BAR 6 Part SPO Special Operations

BAR 6 Part SPO Special Operations
Version 04
Brunei Department of Civil Aviation

Negara Brunei Darussalam
www.mtic.gov.bn/dca
Brunei Aviation Requirements
01 May 2019 Department of Civil Aviation | Ministry of Transport and Infocommunications | Brunei Darussalam Page 1 of 282
UNCONTROLLED WHEN PRINTED
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Table of Contents
Table of Contents .................................................................................................................................. 2
Control of this Document ..................................................................................................................... 7
Amendment ........................................................................................................................................... 8
SPO.GEN.005 Scope...................................................................................................................... 9
Subpart A - General requirements .................................................................................................... 11

SPO.GEN.100 Competent Authority ............................................................................................. 11
SPO.GEN.101 Means of compliance............................................................................................ 11
SPO.GEN.105 Crew responsibilities ............................................................................................. 11
SPO.GEN.106 Task specialists responsibilities ........................................................................... 12
SPO.GEN.107 Pilot-in-command responsibilities and authority ................................................... 12
SPO.GEN.110 Compliance with laws, regulations, requirements and procedures ...................... 18
SPO.GEN.115 Common language ............................................................................................... 18
SPO.GEN.119 Taxiing of aircraft .................................................................................................. 19
SPO.GEN.120 Taxiing of aeroplanes ........................................................................................... 20
SPO.GEN.125 Rotor engagement ................................................................................................ 21
SPO.GEN.130 Portable electronic devices .................................................................................. 22
SPO.GEN.131 Use of electronic flight bags (EFBs) ......................................................................... 23

SPO.GEN.135 Information on emergency and survival equipment carried ................................. 46
SPO.GEN.140 Documents, manuals and information to be carried ............................................. 46
SPO.GEN.145 Handling of flight recorder recordings: preservation, production, protection and
use — operations with complex motor-powered aircraft............................................................... 49
SPO.GEN.150 Transport of dangerous goods ............................................................................. 56
SPO.GEN.155 Release of dangerous goods................................................................................ 60
SPO.GEN.160 Carriage and use of weapons .............................................................................. 60
SPO.GEN.165 Admission to the flight crew compartment............................................................ 60
Subpart B - Operational procedures ................................................................................................. 61

SPO.OP.100 Use of aerodromes and operating sites .................................................................. 61
SPO.OP.105 Specification of isolated aerodromes - aeroplanes ................................................. 62
SPO.OP.110 Aerodrome operating minima - aeroplanes and helicopters ................................... 62
SPO.OP.111 Aerodrome operating minima - NPA, APV, CAT I operations ................................. 76
SPO.OP.112 Aerodrome operating minima - circling operations with aeroplanes ....................... 78
SPO.OP.113 Aerodrome operating minima - onshore circling operations with helicopters ......... 82
SPO.OP.115 Departure and approach procedures - aeroplanes and helicopters ....................... 82
SPO.OP.116 Performance-based navigation — aeroplanes and helicopters .............................. 82
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SPO.OP.120 Noise abatement procedures .................................................................................. 87

SPO.OP.125 Minimum obstacle clearance altitudes - IFR flights ................................................ 88
SPO.OP.130 Fuel and oil supply - aeroplanes ............................................................................. 90
SPO.OP.131 Fuel and oil supply - helicopters ............................................................................. 91
SPO.OP.135 Safety briefing ......................................................................................................... 92
SPO.OP.140 Flight preparation .................................................................................................... 92
SPO.OP.145 Take-off alternate aerodromes - complex motor-powered aeroplanes ................... 93
SPO.OP.150 Destination alternate aerodromes - aeroplanes ...................................................... 93
SPO.OP.151 Destination alternate aerodromes - helicopters ...................................................... 93
SPO.OP.152 Destination aerodromes — instrument approach operations ................................. 94
SPO.OP.155 Refuelling with persons embarking, on board or disembarking .............................. 95
SPO.OP.160 Use of headset ........................................................................................................ 96
SPO.OP.165 Smoking .................................................................................................................. 96
SPO.OP.170 Meteorological conditions ........................................................................................ 97
SPO.OP.175 Ice and other contaminants - ground procedures ................................................... 99
SPO.OP.176 Ice and other contaminants - flight procedures ..................................................... 106
SPO.OP.180 Take-off conditions - aeroplanes and helicopters ................................................. 108
SPO.OP.185 Simulated situations in flight ................................................................................. 108
SPO.OP.190 In-flight fuel management ...................................................................................... 108
SPO.OP.195 Use of supplemental oxygen ................................................................................. 108
SPO.OP.200 Ground proximity detection ................................................................................... 109
SPO.OP.205 Airborne collision avoidance system (ACAS) - complex motor-powered aeroplane
and helicopters ............................................................................................................................ 117
SPO.OP.210 Approach and landing conditions - aeroplanes and helicopters ........................... 126
SPO.OP.215 Commencement and continuation of approach - aeroplanes and helicopters ..... 127
SPO.OP.230 Standard operating procedures ............................................................................ 130
Subpart C - Aircraft performance and operating limitations ........................................................ 137

