if the person at the controls:

(a) Is a properly qualified pilot; or

(b) has been named by the operator and:

(1) It is formed to perform the shooting of the aircraft;

(2) is formed for the use of radio telephony;

(3) has received training in relation to the general arrangement of an aerodrome, routes, signs, markings, light beacons, signalling and instructions for air traffic control (ATC), phraseology and procedures; and

(4) is capable of acting in accordance with the operational standards required to safely displace the aircraft at the aerodrome.

TAE.SPO. GEN.125 rotor actuation-helicopters.

The rotor of a helicopter shall only be able to rotate with power for flight effects when it is at the controls of a qualified pilot.

TAE.SPO. GEN.130 Portable electronic devices.

(a) The operator shall not allow any person to use portable electronic devices on board an aircraft that may adversely affect the performance of the aircraft systems and equipment.

(b) The aircraft operator must ensure that procedures are established for the proper use of portable equipment on board the aircraft.

TAE.SPO. GEN.135 Information on transported emergency and survival equipment.

The operator must, at all times, have available for immediate communication to the rescue coordination centres (RCC) lists containing the information relating to emergency and survival equipment. transported on board.

TAE.SPO. GEN.140 Documents, manuals and information to be carried on board.

(a) The following documents, manuals and information shall be kept on board on each flight, as original or copy unless otherwise set out below:

(1) The MVA (AFM), or equivalent document/s;

(2) the original registration certificate certificate;

(3) the original airworthiness certificate (cda);

(4) the noise certificate, if applicable;

(5) copy of the special operator certificate;

(6) the list of specific approvals, if applicable;

(7) the aircraft station license, if applicable;

(8) the civil liability insurance certificate/s;

(9) the flight journal of the aircraft or equivalent;

(10) technical record of the aircraft, as set out in the airworthiness requirements, if applicable;

(11) flight plan details ats presented, if applicable;

(12) current and appropriate aeronautical charts for the route/area of the intended flight and for all routes for along which it is reasonable to expect the flight to be diverted;

(13) visual signal procedures and information for use by an interceptor aircraft and an intercepted aircraft;

(14) information regarding search and rescue services for the area on which the flight is scheduled to take place;

(15) the corresponding parts of operations manual and/or poe (sop's) applicable to the tasks to be performed by the crew members and operating personnel, which are easily accessible to them;

(16) The minimum equipment list (mel) or configuration deviation list (cdl), if applicable;

(17) NOTAM's and information necessary for the flight planning of the Aeronautical Information System (AIS);

(18) appropriate weather information, if applicable;

(19) load manifest, if applicable;

(20) Any other documentation that may be relevant to the flight that is required by the States in which the flight is conducted; and

(21) applicable exemption letters.

(b) Without prejudice to (a), the documents and information indicated from (a) (2) to (a) (11) and (a) (14), (a) (17), (a) (18) and (a) (19) may be maintained at the aerodrome or place of operation, on flights:

(1) Where take-off and landing is to be performed at the same aerodrome or operating site; or

(2) performed within a distance or area determined by the competent authority.

(c) In the event of loss or theft of documents specified from (a) (2) to (a) (8), the operation may be continued until the flight reaches its destination or a place where the documents may be provided.

(d) The operator shall make available to the competent authority, within a reasonable period of time from the moment at which it is required, the required documentation to be carried on board.

TAE.SPO. GEN.145 Preservation, production and use of flight data recorder recordings.

(a) After an accident or incident that is subject to mandatory reporting, the operator of an aircraft shall preserve the original data recorded over a period of 60 days unless another period is set by the aircraft operator. the authority responsible for the investigation.

(b) The operator shall perform operational verifications and assessments of flight data recorder (FDR) recordings, flight deck voice recorder (CVR) and data link to ensure functionality continuous of the recorders.

(c) The operator shall retain the recordings for the operational time period of the FDR as required by TAE.SPO.IDE.A. 145 or TAE.SPO.IDE.H. 145, except for the test or verification and maintenance object of the FDR, up to 1 hour of the oldest recording material at the time of the test may be erased.

(d) The operator shall maintain and maintain the updated documentation that presents all the information necessary to convert the untreated FDR data into parameters expressed in engineering units.

(e) The operator shall make available any recording of the flight recorders that have been preserved, if determined by the competent authority.

(f) the CVR recordings shall be used only for purposes other than those of the investigation of an accident or incident subject to mandatory notification if all crew members and staff members are Affected maintenance consents.

(g) FDR recordings or data link recordings will be used only for purposes other than those of the investigation of an accident or incident subject to mandatory notification if such recordings are:

(1) Used by the operator only for the purpose of airworthiness or maintenance;

(2) identified; or

(3) revealed under safe procedures.

TAE.SPO. GEN.150 Transfer of Dangerous Goods.

(a) The shipment of dangerous goods by air must be operated in accordance with Annex 18 to the Chicago Convention, including its supplements and any adendum or corrigendum.

(b) Only an approved operator is authorized to transport Dangerous Goods except when:

(1) They are not subject to technical instructions in accordance with Part 1 of those technical instructions;

(2) are moved by specialist personnel or crew members or in the separate cargo compartment, in accordance with Part 8 of the technical instructions;

(3) are required on board the aircraft for specialized functions according to the technical instructions;

(4) are used to provide flight safety when their cargo on board the aircraft is reasonable to ensure their availability in time for operational reasons, whether these items and substances are necessary in respect of the aircraft. to a particular flight as if not.

(c) The operator shall establish procedures to ensure that all reasonable measures are taken to prevent dangerous goods being transported on board in an inadvertent manner.

(d) The operator must provide the staff with the information necessary to fulfill their responsibilities, as required by the Technical Instructions.

(e) The operator must, in accordance with the Technical Instructions, report as soon as possible to the State Aviation Safety Agency on:

(1) Any incident or accident involving dangerous goods;

(2) the location of dangerous goods carried by operating personnel, additional or crew, or their baggage, when they do not comply with Part 8 of the Technical Instructions.

(f) The operator must ensure that the operational personnel have the information related to dangerous goods.

(g) The operator shall ensure that notifications of information on dangerous goods are supplied at acceptance points for loading according to the Technical Instructions

TAE.SPO. GEN.155 Use of dangerous goods.

The operator must not fly over congested areas of cities, municipalities or settlements or on a concentration of people outdoors when applying or using dangerous goods, unless the activity to perform this specifically and depending on the risk analysis performed by the operator.

TAE.SPO. GEN.160 Transfer of arms.

(a) The operator shall ensure that, when weapons are carried on a flight by specialised personnel, they are safe when they are not used.

(b) Specialist personnel who must use weapons must take all necessary measures to prevent damage to the aircraft or persons on board or on shore.

TAE.SPO. GEN.165 Admission to the flight deck.

The pilot-in-command shall make the final decision regarding admission to the flight deck, and shall ensure that:

(a) Admission to the flight deck does not cause distraction or interference with the operation of the flight; and

(b) all people in the flight deck have been familiar with the operational safety procedures that correspond.

Subpart B

Operating Procedures

TAE.SPO. OP.100 Use of aerodromes and operating sites.

Without prejudice to the rules of application to aerodromes or operating bases, the operator shall only use those which are appropriate to the types of aircraft and the operations in question and which permit the operation of the aircraft. the aircraft is safe, in accordance with the risk analysis carried out by the operator.

TAE.SPO. OP.105 Specifications for insulating aircraft-aircraft.

For the selection of alternative aerodromes and fuel policy, the operator shall consider an aerodrome as an isolated aerodrome if the flight time to the nearest suitable destination alternate aerodrome is more than:

(a) for piston engine aircraft, 60 minutes; or

(b) for turbine-powered aircraft, 90 minutes.

TAE.SPO. OP.110 Air-plane operation minima-Aircraft and helicopters-

(a) For IFR flights, the operator must set the operating minima for each aerodrome of departure, destination and alternative to be used. Such minimums should be:

(1) No lower than those specified by the State in which the aerodrome is located, except in the case that the competent authority approves otherwise; and

(2) approved by the State Aviation Safety Agency in advance, when low visibility operations are carried out.

(b) Where the operating minima of an aerodrome applicable to each particular type of operation are established, the operator shall take into account:

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

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

(3) the dimensions and characteristics of the final approach and take-off areas and tracks that may be selected for use;

(4) the characteristics and adequacy of visual and non-visual aids on the surface.

(5) the navigation and control equipment of the flight path available on the aircraft during takeoff, approach, landing and missed approach.

(6) the obstacles in the areas of approach, frustrated approach and ascent that allow the execution of contingency procedures and the necessary margin;

(7) height margin with respect to obstacles to instrumental approach procedures;

(8) means to determine and report weather conditions; and

(9) the flight technique to be used during the final approach.

(c) The minima for a specific type of approach and landing procedure shall be considered applicable if:

(1) Ground equipment is operational for the intended procedure;

(2) aircraft systems required for approach type are operational;

(3) the required performance criteria for the aircraft are met; and

(4) the crew has the corresponding qualifications.

TAE.SPO. OP.111 Operating minimums in aerodromos-Operations NPA, APV, CAT I.

(a) The decision height (DH) to be used in a non-precision approach (NPA) flown with continuous descent final approach (CDFA) technique, in a vertical guided approach (APV), or in a category I operation (CAT I), will not be less than the highest of:

(1) The minimum height to which the approach aids can be used without the required visual reference;

(2) the obstacle clearance height (OCH) for the aircraft category;

(3) the DH of the published approach procedure where applicable;

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

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

(b) The minimum descent height (MDH) for an NPA operation flown without the CDFA technique will not be lower than the largest of:

(1) The OCH for the category of the aircraft;

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

(3) the minimum DH specified in the AFM, if specified.

Table 1: System Minimum

Installation	DH/MDH in lower feet (m
Instrumentlandingsystem (ILS)	200 (60)
Global navigation satellite system (GNSS)/satellite-based augmentation system (SBAS) (lateral precision with vertical guidance approach (LPV))	200 (60)
(lateral navigation (LNAV))	250 (75)
GNSS/Baro-vertical navigation (VNAV) (LNAV/ VNAV)	250 (75)
Locator (LOC) with or without distance meter equipment (DME)	250 (75)
radar approach (SRA) (terminating at ½ NM)	250 (75)
SRA (terminating at 1 NM) (1850 m)	300 (90)
SRA (terminating at 2 NM or more) (3700 m)	350 (105)
VHF omnidirect radio range (VOR)	300 (90)
VOR/DME	250 (75)
Non-direct beacon (NDB)	350 (105)
(90)
VHF direction finder (VDF)	350 (105)

TAE.SPO. OP.112 Operating minima at aerodromes-circling with aeroplanes.