SPO.POL.100 Operating limitations - all aircraft ........................................................................ 137
SPO.POL.105 Mass and balance ............................................................................................... 137
SPO.POL.110 Mass and balance system - commercial operations with aeroplanes and
helicopters and non-commercial operations with complex motor-powered aircraft .................... 140
SPO.POL.115 Mass and balance data and documentation - commercial operations with
aeroplanes and helicopters and non-commercial operations with complex motor- powered aircraft
.................................................................................................................................................... 142
SPO.POL.116 Mass and balance data and documentation - alleviations .................................. 144
SPO.POL.120 Performance – general ........................................................................................ 145
SPO.POL.125 Take-off mass limitations - complex motor-powered aeroplanes ....................... 145
SPO.POL.130 Take-off - complex motor-powered aeroplanes .................................................. 145
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SPO.POL.135 En-route - one engine inoperative - complex motor-powered aeroplanes .......... 146
SPO.POL.140 Landing - complex motor-powered aeroplanes .................................................. 147
SPO.POL.145 Performance and operating criteria - aeroplanes ............................................... 148
SPO.POL.146 Performance and operating criteria - helicopters ................................................ 149
Subpart D - Instruments, data and equipment ............................................................................... 150

Section 1 - Aeroplanes .................................................................................................................... 150
SPO.IDE.A.100 Instruments and equipment - general ............................................................... 150
SPO.IDE.A.105 Minimum equipment for flight ............................................................................ 152
SPO.IDE.A.110 Spare electrical fuses ........................................................................................ 152
SPO.IDE.A.115 Operating lights ................................................................................................. 152
SPO.IDE.A.120 Operations under VFR - flight and navigational instruments and associated
equipment.................................................................................................................................... 153
SPO.IDE.A.125 Operations under IFR - flight and navigational instruments and associated
equipment ................................................................................................................................... 156
SPO.IDE.A.126 Additional equipment for single-pilot operation under IFR ................................ 159
SPO.IDE.A.130 Terrain awareness warning system (TAWS) .................................................... 159
SPO.IDE.A.131 Airborne collision avoidance system (ACAS) ................................................... 160
SPO.IDE.A.132 Airborne weather detecting equipment - complex motor-powered aeroplanes
.................................................................................................................................................... 160
SPO.IDE.A.133 Additional equipment for operations in icing conditions at night - complex
motor-powered aeroplanes ......................................................................................................... 160
SPO.IDE.A.135 Flight crew interphone system .......................................................................... 160
SPO.IDE.A.140 Cockpit voice recorder ...................................................................................... 161
SPO.IDE.A.145 Flight data recorder ........................................................................................... 163
SPO.IDE.A.150 Data link recording ............................................................................................ 177
SPO.IDE.A.155 Flight data and cockpit voice combination recorder.......................................... 182
SPO.IDE.A.160 Seats, seat safety belts and restraint systems.................................................. 183
SPO.IDE.A.165 First-aid kit ........................................................................................................ 185
SPO.IDE.A.170 Supplemental oxygen - pressurised aeroplanes ............................................... 187
SPO.IDE.A.175 Supplemental oxygen - non-pressurised aeroplanes ....................................... 188
SPO.IDE.A.180 Hand fire extinguishers ..................................................................................... 189
SPO.IDE.A.181 Crash axe and crowbar ..................................................................................... 189
SPO.IDE.A.185 Marking of break-in points................................................................................. 190
SPO.IDE.A.190 Emergency locator transmitter (ELT) ................................................................ 191
SPO.IDE.A.195 Flight over water................................................................................................ 194
SPO.IDE.A.200 Survival equipment............................................................................................ 196
SPO.IDE.A.205 Individual protective equipment ........................................................................ 198
SPO.IDE.A.210 Headset ............................................................................................................. 198
SPO.IDE.A.215 Radio communication equipment...................................................................... 199
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SPO.IDE.A.220 Navigation equipment ....................................................................................... 200

SPO.IDE.A.225 Transponder ...................................................................................................... 205
SPO.IDE.A.230 Management of aeronautical databases........................................................... 205
Section 2 - Helicopters .................................................................................................................... 207

SPO.IDE.H.100 Instruments and equipment - general ............................................................... 207
SPO.IDE.H.105 Minimum equipment for flight ............................................................................ 209
SPO.IDE.H.115 Operating lights ................................................................................................. 209
SPO.IDE.H.120 Operations under VFR - flight and navigational instruments and associated
equipment.................................................................................................................................... 210
SPO.IDE.H.125 Operations under IFR - flight and navigational instruments and associated
equipment.................................................................................................................................... 213
SPO.IDE.H.126 Additional equipment for single-pilot operation under IFR ................................ 216
SPO.IDE.H.132 Airborne weather detecting equipment - complex motor-powered helicopters 217
SPO.IDE.H.133 Additional equipment for operations in icing conditions at night - complex
motor-powered helicopters .......................................................................................................... 217
SPO.IDE.H.135 Flight crew interphone system .......................................................................... 217
SPO.IDE.H.140 Cockpit voice recorder ...................................................................................... 218
SPO.IDE.H.145 Flight data recorder ........................................................................................... 219
SPO.IDE.H.150 Data link recording ............................................................................................ 233
SPO.IDE.H.155 Flight data and cockpit voice combination recorder.......................................... 236
SPO.IDE.H.160 Seats, seat safety belts and restraint systems ................................................. 237
SPO.IDE.H.165 First-aid kit ........................................................................................................ 238
SPO.IDE.H.175 Supplemental oxygen - non-pressurised helicopters ........................................ 240
SPO.IDE.H.180 Hand fire extinguishers ..................................................................................... 241
SPO.IDE.H.185 Marking of break-in points ................................................................................ 242
SPO.IDE.H.190 Emergency locator transmitter (ELT) ................................................................ 243
SPO.IDE.H.195 Flight over water - other-than complex motor-powered helicopters ................. 246
SPO.IDE.H.197 Life-jackets - complex motor-powered helicopters ........................................... 248
SPO.IDE.H.198 Survival suits - complex motor-powered helicopters ........................................ 249
SPO.IDE.H.199 Life-rafts, survival ELTs and survival equipment on extended overwater flights -
complex motor-powered helicopters ........................................................................................... 252
SPO.IDE.H.200 Survival equipment ........................................................................................... 253
SPO.IDE.H.202 Helicopters certified for operating on water - miscellaneous equipment .......... 254
SPO.IDE.H.203 All helicopters on flights over water - ditching .................................................. 255
SPO.IDE.H.205 Individual protective equipment ........................................................................ 255
SPO.IDE.H.210 Headset ............................................................................................................ 255
SPO.IDE.H.215 Radio communication equipment ..................................................................... 256
SPO.IDE.H.220 Navigation equipment ....................................................................................... 257
SPO.IDE.H.225 Transponder ..................................................................................................... 261
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SPO.IDE.H.230 Management of aeronautical databases .......................................................... 262
Subpart E - Specific requirements .................................................................................................. 264

Section 1 - Helicopter external sling load operations (HESLO) ...................................................... 264
SPO.SPEC.HESLO.100 Standard operating procedures........................................................... 264
SPO.SPEC.HESLO.105 Specific HESLO equipment ................................................................. 273
SPO.SPEC.HESLO.110 Transportation of dangerous goods .................................................... 273
Section 2 - Human external cargo operations (HEC) ..................................................................... 274

SPO.SPEC.HEC.100 Standard operating procedures ............................................................... 274
SPO.SPEC.HEC.105 Specific HEC equipment .......................................................................... 279
Section 3 - Parachute operations (PAR) ......................................................................................... 281

SPO.SPEC.PAR.100 Standard operating procedures................................................................ 281
SPO.SPEC.PAR.105 Carriage of crew members and task specialists ...................................... 281
SPO.SPEC.PAR.110 Seats ........................................................................................................ 281
SPO.SPEC.PAR.115 Supplemental oxygen .............................................................................. 281
SPO.SPEC.PAR.125 Releasing of dangerous goods ................................................................ 281
Section 4 - Aerobatic flights (ABF) .................................................................................................. 282

SPO.SPEC.ABF.100 Standard operating procedures ................................................................ 282
SPO.SPEC.ABF.105 Documents, manuals and information to be carried ................................. 282
SPO.SPEC.ABF.115 Equipment ................................................................................................ 282
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Control of this Document

DC.1 Introduction
DC.1.1 Pursuant to Civil Aviation Order 2016 and the Civil Aviation (General) Regulations
2016 and their subsequent amendments, the following requirements are hereby
established for compliance by all persons concerned, the Director of Civil Aviation is
empowered to adopt and amend Brunei Aviation Requirements. In accordance
herewith, the following requirement is hereby established for compliance by all
persons concerned. This requirement shall be known as BAR 6 Part SPO Special
Operations and any reference to this title shall mean referring to the requirements to
be met for civil aviation in Brunei Darussalam.
DC.2 Authority for this Requirement

DC.2.1 This BAR 6 Part SPO Special Operations is issued on the authority of the Director
of Civil Aviation.
DC.3 Applicability
DC.3.1 This BAR 6 Part SPO Special Operations is applicable to the aviation industry of
Brunei Darussalam.
DC.4 Scope
DC.4.1 BAR 6 Operation of Aircraft contains the operation of aircraft requirements of Brunei
Darussalam, and shows compliance with ICAO Annex 6. The requirements in BAR
6 are separated into the following parts with cross references between parts where
applicable.
Part Air Operations Cover Requirement

Part ARO Authority Requirements for Air Operations
Part ORO Organisation Requirements for Air Operations
Part DEF Definitions
Part CAT Commercial Air Transport
Part SPA Specific Approvals
Part SPO Special Operations
Part NCC Non Commercial with Complex Motor-Powered Aircraft
Part NCO Non Commercial other than Complex Motor-Powered Aircraft
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DC.5 Definitions
DC.5.1 Terms not defined shall have the meaning given to them in the relevant legal
instruments or international legal instruments in which they appear, especially as
they appear in the Convention and its Annexes.
Amendment
Amendment Number Date of Issue Remarks
V01 1st February 2017 Initial Issue
V02 1st February 2018 First Amendment
V03 1st May 2018 Second Amendment
V04 1st May 2019 Third Amendment
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Part-SPO Specific Operations

SPO.GEN.005 Scope
(a) This Part applies to any specialised operation where the aircraft is used for specialised
activities such as agriculture, construction, photography, surveying, observation and
patrol, aerial advertisement.
(b) Notwithstanding (a), non-commercial specialised operations with other than complex
motor-powered aircraft shall comply with Part-NCO.
(c) Notwithstanding (a), the following operations with other than complex motor-powered
aircraft may be conducted in accordance with Part-NCO:
(1) competition flights or flying displays, on the condition that the remuneration or
any valuable consideration given for such flights is limited to recovery of direct
costs and a proportionate contribution to annual costs, as well as prizes of no
more than a value specified by the Brunei DCA.
(2) parachute dropping, sailplane towing with an aeroplane or aerobatic flights
performed either by a training organisation having its principal place of
business in Brunei Darussalam or by an organisation created with the aim of
promoting aerial sport or leisure aviation, on the condition that the aircraft is
operated by the organisation on the basis of ownership or dry lease, that the
flight does not generate profits distributed outside of the organisation, and
that whenever non-members of the organisation are involved, such flights
represent only a marginal activity of the organisation.
AMC1SPO.GEN.005 Scope
Criteria
The operators should consider the following criteria to determine whether an activity falls
within the scope of specialised operations:
(a) the aircraft is flown close to the surface to fulfil the mission;
(b) abnormal manoeuvres are performed;
(c) special equipment is necessary to fulfil the mission and which affects the
manoeuvrability of the aircraft;
(d) substances are released from the aircraft during the flight where these substances are
either harmful or affect the manoeuvrability of the aircraft;
(e) external loads or goods are lifted or towed; or
(f) persons enter or leave the aircraft during flight.
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GM1 SPO.GEN.005 Scope
List of Specialised Operations