(a) The MDH for operation in circling with aeroplanes shall be no less than the largest of:

(1) The published OCH for circling for the aircraft category;

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

(3) the DH/MDH of the preceding instrument approach procedure.

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

(1) The visibility to circling for the aircraft category, if it has been published;

(2) the minimum visibility derived from table 2; or

(3) the visual reach in the converted meteorological track/visibility (RVR/CMV) of the preceding instrument approach procedure.

Table 1: MDH and minimum visibility for circling vs. Aircraft Category

Minimummeteorologicalvisibility (m)

3,600

	Aircraft
	A	B	C	D
MDH (ft/m)	400/120	500/150	600/180	700/210
1,500	1,600	2,400

TAE.SPO. OP.113 Aerodrome operation minimums-Approach operations with helicopters.

The MDH for an approach operation with helicopters shall not be less than 250 ft (75 m), and the weather visibility shall not be less than 800 m.

TAE.SPO. OP.115 Exit and approach procedures.

(a) The pilot-in-command shall use the exit and approximation procedures for instruments which have been established by the competent authority of the place where the aerodrome is located, if such procedures have been published for the track or FATO to be used.

(b) The pilot-in-command may follow an ATC authorization to deviate from an exit or arrival route, or published approach procedure:

(1) Provided that the obstacle clearance criteria are met, the operating conditions are fully taken into account, and all ATC authorization is fulfilled; or

(2) whenever radar vectors are followed by an ATC unit.

(c) In any case, for complex powered aircraft, the final approach segment must be flown visually or in accordance with the published approach procedures.

TAE.SPO. OP.120 Noise attenuation procedures.

The pilot-in-command shall take into account the noise reduction procedures published to minimise the effect of the noise produced by the aircraft, provided that the safety of the operation is ensured on noise reduction.

TAE.SPO. OP.125 Free minimum height with respect to the IFR flights.

(a) The operator shall establish a method to determine the minimum flight heights for all segments of the routes that are flown in IFR. These specific minimum heights should result in an adequate distance from the ground obstacles.

(b) The pilot-in-command shall set the minimum heights for each flight based on the application of that method. The minimum heights will be no lower than those published by the overflying state.

TAE.SPO. OP.130 Fuel supply and oil-aircraft.

(a) The pilot-in-command will only start a flight if the aircraft carries sufficient fuel and oil for the following:

(1) For VFR flights:

i. From day to day, fly to the airport where you intend to land, perform the corresponding operation, and fly 30 minutes at the normal altitude of cruising; or

ii. at night, fly to the airport at which it is intended to land, performing the corresponding operation, and fly 45 minutes to the normal altitude of cruising.

(2) For IFR Flights:

(i) When alternative aerodrome is not required, fly to the airport where the intended landing is intended, performing the corresponding operation, and fly 45 minutes at the normal cruising altitude; or

(ii) when alternate aerodrome is required, fly to the airport at which it is intended to land, performing the corresponding operation, to the alternate airport, and fly 45 minutes at the normal cruising altitude.

(b) For the purposes of computing the fuel required for contingencies the following must be taken into account:

(1) Expected weather conditions.

(2) Delays due to ATC.

(3) Procedures for depressurization or engine failures en route when applicable and

(4) Any other condition that may delay the landing of the aircraft or increase fuel or oil consumption.

(c) Replanning a flight, in flight, involves compliance with the requirements set from the time the schedule is performed.

(d) The operator shall establish fuel supply rules for the purposes of flight planning and in-flight replanning in order to ensure that each flight carries sufficient fuel for the operation intended and reserves to cover deviations from the same.

TAE.SPO. OP.131 Fuel supply and oil-helicopters.

(a) The pilot-in-command will only start a flight if the helicopter carries sufficient fuel and oil for the following:

(1) For VFR flights:

i. Fly to the aerodrome/site of operation in which it is intended to land, performing the corresponding operation, and fly 20 minutes at the maximum speed; or

ii. For flights to 25 NM (46,3 km) of the aerodrome/place of departure operation, the reserve fuel shall not be less than the one required to fly 10 minutes at the maximum range speed.

(2) For IFR Flights:

i. Fly to the aerodrome/site of operation intended for landing, and from there fly thirty minutes at the waiting speed (holding) to 450 m (1,500 ft) over the aerodrome/operating site under standard temperature conditions and make the approach and landing, where alternative is not required or where an appropriate alternative is not available; or

ii. where alternative is required, fly to the aerodrome/site of operation intended for landing and make an approach and approach frustrated, and from there:

A. Fly to the specified alternate; and

B. fly 30 minutes at a waiting speed (holding) to 450 m (1,500 ft) over the aerodrome/operating site under standard temperature conditions and make the approach and landing.

(b) For the purposes of computing the fuel required for contingencies the following must be taken into account:

(1) Expected weather conditions.

(2) Delays due to ATC.

(3) Procedures for depressurization or engine failures en route when applicable and

(4) Any other condition that may delay the landing of the aircraft or increase fuel or oil consumption.

(c) Replanning a flight, in flight, involves compliance with the requirements set from the time the schedule is performed.

(d) The operator shall establish fuel supply rules for the purposes of flight planning and in-flight replanning in order to ensure that each flight carries sufficient fuel for the operation intended and reserves to cover deviations from the same.

TAE.SPO. OP.135 Safety instructions.

(a) The operator shall ensure that, prior to take-off, the operational personnel have been instructed to:

(1) Emergency equipment and procedures.

(2) The operational procedures associated with the special tasks before each flight or series of flights.

(b) The instructions referred to in (a) (2) may be replaced by an initial and recurring training. In such case the operator will also define the recent experience requirements.

TAE.SPO. OP.136 Situation of persons on board.

(a) No person must remain anywhere in the aircraft during the flight that has not been designed for the accommodation of persons, unless it is permitted in order to take action necessary for the safety of others. persons, aircraft, animals or property which are located in it.

(b) Persons must be moved in such a way as to facilitate, and in any case not be hindered, the evacuation of the aircraft in case of emergency.

(c) Before and during filming, take-off and landing, and whenever required by the pilot-in-command for the operational security interest, each person on board must occupy a seat or seat assigned to them to restrict their movement properly secured.

TAE.SPO. OP.140 Preparation of the flight.

(a) Before the start of a flight, the pilot-in-command shall ensure by all reasonable means available, that the ground and/or facilities in water, including communication facilities and aid to the navigation available and directly required on each flight for the safe operation of the aircraft are suitable for the type of operation to be performed.

(b) Before starting a flight, the pilot-in-command shall be required to know all available meteorological information appropriate for the intended flight. The preparation for a flight away from the surroundings of the place of departure, and for all IFR flights, shall include:

(1) A study of current forecast and forecast weather reports, and

(2) the planning of an alternative action plan to anticipate the eventuality that the flight cannot be completed as planned, due to weather conditions.

TAE.SPO. OP.145 Alternative aerodromes of complex-powered aircraft.

(a) For a flight to be conducted with aeroplanes under instrument flight conditions (IFR), an alternate take-off aerodrome must be selected and specified, in case the conditions at the aerodrome of departure are or are below the operating minima applicable to the aerodrome or it is not possible to return to the aerodrome of departure for other reasons.

(b) The alternate take-off aerodrome shall be located within the following distances from the aerodrome of departure.

(1) For aeroplanes with two engines, no more than the distance equivalent to an hour-long flight time at cruising speed with an inoperative engine in calm air conditions; and

(2) for aeroplanes with three or more engines, no more than the distance equivalent to a flight time of two hours at cruising speed with an inoperative engine, according to the AFM, in calm air conditions.

(c) For an aerodrome to be selected as a take-off alternative, the information available must indicate that, at the estimated time of use, the conditions shall be or shall be above the applicable minimum operating conditions for the aerodrome. that operation.

TAE.SPO. OP.150 Alternative aircraft for aircraft.

For IFR flights, the pilot-in-command shall specify in the flight plan at least one alternate destination aerodrome, unless:

(a) the available weather information indicates that the following weather conditions will exist from one hour prior to one hour after the estimated time of arrival, or from the time of departure to two hours after the time of arrival, the period that is less, the approach and the landing can be done under visual flight weather conditions (VMC); or

(b) the place you intend to land is isolated and:

(1) An instrumental approach procedure exists; and

(2) the available weather information indicates that the following weather conditions will exist from two hours prior to two hours after the estimated time of arrival, or from the moment of departure to two hours after the time of arrival, the period that is less:

i. Cloud base of at least 300 m (1,000 ft) above the minima associated with the instrumental approach procedure; and

ii. visibility of at least 5,5 km or 4 km more than the minima associated with the procedure.

(c) Planning Minimos for: alternate aerodromes of destination, or alternative airfields en route (ERA) 3%, or alternative aerodromes en route required in the planning phase:

(1) The operator shall only select an aerodrome of one of these types where the relevant weather reports or forecasts or any combination thereof indicate that during the period commencing one hour prior to and ends one hour after the estimated time of arrival at the aerodrome, the weather conditions shall be equal to or better than those laid down in the planning minima of the following table:

Approach Type

Planning Minims
Category I or III	Category I
Category I	No precision
Precision	No Precision with an increase of 200 Ft/1,000 mts
Approximation in Circuit	Circuit Approximation

TAE.SPO. OP.151 Alternative Aerodroms of Destination-Helicopters.

For IFR flights, the pilot-in-command shall specify in the flight plan at least one alternate destination aerodrome, unless:

(a) Exists an instrument approach procedure at the aerodrome at which it is intended to land and the available weather information indicates that the following weather conditions will exist from two hours before two hours after the estimated time of arrival, or from the moment of departure to two hours after the time of arrival, whichever period is lower:

(1) Cloud base of at least 120 m (400 ft) above the minima associated with the instrumental approach procedure; and

(2) visibility of at least 1,500 m more than the minimums associated with the procedure; or

(b) The place you intend to land is isolated and:

(1) An instrumental approach procedure exists;

(2) available weather information indicates that the following weather conditions will exist from 2 hours before up to two hours after the estimated time of arrival:

i. A cloud base of at least 120 m (400 ft) above the minima associated with the instrument approach procedure;

ii. visibility of at least 1,500 m more than the minima associated with the procedure; and

(3) a point of no return (PNR) has been determined in case of offshore destination.

TAE.SPO. OP.155 Loading/unloading of fuel during boarding, disembarkation or stay on board persons.

(a) Fuel shall not be supplied to the aircraft type aviation gasoline (AVGAS) or wide-cut type fuel or a mixture of these types of fuel when there are persons embarking, on board, or disembarking.

(b) For other types of fuels, the necessary precautionary measures shall be taken and the aircraft shall be controlled by qualified personnel prepared to initiate and direct an evacuation of the aircraft by the most practical means. and possible expeditious.

TAE.SPO. OP.160 Usage of headphones.

Each flight crew member who is on duty in the flight deck shall wear the set of headphones with an arm microphone or equivalent device and use it as the main equipment for communication with the services of ATS.

TAE.SPO. OP.165 Smoking on board.

The pilot-in-command shall not permit smoking on board or during the loading or unloading of fuel from the aircraft or at any stage of flight.

TAE.SPO. OP.170 Weather conditions.

(a) The pilot-in-command will only initiate or continue a VFR flight if the latest available weather information indicates that the conditions along the route to fly and the intended destination at the estimated time of use will be above the minima applicable to the VFR operation.

(b) The pilot-in-command will only initiate or continue an IFR flight to the planned destination aerodrome if the latest available weather information indicates that the weather conditions at the time of arrival at the airport target alternate destination or aerodrome are or are above applicable operating minimums.

(c) If a flight contains VFR and IFR segments, the referenced weather information (a) and (b) will be applicable as relevant.

TAE.SPO. OP.175 Ice and other pollution-land procedures.

(a) The pilot-in-command shall only initiate take-off if the external surfaces of the aircraft are clean from any tank that may adversely affect their performance or controllability, except as permitted in the AFM.

(b) The operator shall establish procedures to follow where ground or anti-ice thaw operations as well as related inspections are necessary.

(c) The pilot-in-command will only start the flight or operate on ice conditions, if the aircraft is certified and equipped to deal with such conditions.

(d) In the event that the ice conditions encountered during the operation are not expected to be met, the pilot-in-command shall avoid such conditions without delay.

TAE.SPO. OP.176 Ice and other pollution-flight procedures.

(a) The pilot-in-command will only start a flight or intentionally fly in real or expected ice conditions if the aircraft is certified and equipped for such conditions.

(b) If the ice conditions exceed those for which the aircraft is certified, the pilot-in-command will exit the ice conditions without delay by a change of level and/or route, and, if necessary, declaring emergency to the ATC.

(c) In the case of complex powered aircraft, the operator shall establish procedures for flights in conditions where ice conditions are expected.

TAE.SPO. OP.180 Take-off conditions.

Before starting a liftoff, the pilot-in-command must be sure that:

(a) According to the information available, the weather conditions at the aerodrome or operating base and the track state and the intended final approach and take-off areas do not prevent take-off and departure with security and

(b) applicable operating minimums are met.

TAE.SPO. OP.185 In-flight simulation of abnormal situations.

Except in the case of approved flight of instruction, where persons other than the flight crew are on board, the pilot-in-command shall not simulate:

(a) Situations requiring the application of abnormal or emergency procedures; or

(b) Meteorological Conditions of Flight by Instruments (IMC) by artificial means.

TAE.SPO. OP.190 In-flight fuel management.

(a) The operator shall establish a procedure to ensure that it is checked at regular intervals and the fuel in flight is managed.

(b) in application of the procedure, the pilot-in-command must verify at regular intervals, that the amount of remaining usable fuel, is no less than that required to maintain the planned fuel reserve for proceed to the planned and appropriate aerodrome or site of operation and the required fuel reserves at TAE.SPO.OP.130 and TAE.SPO.OP.131.

TAE.SPO. OP.195 Use of supplemental oxygen.

(a) The operator will ensure that the operating and additional personnel, and crew members use supplemental oxygen continuously whenever the cabin altitude exceeds 10,000 feet (3,000 m) for a period of time. more than 30 minutes, or whenever the cabin altitude exceeds 13,000 feet (3,960 m).

(b) However, small deviations above 13,000 feet (3,960 m) of limited duration without using supplemental oxygen in complex non-propelled aircraft and helicopters, can be performed with the prior approval of the authority based on the following considerations:

(1) The duration of the deviation is not greater than ten minutes, and if it is higher it corresponds to the time strictly necessary to perform the specialized task;

(2) flight is not performed above 16,000 feet (4,875 m);

(3) security information set at TAE.SPO.OP.135 includes information appropriate to all staff on board about the effects of hypoxia;

(4) SOPs for this operation contemplate (1), (2), and (3);

(5) operator prior experience performing operations above 13,000 feet (3960 m) without using supplemental oxygen;

(6) the individual experience of each person on board and their adaptation to high altitudes; and

(7) the altitude of the base where the operator is set or from which the operation is performed.

TAE.SPO. OP.200 Near-ground detection.

(a) When a situation of undue proximity to the ground is detected by any member of the flight crew or by an alert system of proximity to the ground, the pilot to the controls shall take corrective action immediately to set safe flight conditions.

(b) The proximity warning system may be disconnected when the aeroplane is engaged in specialised tasks, by the nature of which the aircraft is required to operate at a distance to the ground below which the aircraft would operate. system.

TAE.SPO. OP.205 On-board Collision Alert System (ACAS).

(a) The operator shall establish operational procedures and training programs when ACAS and this operation are available. Where ACAS II is used, the above procedures and training shall be in accordance with Regulation (EU) No 1332/2011.

(b) The ACAS may be deactivated during those specialised tasks in which, by its nature, the aircraft must be operated at a distance from one another below that which the ACAS would activate.

TAE.SPO. OP.210 Approach and landing conditions.

Before starting an approach to landing, the pilot-in-command must ensure that, according to the information available, the weather conditions at the aerodrome or operating site and the state of the runway and the intended final approach and take-off areas shall not prevent an approach, landing or missed approach, with safety, taking into account the performance information contained in the Aircraft Flight Manual (AFM) and in the the Operations Manual.

TAE.SPO. OP.215 Start and continuation of approach.

(a) The pilot-in-command may begin an instrumental approach regardless of the visibility/visual in-track (VIS/RVR) visibility.

(b) If, of the information received, the RVR/VIS is less than the applicable minima, the approach will not be continued:

(1) Below 1,000 feet (300 m) above the aerodrome; or

(2) in the final approach segment in cases where the decision altitude/height (DA/H) or the minimum descent altitude/height (MDA/H) is greater than 1,000 feet (300 m) over the aerodrome,

(c) Where RVR values are not available, these can be obtained by converting the known visibility values.

(d) If, after passing 1,000 feet (300 m) above the aerodrome, the reported RVR falls below the applicable minimum, the approach may be continued up to the Altitude/Height of Decision (DA/H) or the Altitude/Descent Height. Minimum (MDA/H).

(e) The approach below the DA/H or MDA/H can be continued and the landing completed, provided that it is established in the DA/H or MDA/H and maintains an appropriate reference for the type of approach operation.

TAE.SPO. OP.230 Standard Operating Procedures (SOPs).

(a) The operator shall perform its operations in accordance with Standard Operating Procedures (SOPs), which shall be part of the Operations Manual.

(b) Before starting operations, the operator must carry out a risk assessment and develop appropriate SOPs applicable to the operation and type of aircraft to be used. The risk assessment and the SOPs shall include at least the following:

(1) Scope and complexity of the activity;

(2) aircraft and equipment;

(3) crew training, experience and composition;

(4) the transport of dangerous goods;

(5) aircraft performance;

(6) normal, abnormal, and emergency procedures;

(7) ground equipment;

(8) records; and

(9) operational crew functions and tasks and other personnel related to the security of the operation.

(c) Once the SOPs have been developed, they must be continuously reviewed and renewed. Only the SOPs will be applied once they are acceptable to the authority.

TAE.SPO. OP.231 Driving of fire fighting operations.

(a) In the case of fire-fighting operations, several aircraft must be involved in coordination between all the air-carriers present, for this to be taken into account:

(1) Afluence of the air media.

(2) Separation.

(3) Attitudes.

(4) Speeds.

(b) In the case of being present the means of coordination, these will be the ones in charge of the functions of coordination of the intervening air means. The communications made by this personnel with the air means will be carried out in Spanish.

(c) The personnel performing the coordination of the air media shall have training and experience appropriate to the task to be performed.

(d) The pilot when performing pre-flight checks will pay particular attention to the normal or emergency opening checks of the launch device.

(e) During the operation of loading and unloading of an extinguishing agent, persons other than the flight crew shall not be permitted on board unless the presence of such persons is essential for the security of the operation, or flight crew member under supervision.

Subpart C

Aircraft Performances (Permormance) and Operational Limitations

TAE.SPO. POL.100 Operational limitations-all aircraft.

(a) During any phase of the operation, the load, mass, and position of the center of gravity (CG) of the aircraft shall comply with any limitation specified in the appropriate manuals.

(b) The signs, lists and marks of the instruments, or any combination thereof, containing the operational limitations prescribed in the Aircraft Flight Manual (AFM) for visual presentation, shall be be placed on the aircraft.

TAE.SPO. POL.105 Mass and Centered.

(a) The operator shall ensure that the mass, the centre of gravity (CG) of the aircraft has been established by a real heavy one before the entry into service of the aircraft. The cumulative effects of modifications and repairs on the mass and balance shall be taken into account and properly documented. Such information shall be available to the pilot-in-command of the aircraft. The aircraft shall be returned in spite of the fact that the effects of the modifications to the mass and the centering are not known precisely.

(b) The heavy must be performed by the manufacturer of the aircraft or by an approved maintenance organization.

TAE.SPO. POL.110 Mass and centring system.

(a) The operator shall establish a mass and balance system specifying how the following points are determined for each flight or series of flights:

(1) The empty operational mass of the aircraft;

(2) load mass;

(3) fuel load mass;

(4) aircraft load and distribution;

(5) mass at take-off, landing mass and mass with zero fuel; and

(6) center of gravity (CG) positions applicable on the aircraft.