(a) Specialised operations include the following activities:
(1) helicopter external loads operations;
(2) helicopter survey operations;
(3) human external cargo operations;
(4) parachute operations and skydiving;
(5) agricultural flights;
(6) aerial photography flights;
(7) glider towing;
(8) aerial advertising flights;
(9) calibration flights;
(10) construction work flights, including stringing power line operations, clearing
saw operations;
(11) oil spill work;
(12) avalanche mining operations;
(13) survey operations, including aerial mapping operations, pollution control
activity;
(14) news media flights, television and movie flights;
(15) special events flights, including such as flying display and competition flights;
(16) aerobatic flights;
(17) animal herding, animal rescue flights and veterinary dropping flights;
(18) maritime funeral operations;
(19) scientific research flights (other than those under the Civil Aviation (General)
Regulations 2016;
(20) cloud seeding; and
(21) sensational flights: flights involving extreme aerobatic manoeuvres carried out
for the purpose of allowing the persons on board to experience zero gravity,
high G-forces or similar sensations.
(b) For other operations, the operator can apply the criteria specified in AMC1
SPO.GEN.005 to determine whether an activity falls within the scope of specialised
operations.
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Subpart A - General requirements

SPO.GEN.100 Competent Authority
The competent authority shall be the Brunei DCA for operators which have their principal
place of business or are residing in Brunei Darussalam.
SPO.GEN.101 Means of compliance
Alternative means of compliance to those adopted by the Brunei DCA may be used by an
operator to establish compliance with the Requirements.
SPO.GEN.105 Crew responsibilities
(a) The crew member shall be responsible for the proper execution of his/her duties that
are specified in the standard operating procedures (SOPs) and, where appropriate, in
the operations manual.
(b) During critical phases of flight or whenever deemed necessary by the pilot-in-command
in the interest of safety, the crew member shall be restrained at his/her assigned
station unless otherwise specified in the SOP.
(c) During flight, the flight crew member shall keep his/her safety belt fastened while at
his/her station.
(d) During flight, at least one qualified flight crew member shall remain at the controls of
the aircraft at all times.
(e) The crew member shall not undertake duties on an aircraft:
(1) if he/she knows or suspects that he/she is suffering from fatigue as referred to
in Part Air Operations Cover Requirement Essential Requirements or feels
otherwise unfit to perform his/her duties; or
(2) when under the influence of psychoactive substances or for other reasons as
referred to in Part Air Operations Cover Requirement Essential Requirements.
(f) The crew member who undertakes duties for more than one operator shall:
(1) maintain his/her individual records regarding flight and duty times and rest
periods as referred to in Part-ORO, Subpart FTL, if applicable; and
(2) provide each operator with the data needed to schedule activities in
accordance with the applicable FTL requirements.
(g) The crew member shall report to the pilot-in-command:
(1) any fault, failure, malfunction or defect, which he/she believes may affect the
airworthiness or safe operation of the aircraft, including emergency systems;
and
(2) any incident that was endangering, or could endanger, the safety of the
operation.
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GM1 SPO.GEN.105(e)(2) Crew member responsibilities
General
In accordance with 7.g. of Annex IV to BAR Basic Regulation, a crew member must not
perform duties on board an aircraft when under the influence of psychoactive substances or
alcohol or when unfit due to injury, fatigue, medication, sickness or other similar causes. This
should be understood as including the following:
(a) effects of deep water diving and blood donation, and allowing for a certain time period
between these activities and returning to flying; and
(b) without prejudice to more restrictive national regulations, the consumption of alcohol
while on duty or less than 8 hours prior to the commencement of duties, and
commencing a flight duty period with a blood alcohol level in excess of 0.2 per
thousand.
SPO.GEN.106 Task specialists responsibilities
(a) The task specialist shall be responsible for the proper execution of his/her duties that
are specified in the standard operating procedures (SOPs).
(b) During critical phases of flight or whenever deemed necessary by the pilot-in-command
in the interest of safety, the task specialist shall be restrained at his/her assigned
station unless otherwise specified in the SOP.
(c) The task specialist shall ensure that he/she is restrained when carrying out specialised
tasks with external doors opened or removed.
(d) The task specialist shall report to the pilot-in-command:
(1) any fault, failure, malfunction or defect, which he/she believes may affect the
airworthiness or safe operation of the aircraft, including emergency systems;
and
(2) any incident that was endangering, or could endanger, the safety of the
operation.
SPO.GEN.107 Pilot-in-command responsibilities and authority
(a) The pilot-in-command shall be responsible for:

(1) the safety of the aircraft and of all crew members, task specialists and cargo
on board during aircraft operations;
(2) the initiation, continuation, termination or diversion of a flight in the inter est of
safety;
(3) ensuring that all operational procedures and checklists are complied with in
accordance with the appropriate manual;
(4) only commencing a flight if he/she is satisfied that all operational limitations
referred to in Part Air Operations Cover Requirement Essential Requirements
are complied with, as follows:
(i) the aircraft is airworthy;
(ii) the aircraft is duly registered;
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(iii) instruments and equipment required for the execution of that flight are
installed in the aircraft and are operative, unless operation with inoperative
equipment is permitted by the minimum equipment list (MEL) or equivalent
document, if applicable, as required in points SPO.IDE.A.105 or
SPO.IDE.H.105;
(iv) the mass of the aircraft and the centre of gravity location are such that the
flight can be conducted within limits prescribed in the airworthiness
documentation;
(v) all equipment and baggage is properly loaded and secured;
(vi) the aircraft operating limitations as specified in the aircraft flight manual
(AFM) will not be exceeded at any time during the flight; and
(vii) any navigational database required for PBN is suitable and current.
(5) not commencing a flight if he/she, or any other crew member or task specialist
is incapacitated from performing duties by any cause such as injury, sickness,
fatigue or the effects of any psychoactive substance;
(6) not continuing a flight beyond the nearest weather-permissible aerodrome or
operating site when his/her or any other crew member or task specialist’s
capacity to perform duties is significantly reduced from causes such as
fatigue, sickness or lack of oxygen;
(7) deciding on acceptance of the aircraft with unserviceabilities in accordance
with the configuration deviation list (CDL) or MEL, if applicable;
(8) recording utilisation data and all known or suspected defects in the aircraft at
the termination of the flight, or series of flights, in the aircraft technical log or
journey log for the aircraft; and
(9) ensuring that:
(i) flight recorders are not disabled or switched off during flight
(ii) in the event of an occurrence other than an accident or a serious incident
that shall be reported according to ORO.GEN.160(a), flight recorders'
recordings are not intentionally erased; and
(iii) in the event of an accident or a serious incident, or if preservation of
recordings of flight recorders is directed by the investigating authority:
(A) flight recorders are not intentionally erased;
(B) flight recorders are deactivated immediately after the flight is
completed; and
(C) precautionary measures to preserve the recordings of flight recorders
are taken before leaving the flight crew compartment.
(b) The pilot-in-command shall have the authority to refuse carriage of or disembark any
person or cargo that may represent a potential hazard to the safety of the aircraft or its
occupants.
(c) The pilot-in-command shall, as soon as possible, report to the appropriate air traffic
services (ATS) unit any hazardous weather or flight conditions encountered that are
likely to affect the safety of other aircraft.
(d) Notwithstanding the provision of (a)(6), in a multi-crew operation the pilot-in- command
may continue a flight beyond the nearest weather-permissible aerodrome when
adequate mitigating procedures are in place.
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(e) The pilot-in-command shall, in an emergency situation that requires immediate

decision and action, take any action he/she considers necessary under the
circumstances in accordance with Part Air Operations Cover Requirement Essential
Requirements. In such cases he/she may deviate from rules, operational procedures
and methods in the interest of safety.
(f) The pilot-in-command shall submit a report of an act of unlawful interference without
delay to the Brunei DCA and shall inform the designated local authority.
(g) The pilot-in-command shall notify the nearest appropriate authority by the quickest
available means of any accident involving the aircraft that results in serious injury or
death of any person or substantial damage to the aircraft or property.
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AMC1 SPO.GEN.107 Pilot-in-command responsibilities and authority
Flight Preparation For PBN Operations

(a) The flight crew should ensure that RNAV 1, RNAV 2, RNP 1 RNP 2, and RNP APCH
routes or procedures to be used for the intended flight, including for any alternate
aerodromes, are selectable from the navigation database and are not prohibited by
NOTAM.
(b) The flight crew should take account of any NOTAMs or operator briefing material that
could adversely affect the aircraft system operation along its flight plan including any
alternate aerodromes.
(c) When PBN relies on GNSS systems for which RAIM is required for integrity, its
availability should be verified during the preflight planning. In the event of a predicted
continuous loss of fault detection of more than five minutes, the flight planning should
be revised to reflect the lack of full PBN capability for that period.
(d) For RNP 4 operations with only GNSS sensors, a fault detection and exclusion (FDE)
check should be performed. The maximum allowable time for which FDE capability is
projected to be unavailable on any one event is 25 minutes. If predictions indicate that
the maximum allowable FDE outage will be exceeded, the operation should be
rescheduled to a time when FDE is available.
(e) For RNAV 10 operations, the flight crew should take account of the RNAV 10 time limit
declared for the inertial system, if applicable, considering also the effect of weather
conditions that could affect flight duration in RNAV 10 airspace. Where an extension to
the time limit is permitted, the flight crew will need to ensure that en route that radio
facilities are serviceable before departure, and to apply radio updates in accordance
with any AFM limitation.
AMC2 SPO.GEN.107 Pilot-in-command responsibilities and authority
Database Suitability
(a) The flight crew should check that any navigational database required for PBN
operations includes the routes and procedures required for the flight.
DATABASE CURRENCY
(b) The database validity (current AIRAC cycle) should be checked before the flight.
(c) Navigation databases should be current for the duration of the flight. If the AIRAC cycle
is due to change during flight, the flight crew should follow procedures established by
the operator to ensure the accuracy of navigation data, including the suitability of
navigation facilities used to define the routes and procedures for the flight.
(d) An expired database may only be used if the following conditions are satisfied:
(1) the operator has confirmed that the parts of the database which are intended
to be used during the flight and any contingencies that are reasonable to
expect are not changed in the current version;
(2) any NOTAMs associated with the navigational data are taken into account;
(3) maps and charts corresponding to those parts of the flight are current and
have not been amended since the last cycle;
(4) any MEL limitations are observed; and
(5) the database has expired by no more than 28 days.
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GM1 SPO.GEN.107 Pilot-in-command responsibilities and authority
General
In accordance with the Civil Aviation (General) Regulations 2016, the pilot-in-command is
responsible for the operation and safety of the aircraft and for the safety of all crew
members, task specialists and cargo on board. This includes the following:
(a) the safety of all persons and cargo on board, as soon as he/she arrives on board, until
he/she leaves the aircraft at the end of the flight; and
(b) the operation and safety of the aircraft:
(1) for aeroplanes, from the moment it is first ready to move for the purpose of
flight until the moment it comes to rest at the end of the flight and the
engine(s) used as primary propulsion unit(s) is/are shut down;
(2) for helicopters, from the moment the engine(s) are started until the helicopter
comes to rest at the end of the flight with the engine(s) shut down and the
rotor blades stopped;
GM1 SPO.GEN.107(a)(8) Pilot-in-command responsibilities and authority
Recording Utilisation Data