(b) The flight crew must have a means to redo and verify any mass and balance calculations based on electronic calculations, if deemed necessary.

(c) The Operator shall establish procedures that allow the pilot-in-command to determine the mass of the fuel load using the actual density, or if not known, the density calculated according to a method specified in the operations manual.

(d) The pilot-in-command shall ensure that the load of:

(1) The aircraft is performed under the supervision of qualified personnel; and

(2) the load is consistent with the data used for the calculation of the mass and balance of the aircraft.

(e) The operator shall specify, in the operations manual, the principles and methods used in the load and in the mass and balance system that meet the requirements of (a) to (d). This system shall cover all types of operations planned.

TAE.SPO. POL.115 Documentation and data from Masa and Centrado.

(a) The operator shall establish mass and balance data and produce mass and balance documentation prior to each flight, or flight series, specifying the load and its distribution in such a way that the mass and balance limits of the the aircraft are not exceeded. The mass and balance documentation shall contain the following information:

(1) Maticula and type of aircraft;

(2) flight identification, number and date, as applicable;

(3) pilot-in-command identity;

(4) identity of the person who prepared the document;

(5) empty/dry operating mass and the corresponding CG gravity center of the aircraft;

(6) mass of the fuel at take-off and the fuel mass of the flight;

(7) mass of consumables other than fuel if applicable;

(8) the components of the load including specialists, baggage, cargo and ballast;

(9) mass at take-off, mass at landing and mass with zero fuel;

(10) applicable aircraft CG potions; and

(11) mass and center-of-gravity boundary values.

(b) Where the data and documentation of the mass and balance are generated by a computerized mass and centered system, the operator shall verify the integrity of the data obtained.

TAE.SPO. POL.116 Documentation and mass and center-Alivios data.

However, as indicated in TAE.SPO.POL 115 (a) (5), the position of the Severity Center in the mass and centering documentation does not need to be mentioned if the load distribution agrees with a pre-calculated centering table or if It can be shown that in the intended operations a correct balance is ensured regardless of the actual load it carries.

TAE.SPO. POL.120 Performance-general.

The pilot-in-command shall only operate an aircraft if the aircraft's performances are adequate to comply with applicable air rules and any other restrictions applicable to flight, airspace or locations. operation or aerodromes, taking into account the accuracy of the tables of any map or tables that are used.

TAE.SPO. POL.125 Mass Limitations on Complex-Powered Aircraft Fire.

The operator must ensure that:

(a) The mass of the aircraft at the start of take-off shall not exceed mass limitations:

(1) Take off, as required by TAE.SPO.POL.130;

(2) en route with an inoperative engine (OEI), as required by TAE.SPO.POL.135; and

(3) on landing as required by TAE.SPO.POL 140, taking into account the expected mass reductions as the flight progresses and the amount of fuel removed by the rapid emptying that is appropriate;

(b) the mass at the beginning of the take-off shall never exceed the maximum mass at the take-off specified in the Aircraft Flight Manual (AFM) for the appropriate pressure altitude at the elevation of the aerodrome or the field, and for any other local atmospheric condition if used as a parameter to determine the maximum mass at take-off; and

(c) the calculated mass for the expected time of landing at the aerodrome or field intended for landing and any alternate destination aerodrome shall not exceed the maximum landing mass specified in the manual of landing. flight of the AFM plane for the altitude pressure appropriate to the elevation of those aerodromes or fields and for any other local atmospheric condition if used as a parameter to determine the landing mass.

TAE.SPO. POL.130 Take off complex powered aircraft.

(a) When the maximum take-off mass is determined, the pilot-in-command shall take into account the following:

(1) The calculated take-off distance shall not exceed the available take-off distance with an obstacle-free distance that does not exceed half of the available take-off run;

(2) the calculated take-off run shall not exceed the available take-off run;

(3) a unique value of V1 shall be used for interrupted and continued take-off, where a V1 is specified in the flight manual of the AFM aircraft; and

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

(b) Except for aeroplanes equipped with turboprop and an MTOW equal to or less than 5,700 kg, in the case of engine failure during take-off, the pilot-in-command shall ensure that the aeroplane is capable of:

(1) Interrupt the take-off and stop within the available stop acceleration distance; and

(2) continue to take off and cross all obstacles along the flight path with a proper margin until the aircraft is in a position to comply with TAE.SPO.POL.135.

TAE.SPO. POL.135 En route an inoperative engine, complex powered aircraft.

The pilot-in-command shall ensure that for multi-engine aircraft, in the event that an engine fails at any point along the route, the aircraft shall be capable of continuing the flight to an appropriate aerodrome or field. without having to fly below the minimum obstacle clearance altitude at any point in the route.

TAE.SPO. POL.140 Landing complex powered aircraft.

The pilot-in-command shall ensure that at any aerodrome or field, after crossing all obstacles in the approach path with a safety margin, the aeroplane shall be capable of landing and stopping, or a The invention relates to a hydroplane for reducing its speed to a satisfactory value, within the available landing distance. The variations provided for in approach and landing techniques shall be taken into account if they have not been taken into account in the programming of performance data.

TAE.SPO. POL.145 Operating and operating criteria-Aircraft.

When an aircraft is operated at a height of less than 150 m (500 ft) above a non-congested area, for aircraft operations that are not capable of maintaining a flight level in the case of the critical engine failure, the operator must:

(a) Establish operational procedures to minimize the consequences of engine failure;

(b) establish a training program for crew members; and

(c) ensure that all crew members and onboard task specialists are informed of the procedures to be performed in the event of a forced landing.

TAE.SPO. POL.146 Performances and operational criteria, helicopters.

(a) The pilot-in-command can operate an aircraft over congested areas in the assumption that:

(1) The helicopter is certified in category A or B; and

(2) security measures shall be established to prevent undue hazards to persons or property on land and the operation referred to in the SOPs.

(b) The operator must:

(1) Establish operational procedures to minimize the consequences of engine failure;

(2) establish a training program for flight crew members; and

(3) ensure that all crew members and onboard operating personnel are informed of the procedures to be performed in the event of a forced landing.

(c) The operator shall ensure that the mass at take-off, landing or stationary shall not exceed the maximum mass specified for:

(1) A stationary outside of the ground effect (HOGE) with all operating engines to the appropriate power regime; or

(2) if the prevailing conditions make it impossible to establish a stationary outside of the ground effect (HOGE), the mass of the helicopter shall not exceed the maximum mass specified for a stationary within the ground effect (HIGH) with all operating engines with the appropriate power regime, of course the prevailing conditions allow a stationary within the ground effect with the maximum mass specified.

Subpart D

Instruments, Data, and Equipment

Section 1. Aircraft

TAE.SPO. IDE. A. 100 Instruments and balance-general.

(a) The instruments and equipment required by this Subpart shall be approved in accordance with applicable airworthiness requirements, if they are:

(1) Used by crew to control flight path;

(2) used to comply with TAE.SPO.IDE.A. 215;

(3) used to comply with TAE.SPO.IDE.A. 220; or

(4) installed on the aircraft.

(b) The following items, when required by this Subpart do not require a team approval:

(1) Spare Fuses,

(2) independent portable flashlights,

(3) a precision clock,

(4) support for navigation letters,

(5) first aid kits,

(6) survival and pyrotechnic signalling equipment, and

(7) sea anchors and equipment for mooring.

(c) Non-specified instruments and equipment in this Subpart that do not have to be approved, as well as any other equipment that is not required by the aeronautical regulations, but which are carried on a flight, shall comply with the Following requirements:

(1) The information provided by such instruments, equipment or accessories shall not be used by the flight crew to meet the requirements TAE.SPO.IDE.A. 215 and TAE.SPO.IDE.A. 220;

(2) instruments and equipment shall not affect the airworthiness of the aeroplane, including in the event of failures or breakdowns.

(d) The instruments and equipment to be used by a flight crew member from their post during the flight must be easily operated from the flight crew member.

(e) Those instruments to be used by any member of the flight crew must be provided in such a way that their indications are readily visible from the respective posts, with the minimum possible deviation from the position and line of sight that is normally taken when looking forward following the flight path.

(f) All necessary emergency equipment will be easily accessible for immediate use.

TAE.SPO. IDE. A. 105 Minimum equipment for the flight.

A flight shall not commence if any of the aircraft's instruments, equipment or functions required for the intended flight are inoperative or missing, unless:

(a) The aircraft operates in accordance with the operator's MEL, if this has been established; or

(b) the operator is authorized by the competent authority to operate the aircraft within the limitations of the minimum equipment master list (MMEL); or

(c) the aircraft is subject to a flight permit issued in accordance with applicable airworthiness requirements.

TAE.SPO. IDE. A. 110 Electrical spare fuses.

The aircraft shall be equipped with spare electric fuses, of the characteristics necessary for the complete protection of the circuit, for the replacement of those fuses whose replacement in flight is permitted.

TAE.SPO. IDE. A. 115 Operation Lights.

Aircraft in night operation, plus they will be equipped with:

(a) An anti-collision light system;

(b) navigation/positioning lights;

(c) a landing light;

(d) lights powered by the aircraft's electrical system that adequately illuminate all instruments and equipment essential for the safe operation of the aeroplane;

(e) lights powered by the aircraft's electrical system that illuminate all cabin compartments;

(f) an independent portable light for each crew member who is on duty; and

(g) lights to meet international standards on collision prevention at sea, if the aircraft operates as a seaplane.

TAE.SPO. IDE. A. 120 VFR-Flight and Navigation Instruments and associated equipment operations.

(a) Aircraft used in VFR operations shall be equipped with means for measuring and displaying:

(1) The magnetic direction,

(2) the time in hours, minutes, and seconds,

(3) the pressure altitude,

(4) the indicated aerodynamic speed,

(5) the Mach number as long as the speed limitations are expressed in terms of the Mach number, and

(6) slip, for complex powered aircraft.

(b) Complex powered aircraft used in operations under VMC visual meteorological conditions over water and out of the visual range of land, and all aircraft used in operations under VMC at night, or at conditions in which the aeroplane cannot maintain the desired attitude without reference to one or more flight instruments, in addition to (a), they shall be equipped with:

(1) Means to measure and show:

i. Turning and slipping,

ii. the attitude,

iii. the vertical speed, and

iv. the stabilized course.

(2) A means to indicate when the power supply to the gyroscopic instruments is not adequate; and

(3) for complex powered aircraft means to prevent the breakdown of the aerodynamic speed indication systems required in (a) (4) due to condensation or freezing.

(c) Aircraft that are not complex propelled employees in operations where the aeroplane cannot maintain the desired attitude without reference to one or more flight instruments, in addition to that indicated in (a) and (b), equipped with a means to prevent the breakdown of the aerodynamic speed indication systems required in (a) (4) due to condensation or freezing.

(d) Whenever two pilots are required for the operation, the aircraft shall be equipped with an additional means of indicating:

(1) The pressure altitude,

(2) the indicated aerodynamic speed,

(3) slipping, or turning and slipping, as applicable,

(4) the attitude, if applicable,

(5) the vertical speed, if applicable,

(6) the stabilized course, if applicable, and

(7) the Mach number whenever the speed limitations are expressed in terms of the Mach number.

TAE.SPO. IDE. A. 125 IFR-Flight and Navigation Instruments and associated equipment operations.

Aircraft used in operations according to IFR rules will be equipped with:

(a) A means to measure and show:

(1) The magnetic direction,

(2) the time in hours, minutes, and seconds,

(3) the pressure altitude,

(4) the indicated aerodynamic speed,

(5) the vertical speed,

(6) the turn and slip,

(7) the attitude,

(8) the stabilized course,

(9) the outside air temperature, and

(10) the Mach number whenever the speed limitations are expressed in terms of the Mach number.

(b) A means to indicate when the power supply to the gyroscopic instruments is not adequate.

(c) Whenever two pilots are required for the operation, an additional independent media is available for the second pilot to display the following elements:

(1) The pressure altitude,

(2) the indicated aerodynamic speed,

(3) the vertical speed,

(4) the turn and slide,

(5) the attitude,

(6) the stabilized course, and

(7) the Mach number whenever the speed limitations are expressed in terms of the Mach number.

(d) A means to prevent the breakdown of the aerodynamic speed indicator systems required in the letters (a) (4) and (c) (2) due to condensation or ice formation; and

(e) complex powered aircraft, in addition to the above, will be equipped with:

(1) An alternative source of static pressure;

(2) a support for navigation cards in an easy-to-read position that can be illuminated for night operations;

(3) a second means for measuring and displaying the pressure altitude, except that it is already installed to comply with (e) (1); and

(4) an independent emergency power system, which allows to operate and illuminate the attitude indication system for a minimum period of thirty minutes. It must be automatically operational after a total failure of the main power generation system with a clear indication that the attitude indicator is operated by emergency power.

TAE.SPO. IDE. A. 126 Additional equipment for operation with a single pilot under IFR conditions.

Complex powered aircraft operated under IFR conditions with a single pilot will be equipped with an autopilot, with at least altitude and course maintenance mode.

TAE.SPO. IDE. A. 130 Altitude Warning System (TAWS).

(a) The turboprop-powered aircraft with an MCTOM of more than 5,700 kg shall be equipped with an altitude warning system (TAWS) that meets the requirements for:

(1) Class A equipment, as specified in an acceptable standard, in the case of aeroplanes for which the initial certificate of airworthiness has been issued since 1 January 2013, or

(2) Class B equipment, as specified in an acceptable standard, in the case of aeroplanes for which the initial certificate of airworthiness has been issued before 1 January 2013.

(b) Notwithstanding the provisions of (a), those aircraft that operate, without regard to the transfer or instruction flights, only as set out in TAE.SPO.OP.200 (b) shall not require the installation of such a system.

TAE.SPO. IDE. A. 131 On-board anti-collision system (ACAS).

(a) Unless otherwise provided in Regulation (EU) No 1332/2011, the turbine-powered aeroplanes with an MCTOM of more than 5,700 kg shall be equipped with ACAS II.

(b) Notwithstanding the provisions of (a), those aircraft which operate, without taking into account transfer or instruction flights, only as set out in TAE.SPO.OP.205 (b) shall not require the installation of such a system.

TAE.SPO. IDE. A. 132 Weather radar equipment for complex-powered embroidery aircraft.

The following aircraft shall be equipped with on-board weather radar equipment in overnight operations or in IMC in areas where thunderstorms or other conditions may be expected along the route potentially hazardous weather, considered to be detectable with weather radar equipment on board:

(a) Pressurized Planes;

(b) non-pressurized aircraft with an MCTOM of more than 5 700 kg.

TAE.SPO. IDE. A. 133 Additional equipment for operations under complex-driven, nocturnal-aircraft ice formation conditions.

(a) Planes operated under planned or actual ice formation during the night will be equipped with means to illuminate or detect the formation of ice.

(b) The means to illuminate the formation of ice shall not cause any shines or reflexes that may hinder the crew members in performing their functions.

TAE.SPO. IDE. A. 135 Interphone system for flight crew.

Aircraft operated by more than one flight crew member shall be equipped with an intercom system for flight crew, equipped with headphones and microphones for use by all crew members. flight.

TAE.SPO. IDE. A. 140 Flight cabin voice recorder.

(a) The following aircraft shall be equipped with a flight deck voice recorder (CVR):

(1) Aircraft with a maximum certified take-off weight (MCTOW) of more than 27,000 kg and whose first individual airworthiness certificate was issued from 1 January 2016 inclusive and

(2) aircraft with an MCTOM of more than 2 250 kg:

i. Certificate for operation with a minimum crew of at least two pilots;

ii. equipped with turbojet engines or more than one turboprop engine; and

iii. for which the first type certificate has been issued from 1 January 2016.

(b) The CVR may keep the data recorded for at least 2 hours.

(c) The CVR will record with reference to a chronological frame:

(1) Voice communications transmitted or received by radio in the flight crew compartment;

(2) the voice communications of flight crew members through the intercom system and the public address system, if they are installed;

(3) the ambient sound of the flight crew compartment, including without interruption, the audio signals received from each of the mast and mask microphones in use; and

(4) voice or audio signals identifying aids to navigation or approach received through a headset or speaker.

(d) The CVR will begin to register before the aircraft is moving on its own power and will continue to register until the flight is completed, when the aircraft is no longer able to move on its own power.

(e) In addition to the point (d), according to the availability of electrical energy, the CVR shall start recording as soon as possible during the cabin checks, prior to the start of the engines at the start of the flight and up to the cabin checks immediately after the engine stop at the end of the flight

(f) The CVR will have a device to help its location in the water.

TAE.SPO. IDE. A. 145 Flight data recorder.

(a) Planes with an MCTOM of more than 5,700 kg, "multiengine" and whose first certificate of airworthiness has been issued from 1 January 2016 shall be equipped with a flight data recorder (FDR) using a Digital system of data recording and storage and for which a quick system of retrieval of stored data is available.

(b) The parameters required to accurately determine the flight path of the aircraft, its speed, attitude, engine power, configuration and operation and will be able to retain the data recorded during at least the twenty-five hours before.

(c) Data must be obtained from aircraft sources that allow for precise correlation with the information presented to the flight crew.

(d) The FDR will initiate the data record before the aircraft can move on its own power and will stop once the aircraft can no longer be moved by its own power.

(e) The FDR will have a device to help its location in the water.

TAE.SPO. IDE. A. 150 Recording of the data link.

(a) aeroplanes with an individual airworthiness certificate granted for the first time on or after 1 January 2016 that have the capacity to use data-link communications and equipped with a CVR, record in a logger, if applicable:

(1) messages from data link communications related to ATS communications to and from the aircraft, including messages related to the following applications:

i. Getting started from the data binding;

ii. controller-pilot communication;

iii. targeted surveillance;

iv. flight information;

v. whenever possible, given the architecture of the system, the broadcast surveillance of the aircraft;

vi. whenever possible, given the system architecture, the aircraft operations control data; and

vii. whenever possible, given the system architecture, the graphs;

(2) information that enables mapping to any associated record related to communications by data link and that is saved separately from the aircraft; and

(3) information about the time and priority of communications messages by data binding, taking into account the architecture of the system.

(b) The registrar will use a digital method to record and save the data and information, as well as for the method of retrieval of such data. The recording method will allow the data to match the data recorded on the ground.

(c) The logger may keep the data recorded during, at least the same time as that set for the CVR in TAE.SPO. IDE. A. 140.

(d) The logger will have a device to help its location in the water.

(e) The requirements applicable to the logger start and stop logic are the same as the requirements applicable to the CVR start and stop logic included in TAE.SPO.IDE.A. 140 (d) and (e).

TAE.SPO. IDE. A. 155 Combined Registrar.

Compliance with CVR and FDR requirements can be achieved by:

(a) a combined flight data recorder and flight deck voice in the case of aircraft that must be equipped with a CVR or an FDR; or

(b) two combined flight data recorders and flight deck voice in the case of aircraft that must be equipped with a CVR and an FDR.

TAE.SPO. IDE. A. 160 Seats, seat belts and restraint systems.

Aircraft will be equipped with:

(a) A seat or post for each crew member or task specialist on board;

(b) a seat belt in each seat, or a restraint system for each station;

(c) for aeroplanes that are not complex propelled, a seat belt with restraint system for the upper torso in each seat for the flight crew which shall have a single point of release.

(d) for complex powered aircraft, a seat belt with a restraint system for the upper torso which shall have a single point of release and which incorporates a device which automatically holds the Occupant torso in case of deceleration:

(1) In each flight crew seat and in any seat next to that of the pilot; and

(2) in each observer seat located in the flight crew compartment.

TAE.SPO. IDE. A. 165 First aid kit.

(a) Aircraft shall be equipped with first aid kits.

(b) First aid kits:

(1) They will be easily accessible for use; and

(2) will be maintained under conditions of use.

TAE.SPO. IDE. A. 170 Supplemental Oxygen-Pressurized Planes.

(a) pressurised aeroplanes operating at an altitude of pressure for which oxygen supply is required in accordance with (b) shall have additional oxygen equipment capable of storing and distributing the oxygen supplies required.