Where an aircraft conducts a series of flights of short duration — such as a helicopter doing
a series of lifts — and the aircraft is operated by the same pilot-in-command, the utilisation
data for the series of flights may be recorded in the aircraft technical log or journey log as a
single entry.
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GM1 SPO.GEN.107(a)(9) Pilot-in-command responsibilities and authority
AMC1 SPO.GEN.107(c) Pilot-in-command responsibilities and authority
Reporting of Hazardous Flight Conditions

(a) These reports should include any detail which may be pertinent to the safety of other
aircraft.
(b) Such reports should be made whenever any of the following conditions are
encountered or observed:
(1) severe turbulence;
(2) severe icing;
(3) severe mountain wave;
(4) thunderstorms, with or without hail, that are obscured, embedded, widespread
or in squall lines;
(5) heavy dust storm or heavy sandstorm;
(6) volcanic ash cloud; and
(7) unusual and/or increasing volcanic activity or a volcanic eruption.
(c) When other meteorological conditions not listed above, e.g. wind shear, are
encountered that, in the opinion of the pilot-in-command, may affect the safety or the
efficiency of other aircraft operations, the pilot-in-command should advise the
appropriate air traffic services (ATS) unit as soon as practicable.
AMC1 SPO.GEN.107(e) Pilot-in-command responsibilities and authority —

balloons
Violation Reporting
If required by the State in which the incident occurs, the pilot-in-command should submit a
report on any such violation to the appropriate authority of the said State; in that event, the
pilot-in-command should also submit a copy of it to the Brunei DCA Such reports should be
submitted as soon as possible and normally within 10 days.
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SPO.GEN.110 Compliance with laws, regulations, requirements and

procedures
The pilot-in-command, crew members and task specialists shall comply with the laws,
regulations, requirements and procedures of those States where operations are conducted.
SPO.GEN.115 Common language
The operator shall ensure that all crew members and task specialists are able to
communicate with each other in a common language.
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SPO.GEN.119 Taxiing of aircraft
The operator shall establish procedures for taxiing of aircraft in order to ensure safe
operation and in order to enhance runway safety.
AMC1 SPO.GEN.119 Taxiing of aircraft
Procedures for taxiing

Procedures for taxiing should include at least the following:
(a) application of sterile flight deck crew compartment procedures:
(b) use of standard radio-telephony (RTF) phraseology;
(c) use of lights;
(d) measures to enhance the situational awareness of the pilot-in-command. The following
list of typical items should be adapted by the operator to take into account its
operational environment:
(1) the pilot-in-command should have the necessary aerodrome layout charts
available;
(2) if applicable, the pilot taxiing the aircraft should announce in advance his/her
intentions to the pilot monitoring;
(3) if applicable, all taxi clearances should be heard, and should be understood
by the pilot-in-command;
(4) if applicable, all taxi clearances should be cross-checked against the
aerodrome chart and aerodrome surface markings, signs and lights;
(5) an aircraft taxiing on the manoeuvring area should stop and hold at all lighted
stop bars, and may proceed further when an explicit clearance to enter or
cross the runway has been issued by the aerodrome control tower, and when
the stop bar lights are switched off;
(6) if the pilot-in-command is unsure of his/her position, he/she should stop the
aircraft and contact air traffic control;
(7) any action, which may disturb the pilot-in-command from the taxi activity,
should be avoided or done with the parking brake set.
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SPO.GEN.120 Taxiing of aeroplanes
The operator shall ensure that an aeroplane is only taxied on the movement area of
an aerodrome if the person at the controls:
(a) is an appropriately qualified pilot; or
(b) has been designated by the operator and:
(1) is trained to taxi the aeroplane;
(2) is trained to use the radio telephone, if radio communications are required;
(3) has received instruction in respect of aerodrome layout, routes, signs,
marking, lights, air traffic control (ATC) signals and instructions, phraseology
and procedures; and
(4) is able to conform to the operational standards required for safe aeroplane
movement at the aerodrome.
GM1 SPO.GEN.120 Taxiing of aeroplanes
Safety Critical Activity

(a) Taxiing should be treated as a safety-critical activity due to the risks related to the
movement of the aeroplane and the potential for a catastrophic event on the ground.
(b) Taxiing is a high-workload phase of flight that requires the full attention of the flight
crew.
GM1 SPO.GEN.120(b)(4) Taxiing of aeroplanes
Skills and Knowledge