(b) pressurised aeroplanes operating at an altitude of flight for which the cabin pressure altitude is greater than 10,000 ft (3,050 m) will carry enough oxygen to breathe to provide all the members of the crew and task specialists, at least:

(1) For any period when the cabin pressure altitude exceeds 15,000 ft, but in no case less than ten minutes;

(2) for any period, in the case of loss of pressurisation and taking into account the circumstances of the flight, the pressure altitude in the cabin compartments shall be between 14,000 ft (4,260 m) and 15,000 ft (4.570 m);

(3) for any period above 30 minutes when the pressure altitude in the cabin compartments is between 10,000 ft (3,050 m) and 14,000 ft (4,260 m); and

(4) for not less than 10 minutes, in the case of aircraft carrying out operations at pressure altitudes above 25,000 ft (7620 m), or performing operations below that altitude under conditions which do not allow for the descent of Secure manner at pressure altitudes of 13,000 ft (3,960 m) in four minutes.

(c) pressurised aeroplanes operating at flight altitudes above 25,000 ft (7.620 m) shall be further equipped with:

(1) A device to provide alert warning to flight crew over any loss of pressurization; and

(2) in the case of complex powered aircraft, fast-positioning masks for flight crew members.

TAE.SPO. IDE. A. 175 Oxygen Supplementation-Non-pressurised Aircraft.

(a) Non-pressurised aeroplanes operating at an altitude of flight for which oxygen supply is required in accordance with (b) shall have additional oxygen equipment capable of storing and distributing the oxygen supplies required.

(b) Non-pressurised aircraft operating at an altitude of flight for which the cabin pressure altitude is greater than 10,000 ft (3,050 m) shall carry sufficient breathing oxygen to provide:

(1) All crew members for any period above 30 minutes when the pressure altitude in the cabin compartments is between 10,000 ft (3,050 m) and 13,000 ft (3,960 m); and

(2) all persons on board for any period when the pressure altitude in the cabin compartments is above 13,000 ft (3,960 m).

(c) However, as set out in (b), deviations of duration specified between 13,000 ft (3,960 m) and 16,000 ft (4,875 m), can be performed without oxygen supply, according to TAE.SPO.OP.195 (b).

TAE.SPO. IDE. A. 180 Portable Extintors.

(a) Aircraft shall be equipped with at least one portable fire extinguisher:

(1) In the flight crew compartment; and

(2) in each cabin compartment that is separate from the flight crew compartment, unless the compartment is easily accessible to the flight crew.

(b) The type and quantity of the extinguishing agent for the required extinguishers shall be appropriate to the type of fire likely in the compartment where the extinguisher is intended to be used and to minimise the risks of the extinguishing agent. a concentration of toxic gas in the compartments occupied by persons.

TAE.SPO. IDE. A. 181 Emergency Hacha and goat's leg lever.

Aircraft with an MCTOM of more than 5,700 kg, multiengine, shall be equipped with at least one emergency axe or a goat leg lever located in the flight crew compartment.

TAE.SPO. IDE. A. 185 Breakpoint marks.

If there are designated areas of the fuselage capable of drilling by rescue teams in an emergency, these areas will be marked as illustrated in Graph 1.

Chart 1: Breakpoint Marks

An image appears in the original. See the official and authentic PDF document.

TAE.SPO. IDE. A. 190 Emergency Location Transmitter (ELT).

(a) Aircraft shall be equipped with at least:

(1) An ELT of any type, in the case of aeroplanes whose first individual Certificate of Airworthiness (CdA) would have been granted before 1 July 2008 or on that date;

(2) an automatic ELT, in the case of aeroplanes whose first individual CdA would have been granted after 1 July 2008; or

(3) a survival ELT (ELT (S)) or a personal location beacon (PLB), cover by a crew member or task specialist, when the aircraft is certified for a maximum seating configuration of 6 or more less.

(b) ELTs of any type and PLBs may simultaneously transmit at 121.5 MHz and 406 MHz frequencies.

TAE.SPO. IDE. A. 195 Flight over water.

(a) The following aircraft shall be equipped with a life jacket for each person on board, stored in a position easily accessible from the seat or position of the person for which purpose is intended:

(1) single-engine ground aircraft, when:

i. Fly over the water, beyond the distance of planing from the ground; or

ii. take off or land at an aerodrome or operating site where, in the opinion of the pilot-in-command where the take-off or approach path is situated above the water, in such a way as to be likely to be necessary a forced amarage;

(2) water-operated hydroplanes; and

(3) aeroplanes operating at a distance from a place on land where an emergency landing is possible, greater than that corresponding to thirty minutes at the normal cruising speed or 50 NM (92,6 km), whichever is less.

(b) Each life jacket shall be equipped with a means of electrical illumination in order to facilitate the location of persons.

(c) Water operated hydroplanes shall be equipped with:

(1) A sea anchor and other necessary equipment to facilitate the mooring, anchoring or manoeuvring of the seaplane in the water, suitable for its dimensions, weight and handling characteristics, and

(2) equipment for performing the acoustic signals prescribed in the International Regulations to prevent approaches, where appropriate.

(d) The pilot-in-command of aircraft operating at a distance from a place on land where an emergency landing is possible, greater than that corresponding to 30 minutes at the normal cruising speed or 50 NM (92,6 km); is less, shall determine the risk to the survival of the occupants of the aeroplane in the event of a landing, based on which he/she will determine what to take

(1) Equipment for performing distress signals;

(2) life rafts in sufficient numbers to accommodate all persons on board, stored in such a way as to facilitate their immediate use in the event of an emergency; and

(3) life-saving equipment to provide the adequate means of survival for the flight to be undertaken.

TAE.SPO. IDE. A. 200 Survival equipment.

(a) Planes operating on areas where search and rescue work would be particularly difficult will be equipped with:

(1) Signalling equipment for issuing distress signals;

(2) at least one ELT (S); and

(3) additional survival equipment suitable for the route to be travelled, taking into account the number of people on board.

(b) The additional survival equipment specified in the letter (a) (3) does not need to be carried on board when the aircraft:

(1) Stay within a distance from an area where search and rescue is not especially difficult, corresponding to:

i. 120 minutes at cruising speed with an inoperative engine (OEI), for aircraft capable of continuing flight to an aerodrome with critical engines inoperative at any point along the route or intended deviations, or

ii. 30 minutes at cruising speed for all other aircraft; or

(2) remain within a distance no greater than that corresponding to 90 minutes of flight at cruising speed from an area suitable for making an emergency landing, for aircraft certified according to the standard of airworthiness applicable.

TAE.SPO. IDE. A. 205 Individual protective equipment.

Each person on board will carry an individual protective equipment that is suitable for the type of operation to be performed.

TAE.SPO. IDE. A. 210 Auricular.

(a) Aircraft shall be equipped with headsets with an arm, throat or equivalent microphone for each flight crew member at their assigned position in the flight crew compartment.

(b) Planes operating under IFR rules or on night flights shall be equipped with a transmission button in depth control and manual praise for each flight crew member who is service.

TAE.SPO. IDE. A. 215 Radio communication equipment.

(a) Aircraft operating under IFR or at night, or when required by applicable airspace requirements, shall be equipped with the radio communication equipment, which under normal conditions of propagation, shall be capable of from:

(1) Perform bidirectional communications for aerodrome control purposes;

(2) receive weather information at any time during flight;

(3) perform two-way communications at any time during flight with those aeronautical stations and on those frequencies prescribed by the appropriate authority; and

(4) provide communications on the 121.5 MHz emergency aeronautical frequency.

(b) When more than one communications team is required, each one of them will be independent of the others to the extent that a failure in any one of them will not result in the failure of any of the others.

(c) The operator must ensure that the aircraft has a equipment, which allows for the maintenance of two-way communication (either directly or through an air traffic service) with:

(1) the entity for which the operation performs, and

(2) with the ground emergency service involved in the operation.

(d) For the operation, the operational personnel shall be equipped with equipment for two-way communication with the flight crew.

TAE.SPO. IDE. A. 220 Navigation equipment.

(a) The aircraft shall be equipped with the navigation equipment to enable them to proceed according to:

(1) The ATS flight plan, if applicable; and

(2) applicable airspace requirements.

(b) The aircraft shall have sufficient navigation equipment to ensure that, in the event of failure of an element of the equipment at any stage of the flight, the remaining equipment shall allow for safe navigation of agreement (a), or appropriate contingency action can be completed safely.

(c) Aircraft operating on flights on which it is intended to land in IMC shall be equipped with appropriate equipment capable of guiding the aeroplane to a point from which a visual landing can be performed. These equipment shall be capable of providing such guidance for each aerodrome on which it is intended to land in IMC and for each designated alternate aerodrome.

TAE.SPO. IDE. A. 225 Transponder.

Where required by the airspace in which it is flown, the aircraft shall be equipped with a secondary surveillance radar (SSR) transponder with all the required capabilities.

Section 2. Helicopters

TAE.SPO. IDE. H. 100 Instruments and balance-general.

(a) The instruments and equipment required by this Subpart shall be approved in accordance with applicable airworthiness requirements, if they are:

(1) Used by crew to control flight path;

(2) used to comply with TAE.SPO.IDE.H. 215;

(3) used to comply with TAE.SPO.IDE.H. 220; or

(4) installed on the helicopter.

(b) The following items, when required by this Subpart do not require a team approval:

(1) Independent portable flashlights,

(2) a precision clock,

(3) support for navigation letters,

(4) first aid kits,

(5) survival and pyrotechnic signalling equipment, and

(6) sea anchors and equipment for mooring.

(c) Non-specified instruments and equipment in this Subpart that do not have to be approved, as well as any other equipment that is not required by the aeronautical regulations, but which are carried on a flight, shall comply with the Following requirements:

(1) The information provided by such instruments, equipment or accessories shall not be used by the flight crew to meet the requirements TAE.SPO.IDE.H. 215 and TAE.SPO.IDE.H. 220; and

(2) instruments and equipment shall not affect the airworthiness of the helicopter, even in the event of failures or breakdowns.

(d) The instruments and equipment to be used by a flight crew member from their post during the flight must be easily operated from the flight crew member.

(e) Those instruments to be used by any member of the flight crew must be provided in such a way that their indications are readily visible from the respective posts, with the minimum possible deviation from the position and line of sight that is normally taken when looking forward following the flight path.

(f) All necessary emergency equipment will be easily accessible for immediate use.

TAE.SPO. IDE. H. 105 Minimum equipment for the flight.

A flight shall not commence if any of the instruments, equipment or functions of the helicopter required for the intended flight are inoperative or missing, unless:

(a) The helicopter operates in accordance with the operator's MEL, if this has been established; or

(b) the operator is authorized by the competent authority to operate the helicopter within the limitations of the minimum equipment master list (MMEL); or

(c) the helicopter is subject to a flight permit issued in accordance with applicable airworthiness requirements.

TAE.SPO. IDE. H. 115 Operation Lights.

Night operation helicopters will also be equipped with:

(a) An anti-collision light system;

(b) navigation/positioning lights;

(c) a landing light;

(d) lights powered by the helicopter's electrical system that adequately illuminate all instruments and equipment essential for the safe operation of the helicopter;

(e) lights powered by the electric helicopter system that illuminate all cabin compartments;

(f) an independent portable light for each flight crew member and operating personnel who are on duty; and

(g) lights to meet international standards on collision prevention at sea, if the helicopter is amphibious.

TAE.SPO. IDE. H. 120 VFR-Flight and Navigation Instruments and Associated Equipment Operations.

(a) Helicopters used in VFR operations shall be equipped with means for measuring and displaying:

(1) The magnetic direction,

(2) the time in hours, minutes, and seconds,

(3) the pressure altitude,

(4) the indicated aerodynamic speed, and

(5) slip.

(b) Helicopters used in operations under VMC visual meteorological conditions on water and out of the visual range of land, and all helicopters employed in operations under VMC at night, shall be equipped with:

(1) Means to measure and show:

i. The attitude,

ii. the vertical speed, and

iii. the stabilized course;

(2) A means to indicate when the power supply to the gyroscopic instruments is not adequate; and

(3) for complex powered helicopters means to prevent the breakdown of the aerodynamic speed indication systems required in (a) (4) due to condensation or freezing.

(c) Helicopters used when the visibility is less than 1,500 m, or in conditions where the helicopter cannot maintain the desired attitude without reference to one or more flight instruments, in addition to that indicated in (a) and (b) shall be equipped with a means to prevent the breakdown of the aerodynamic speed indication systems required in (a) (4) due to condensation or freezing.

(d) Whenever two pilots are required for the operation, helicopters shall be equipped with an additional means of indicating:

(1) The pressure altitude,

(2) the indicated aerodynamic speed,

(3) slip,

(4) the attitude, if applicable,

(5) the vertical speed, if applicable,

(6) the stabilized course, if applicable.

TAE.SPO. IDE. H. 125 IFR-Flight and Navigation Instrument Operations and Associated Equipment.

Helicopters used in operations according to IFR rules will be equipped with:

(a) A means to measure and show:

(1) The magnetic direction,

(2) the time in hours, minutes, and seconds,

(3) the pressure altitude,

(4) the indicated aerodynamic speed,

(5) the vertical speed,

(6) slip,

(7) the attitude,

(8) the stabilized course, and

(9) the outside air temperature.

(b) A means to indicate when the power supply to the gyroscopic instruments is not adequate.

(c) Whenever two pilots are required for the operation, an additional independent media is available for the second pilot to display the following elements:

(1) The pressure altitude,

(2) the indicated aerodynamic speed,

(3) the vertical speed,

(4) slip,

(5) the attitude, and

(6) the stabilized course.

(d) A means to prevent the breakdown of the aerodynamic speed indicator systems required in the letters (a) (4) and (c) (2) due to condensation or ice formation.

(e) An additional means of measuring and showing attitude as a standby instrument; and

(f) for complex powered helicopters:

(1) An alternative source of static pressure;

(2) a support for navigation cards in an easy-to-read position that can be illuminated for night operations;

TAE.SPO. IDE. H. 132 Weather radar equipment for complex-powered border-helicopters.

helicopters operated under IFR or night conditions will be equipped with on-board weather radar equipment in areas where thunderstorms or other weather conditions can be expected. potentially dangerous, considered to be detectable with on-board meteorological radar equipment.

TAE.SPO. IDE. H. 133 Additional equipment for operations under complex-powered, nocturnal-helicopter ice-forming conditions.

(a) Helicopters operated under planned or actual ice formation during the night will be equipped with means to illuminate or detect the formation of ice.

(b) The means to illuminate the formation of ice shall not cause any shines or reflexes that may hinder the crew members in performing their functions.

TAE.SPO. IDE. H. 135 Interphone system for flight crew.

Helicopters operated by more than one flight crew member shall be equipped with an intercom system for flight crew, equipped with headphones and microphones for use by all members of the flight crew. flight crew.

TAE.SPO. IDE. H. 140 Flight cabin voice recorder.

(a) Helicopters with an MCTOW of more than 7,000 kg and whose first individual airworthiness certificate was issued from 1 January 2016 inclusive shall be equipped with a flight deck voice recorder (CVR).

(b) The CVR may keep the data recorded for at least the previous two hours.

(c) The CVR will record with reference to a chronological frame:

(1) Voice communications transmitted or received by radio in the flight crew compartment;

(2) the voice communications of flight crew members through the intercom system and the public address system, if they are installed;

(3) the ambient sound of the flight crew compartment, including without interruption, the audio signals received from each of the mast and mask microphones in use; and

(4) voice or audio signals identifying aids to navigation or approach received through a headset or speaker.

(d) The CVR will begin to register before the helicopter is moving on its own power and will continue to register until the end of the flight, when the helicopter is no longer able to move on its own. power.

(e) In addition to the point (d), according to the availability of electrical energy, the CVR shall start recording as soon as possible during the cabin checks, prior to the start of the engines at the start of the flight and up to the cabin checks immediately after the engine stop at the end of the flight

(f) The CVR will have a device to help its location in the water.

TAE.SPO. IDE. H. 145 Flight data recorder.

(a) Helicopters with an MCTOM of more than 3,175 kg and whose first certificate of airworthiness has been issued from 1 January 2016 shall be equipped with a flight data recorder (FDR) using a system digital log and data storage and for which a quick system of retrieval of stored data is available.

(b) The parameters required to accurately determine the flight path of the helicopter, its speed, attitude, engine power, configuration and operation and will be able to preserve data recorded during the less the previous ten hours.

(c) Data must be obtained from aircraft sources that allow for precise correlation with the information presented to the flight crew.

(d) The FDR will start the data recording before the helicopter can move on its own power and will stop once the helicopter can no longer be moved by its own power.

(e) The FDR will have a device to help its location in the water.

TAE.SPO. IDE. H. 150 Recording of the data link.

(a) helicopters with an individual airworthiness certificate granted for the first time on or after 1 January 2016 that have the capacity to use data-link communications and equipped with a CVR, record in a registrar, if applicable:

(1) messages from data link communications related to ATS communications to and from the aircraft, including messages related to the following applications:

i. Getting started from the data binding;

ii. Controller-pilot communication;

iii. targeted surveillance;

iv. flight information;

v. whenever possible, given the architecture of the system, the broadcast surveillance of the aircraft;

vi. whenever possible, given the system architecture, the aircraft operations control data; and

vii. whenever possible, given the system architecture, the graphs.

(2) Information that enables mapping to any associated record related to data link communications and is saved separately from the helicopter; and

(3) information about the time and priority of communications messages by data binding, taking into account the architecture of the system.

(b) The registrar will use a digital method to record and save the data and information, as well as for the method of retrieval of such data. The recording method will allow the data to match the data recorded on the ground.

(c) The logger may keep the data recorded during, at least the same time as that set for the CVR in TAE.SPO. IDE. H. 140.

(d) The logger will have a device to help its location in the water.

(e) The requirements applicable to the logger start and stop logic are the same as the requirements applicable to the CVR start and stop logic included in TAE.SPO.IDE.H. 140 (d) and (e).

TAE.SPO. IDE. H. 155 Combined registrar.

Compliance with the requirements for the CVR and FDR can be achieved by a combined flight data recorder and flight deck voice.

TAE.SPO. IDE. H. 160 Seats, seat belts and restraint systems.

(a) Helicopters shall be equipped with:

(1) A seat or post for each crew member or staff on board;

(2) a seat belt in each seat, or a restraint system for each station;

(3) for helicopters with an individual airworthiness certificate granted for the first time on or after 31 December 2012, a seat belt with a restraint system for the upper part of the Torso in each seat for the flight crew; and

(4) a seat belt with a restraint system for the upper torso incorporating a device that automatically holds the occupant's torso in the case of deceleration in each seat for the crew of the flight.

(b) a seat belt with restraint system for the upper torso shall have a single point of release

TAE.SPO. IDE. H. 165 First aid kit.

(a) Helicopters shall be equipped with first aid kits.

(b) First aid kits:

(1) They will be easily accessible for use; and

(2) will be maintained under conditions of use.

TAE.SPO. IDE. H. 175 Oxygen Supplementation-Non-Pressurized Helicopters.

(a) Non-pressurised helicopters operating at an altitude of flight for which oxygen supply is required in accordance with (b) shall have additional oxygen equipment capable of storing and distributing oxygen. the required oxygen supplies.

(b) Non-pressurised helicopters operating at an altitude of flight for which the cabin pressure altitude is greater than 10,000 ft (3,050 m) shall carry sufficient breathing oxygen to provide:

(1) All crew members for any period above 30 minutes when the pressure altitude in the cabin compartments is between 10,000 ft (3,050 m) and 13,000 ft (3,960 m); and

(2) all persons on board for any period when the pressure altitude in the cabin compartments is above 13,000 ft (3960 m).

(c) However, as set out in (b), deviations of duration specified between 13,000 ft (3960 m) and 16,000 ft (4,875 m), can be performed without oxygen supply, according to TAE.SPO.OP.195 (b).

TAE.SPO. IDE. H. 180 Portable Extintors.

(a) Helicopters shall be equipped with at least one portable fire extinguisher:

(1) In the flight crew compartment; and

(2) in each cabin compartment that is separate from the flight crew compartment, unless the compartment is easily accessible to the flight crew.

(b) The type and quantity of the extinguishing agent for the required extinguishers shall be appropriate to the type of fire likely in the compartment where the extinguisher is intended to be used and to minimise the risks of the extinguishing agent. a concentration of toxic gas in the compartments occupied by persons.

TAE.SPO. IDE. H. 185 Marks of breakage points.

If designated areas of the fuselage capable of drilling by emergency rescue teams exist in a helicopter, those areas shall be marked as illustrated in Figure 1.

Chart 1: Breakpoint Marks

An image appears in the original. See the official and authentic PDF document.

TAE.SPO. IDE. H. 190 Emergency Location Transmitter (ELT).

(a) Certified helicopters for a maximum seating configuration exceeding six shall be equipped with:

(1) An automatic ELT, and

(2) a survival ELT (ELT (S)) in a life raft or life jacket when the helicopter is operated at a distance of land corresponding to more than three minutes flying at normal cruising speed.

(b) Helicopters certified for a maximum seating configuration of six or less shall be equipped with a survival ELT (ELT (S)) or a personal location beacon (PLB), which is covered by a member of the crew or task specialist.

(c) ELTs of any type and PLBs may simultaneously transmit at 121.5 MHz and 406 MHz frequencies.

TAE.SPO. IDE. H. 195 Flight over the water-helicopters non-complex.

(a) Helicopters shall be equipped with a life jacket for each person on board, stored in a position easily accessible from the seat or position of the person for which it is intended, when:

(1) Return on water, beyond the self-rotation distance to the ground, when in case of critical engine failure, the helicopter is unable to maintain level flight; or

(2) fly over water at a distance of land corresponding to more than ten minutes flying at normal cruising speed, when in case of critical engine failure, the helicopter is capable of maintaining level flight; or

(3) take off or land at an aerodrome or operating site in which the take-off or approach path is situated above the water;

(b) Each life jacket shall be equipped with a means of electrical illumination in order to facilitate the location of persons.

(c) The pilot-in-command of helicopters operating on the water at a distance from a place on land corresponding to more than thirty minutes at the normal cruising speed or 50 NM (92,6 km), whichever is less, shall determine the risk the survival of the occupants of the helicopter in the event of a landing, based on which he/she will determine what to take:

(1) Equipment for performing distress signals;

(2) life rafts in sufficient numbers to accommodate all persons on board, stored in such a way as to facilitate their immediate use in the event of an emergency; and

(3) life-saving equipment to provide the adequate means of survival for the flight to be undertaken.

(d) The pilot-in-command shall determine the risk to the survival of the occupants of the helicopter in the event of a landing, when deciding whether the life jackets required in (a) must be worn by all occupants.

(e) Helicopters operating on the sea in VFR at night will have radio altimeter and hearing alert system.

TAE.SPO. IDE. H. 197 Save Chalecos-complex propelled helicopters.

(a) Helicopters shall be equipped with a life jacket for each person on board, stored in a position easily accessible from the seat or position of the person for which it is intended, when:

(1) Return on water to a distance of land corresponding to more than 10 minutes flying at normal cruising speed, when in case of failure of the critical engine, the helicopter is capable of maintaining level flight; or

(2) fly over the water, beyond the self-rotation distance to the ground, when in case of critical engine failure, the helicopter is unable to maintain level flight; or

(3) take off or land at an aerodrome or operating site where the take-off or approach path is above the water, so that, in the event of a mishap, there is a likelihood that it will result required a forced amarage;

(b) Each life jacket shall be equipped with a means of electrical illumination in order to facilitate the location of persons.

TAE.SPO. IDE. H. 198 Trage of supervision-complex propelled helicopters.

Each person on board will wear a survival suit when operating:

(a) On flights over water in support of offshore operations at a distance of land corresponding to more than 10 minutes flying at normal cruising speed, when in case of critical engine failure, the helicopter is capable of maintain level flight, and when:

(1) The available weather reports or forecasts indicate that the sea temperature will be less than 10 ° C during the flight, or

(2) estimated rescue time exceeds estimated survival time; or

(b) This is determined by the pilot-in-command based on a risk assessment that takes into account the following conditions:

(1) Flights over the water, beyond the self-rotation distance or safe forced landing on land, when in case of critical engine failure, the helicopter is unable to maintain level flight; and

(2) the weather reports or forecasts available to the pilot-in-command indicate that the sea temperature will be less than 10 ° C during the flight.

TAE.SPO. IDE. H. 199 Life-saving Balsas, survival ELTs and survival equipment for long flights over the water-complex powered helicopters.

The helicopters operated:

(a) on flights over water at a distance of land corresponding to more than ten minutes flying at normal cruising speed, when in the event of failure of the critical engine, the helicopter is capable of maintaining level flight; or

(b) on flights over water at a distance of land corresponding to more than three minutes flying at normal cruising speed, when in case of critical engine failure, the helicopter is unable to maintain level flight, and if it is determined by the pilot-in-command by means of a risk assessment, shall be equipped with:

(1) At least one life raft with a capacity not less than the maximum number of people on board, stored in such a way as to facilitate its rapid use in an emergency;

(2) at least one survival ELT (ELT (S)) for each life raft required; and

(3) life-saving equipment, including adequate means of survival for the flight to be undertaken.

TAE.SPO. IDE. H. 200 Survival Equipment.

Helicopters operating on areas where search and rescue work can be especially difficult will be equipped with:

(a) Signalling equipment for issuing distress signals;

(b) at least one ELT; and

(c) additional survival equipment for the route to be travelled, taking into account the number of people on board.

TAE.SPO. IDE. H. 201 Additional requirements for helicopters carrying out offshore operations in a sea area-complex propelled helicopters.

Helicopters engaged in offshore operations in a hostile maritime area, at a distance of land equivalent to more than ten minutes of flight time at normal cruising speed, shall comply with the following: requirements:

(a) When the weather report or forecasts available to the pilot-in-command indicate that the sea temperature will be less than +10 ° C during the flight, or when the expected rescue time exceeds the time of estimated survival, or the flight is planned at night time, all persons on board will wear a survival suit.

(b) All life rafts transported in accordance with the provisions of TAE.SPO.IDE.H. 199 shall be installed in such a way that they can be used in the conditions of the sea state in which the characteristics of the Forced amarage, flotation and compensation of the helicopter to meet the requirements of forced amarage for certification.

(c) The helicopter shall be equipped with an emergency lighting system with an independent power supply that provides a general lighting source for the cab in order to facilitate the evacuation of the aircraft. helicopter.

(d) All emergency exits, including the emergency exits of the flight crew and the means to open them, shall be clearly marked to guide the occupants using the exits with both light and light. daytime, as in the dark. These markings will be designed to remain visible if the helicopter flies and the cabin is submerged.

(e) All non-detachable doors designed as emergency exits in the case of forced amarage shall have means to secure them in the opening position in such a way that they do not interfere with the exit of the occupants in any condition of the state of the sea up to the maximum required to be assessed for forced amarage and flotation.

(f) All doors, windows or other openings in the passenger cabin rated as suitable for submerged exhaust shall be equipped in such a way that they can be used in an emergency.

(g) Life jackets must be carried at all times unless the passenger or crew member uses an integrated survival suit that meets the combined survival and vest requirement lifeguard.

TAE.SPO. IDE. H. 202 Helicopters certified to operate on multi-team water-equipment.

The helicopters certified to operate on the water will be equipped with:

(a) A sea anchor and other necessary equipment to facilitate the mooring, anchorage or manoeuvring of the helicopter in the water, suitable for its dimensions, weight and handling characteristics, and

(b) equipment for performing the acoustic signals prescribed in the International Regulations to prevent collisions at sea, where applicable.

TAE.SPO. IDE. H. 203 All helicopters on flights over hard-to-air.

Complex powered helicopters operating on flights over water in hostile environment at a distance of land corresponding to more than ten minutes of flight time at cruising speed and non-powered helicopters complexes operating on flights over water in a hostile environment at a distance of more than 50 NM (92,6 km) shall be:

(a) Designed to be bitter according to the relevant airworthiness code; or

(b) certificates for forced amarage in accordance with the relevant airworthiness code; or

(c) equipped with emergency flotation equipment.

TAE.SPO. IDE. H. 205 Individual protective equipment.

Each person on board will carry an individual protective equipment that is suitable for the type of operation to be performed.

TAE.SPO. IDE. H. 210 Auricular.

Whenever a radio or radio communication system is required, helicopters shall be equipped with a headphone with an arm or equivalent microphone and a transmission button on the flight controls for each pilot, crew member and/or operational staff required at their assigned posts.

TAE.SPO. IDE. H. 215 Radio communication equipment.

(a) Helicopters operating under IFR or at night, or when required by applicable airspace requirements, shall be equipped with the radio communication equipment, which under normal conditions of propagation, shall be capable of:

(1) Perform bidirectional communications for aerodrome control purposes;

(2) receive weather information;

(3) perform two-way communications at any time during flight with those aeronautical stations and on those frequencies prescribed by the appropriate authority; and

(4) provide communications on the 121.5 MHz emergency aeronautical frequency.

(b) When more than one communications team is required, each one of them will be independent of the others to the extent that a failure in any one of them will not result in the failure of any of the others.

(c) When radio communication equipment is required, and in addition to the intercom system for flight crew required at TAE.SPO.IDE.H. 135, helicopters shall be equipped with a transmission button on the flight controls for each required pilot and crew members at their assigned position.

(d) The operator must ensure that the aircraft has a equipment, which allows for the maintenance of two-way communication (either directly or through an air traffic service) with:

(1) The entity for which you perform the operation, and

(2) with the ground emergency service involved in the operation.

(e) For the operation, the operational personnel shall be equipped with two-way communication with the flight crew.

TAE.SPO. IDE. H. 220 Navigation equipment.

(a) Helicopters shall be equipped with the navigation equipment to enable them to proceed according to:

(1) The ATS flight plan, if applicable; and

(2) applicable airspace requirements.

(b) Helicopters shall have sufficient navigation equipment to ensure that, in the event of failure of an item of equipment at any stage of the flight, the remaining equipment shall allow safe navigation of the equipment (a); or an appropriate contingency action can be completed safely.

(c) Helicopters operating on flights where the IMC is intended to land will be equipped with appropriate equipment capable of guiding the helicopter to a point from which a visual landing can be performed. These equipment shall be capable of providing such guidance for each aerodrome on which it is intended to land in IMC and for each designated alternate aerodrome.

TAE.SPO. IDE. H. 225 Transponder.

Where required by the airspace in which it is flown, helicopters shall be equipped with a secondary surveillance radar (SSR) transponder with all the required capabilities.