The person designated by the operator to taxi an aeroplane should possess the following
skills and knowledge:
(a) positioning of the aeroplane to ensure safety when starting engine;
(b) getting ATIS reports and taxi clearance, where applicable;
(c) interpretation of airfield markings/lights/signals/indicators;
(d) interpretation of marshalling signals, where applicable;
(e) identification of suitable parking area;
(f) maintaining lookout and right-of-way rules and complying with ATC or marshalling
instructions when applicable;
(g) avoidance of adverse effect of propeller slipstream or jet wash on other aeroplanes,
aerodrome facilities and personnel;
(h) inspection of taxi path when surface conditions are obscured;
(i) communication with others when controlling an aeroplane on the ground;
(j) interpretation of operational instructions;
(k) reporting of any problem that may occur while taxiing an aeroplane; and
(l) adapting the taxi speed in accordance with prevailing aerodrome, traffic, surface and
weather conditions.
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SPO.GEN.125 Rotor engagement
A helicopter rotor shall only be turned under power for the purpose of flight with a qualified
pilot at the controls.
GM1 SPO.GEN.125 Rotor engagement
Intent of The Rule

(a) The following two situations where it is allowed to turn the rotor under power should be
distinguished:
(1) for the purpose of flight, as described in the implementing rule;
(2) for maintenance purposes.
(b) Rotor engagement for the purpose of flight: it should be noted that the pilot should not
leave the control when the rotors are turning. For example, the pilot is not allowed to
get out of the aircraft in order to welcome persons and adjust their seat belts with the
rotors turning.
(c) Rotor engagement for the purpose of maintenance: the implementing rule, however,
should not prevent ground runs being conducted by qualified personnel other than
pilots for maintenance purposes.
The following conditions should be applied:
(1) The operator should ensure that the qualification of personnel, other than
pilots, who are authorised to conduct maintenance runs, is described in the
appropriate manual.
(2) Ground runs should not include taxiing the helicopter.
(3) There should be no other persons on board.
(4) Maintenance runs should not include collective increase or auto pilot
engagement (risk of ground resonance).
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SPO.GEN.130 Portable electronic devices
The operator shall not permit any person to use a portable electronic device (PED) on
board an aircraft that could adversely affect the performance of the aircraft’s systems and
equipment.
GM2 SPO.GEN.130 Portable electronic devices
General
(a) PEDs can pose a risk of interference with electronically operated aircraft systems.
Those systems could range from the electronic engine control, instruments navigation
or communication equipment and autopilots to any other type of avionic equipment on
the aircraft. The interference can result in on-board systems malfunctioning or
providing misleading information and communication disturbance. These can also lead
to an increased workload for the flight crew.
(b) Interference may be caused by transmitters being part of the PED’s functionality or by
unintentional transmissions from the PED. Due to the likely proximity of the PED to any
electronically operated aircraft system and the generally limited shielding found in
small aircraft, the risk of interference is to be considered higher than that for larger
aircraft with metal airframes.
(c) During certification of the aircraft, when qualifying the aircraft functions consideration
may only have been made of short-term exposure to a high radiating field, with an
acceptable mitigating measure being a return to normal function after removal of the
threat. This certification assumption may not be true when operating the transmitting
PED on board the aircraft.
(d) It has been found that compliance with the electromagnetic compatibility (EMC)
Directive 2004/108/EC and related European standards is not sufficient to exclude the
existence of interference. A well-known interference is the demodulation of the
transmitted signal from GSM (global system for mobile communications) mobile
phones leading to audio disturbances in other systems. Similar interferences are
difficult to predict during the PED design and protecting the aircraft’s electronic
systems against the full range of potential interferences is practically impossible.
Therefore, not operating PEDs on-board aircraft is the safest option, especially as
effects may not be identified immediately but under the most inconvenient
circumstances.
(e) Guidance to follow in case of fire caused by PEDs is provided by the International Civil
Aviation Organisation, ‘Emergency response guidance for aircraft incidents involving
dangerous goods’, ICAO Doc 9481-AN/928.
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GM1 SPO.GEN.130 Portable electronic devices
Definitions
(a) Definition and categories of PEDs
PEDs are any kind of electronic device, typically but not limited to consumer
electronics, brought on board the aircraft by crew members, passengers, or as part of
the cargo and that are not included in the approved aircraft configuration. All
equipment that is able to consume electrical energy falls under this definition. The
electrical energy can be provided from internal sources as batteries (chargeable or
non-rechargeable) or the devices may also be connected to specific aircraft power
sources.
PEDs include the following two categories:
(1) Non-intentional transmitters can non-intentionally radiate RF transmissions,
sometimes referred to as spurious emissions. This category includes, but is
not limited to, calculators, cameras, radio receivers, audio and video players,
electronic games and toys; when these devices are not equipped with a
transmitting function.
(2) Intentional transmitters radiate RF transmissions on specific frequencies as
part of their intended function. In addition, they may radiate non- intentional
transmissions like any PED. The term ‘transmitting PED’ (T-PED) is used to
identify the transmitting capability of the PED. Intentional transmitters are
transmitting devices such as RF-based remote control equipment, which may
include some toys, two-way radios (sometimes referred to as private mobile
radio), mobile phones of any type, satellite phones, computers with mobile
phone data connection, wireless local area network (WLAN) or Bluetooth
capability. After deactivation of the transmitting capability, e.g. by activating
the so-called ‘flight mode’ or ‘flight safety mode’, the T-PED remains a PED
having non-intentional emissions.
(b) Definition of the switched-off status
Many PEDs are not completely disconnected from the internal power source when
switched off. The switching function may leave some remaining functionality e.g. data
storage, timer, clock, etc. These devices can be considered switched off when in the
deactivated status. The same applies for devices having no transmitting capability and
are operated by coin cells without further deactivation capability, e.g. wrist watches.
SPO.GEN.131 Use of electronic flight bags (EFBs)
(a) Where an EFB is used on board an aircraft, the operator shall ensure that it does not
adversely affect the performance of the aircraft systems or equipment, or the ability of
the flight crew member to operate the aircraft.
(b) Prior to using a type B EFB application, the operator shall:

(1) conduct a risk assessment related to the use of the EFB device that hosts the
application, to the EFB application concerned and its associated function(s),
identifying the associated risks and ensuring that they are appropriately mitigated; the
risk assessment shall address the risks associated with the human–machine
interface of the EFB device and the EFB application concerned; and
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(2) establish an EFB administration system, including procedures and training

requirements for the administration and use of the EFB device and the EFB
application.
AMC1 SPO.GEN.131(a) Use of electronic flight bags (EFBs)
Electronic Flight Bags (EFBs) — Hardware — Complex Aircraft
In addition to AMC1 CAT.GEN.MPA.141(a), the following should be considered:

SUITABILITY OF THE HARDWARE — COMPLEX AIRCRAFT
(a) Display characteristics
Consideration should be given to the long-term degradation of a display as a result of

abrasion and ageing. AMC 25-11 (paragraph 3.16a) may be used as guidance to assess
luminance and legibility aspects.
Information displayed on the EFB should be legible to the typical user at the intended
viewing distance(s) and under the full range of lighting conditions expected in a flight
crew compartment, including direct sunlight.
Users should be able to adjust the screen brightness of an EFB independently of the
brightness of other displays in the flight crew compartment. In addition, when
incorporating an automatic brightness adjustment, it should operate independently for
each EFB in the flight crew compartment. Brightness adjustment using software means
may be acceptable provided that this operation does not adversely affect the flight crew
workload.
Buttons and labels should have adequate illumination for night use. ‘Buttons and labels’
refers to hardware controls located on the display itself.
All controls should be properly labelled for their intended function, except if no confusion
is possible.
The 90-degree viewing angle on either side of each flight crew member’s line of sight
may be unacceptable for certain EFB applications if aspects of the display quality are
degraded at large viewing angles (e.g. the display colours wash out or the displayed
colour contrast is not discernible at the installation viewing angle).
(b) Power source
The design of a portable EFB system should consider the source of electrical power, the
independence of the power sources for multiple EFBs, and the potential need for an
independent battery source. A non-exhaustive list of factors to be considered includes:
(1) the possibility to adopt operational procedures to ensure an adequate level of safety
(for example, ensure a minimum level of charge before departure);
(2) the possible redundancy of portable EFBs to reduce the risk of exhausted batteries;
(3) the availability of backup battery packs to assure an alternative source of power.
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Battery-powered EFBs that have aircraft power available for recharging the internal EFB
batteries are considered to have a suitable backup power source.
For EFBs that have an internal battery power source and that are used as an alternative for
paper documentation that is required by SPO.GEN.140, the operator should either have at
least one EFB connected to an aircraft power bus or have established mitigation means and
procedures to ensure that sufficient power with acceptable margins will be available during
the whole flight.
(c) Environmental testing
Environmental testing, in particular testing for rapid decompression, should be performed

when the EFB hosts applications that are required to be used during flight following a rapid
decompression and/or when the EFB environmental operational range is potentially
insufficient with respect to the foreseeable flight crew compartment operating conditions.
The information from the rapid-decompression test of an EFB is used to establish the
procedural requirements for the use of that EFB device in a pressurised aircraft. Rapid-
decompression testing should follow the EUROCAE ED-14D/RTCA DO-160D (or later
revisions) guidelines for rapid-decompression testing up to the maximum operating altitude
of the aircraft at which the EFB is to be used.
(1) Pressurised aircraft: when a portable EFB has successfully completed rapid-
decompression testing, then no mitigating procedures for depressurisation events need
to be developed. When a portable EFB has failed the rapid-decompression testing while
turned ON, but successfully completed it when turned OFF, then procedures should
ensure that at least one EFB on board the aircraft remains OFF during the applicable
flight phases or that it is configured so that no damage will be incurred should rapid
decompression occur in flight at an altitude higher than 10 000 ft above mean sea level
(AMSL).
If an EFB system has not been tested or it has failed the rapid-decompression test, then
alternate procedures or paper backup should be available.
(2) Non-pressurised aircraft: rapid-decompression testing is not required for an EFB used in
a non-pressurised aircraft. The EFB should be demonstrated to reliably operate up to
the maximum operating altitude of the aircraft. If the EFB cannot be operated at the
maximum operating altitude of the aircraft, procedures should be established to preclude
operation of the EFB above the maximum demonstrated EFB operating altitude while
still maintaining availability of any required aeronautical information displayed on the
EFB.
The results of testing performed on a specific EFB model configuration (as identified by the
EFB hardware manufacturer) may be applied to other aircraft installations and these generic
environmental tests may not need to be duplicated. The operator should collect and retain:
(1) evidence of these tests that have already been accomplished; or
(2) suitable alternative procedures to deal with the total loss of the EFB system.
Rapid decompression tests do not need to be repeated if the EFB model identification and
the battery type do not change.
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The testing of operational EFBs should be avoided if possible to preclude the infliction of
unknown damage to the unit during testing.
Operators should account for the possible loss or erroneous functioning of the EFB in
abnormal environmental conditions.
The safe stowage and the use of the EFB under any foreseeable environmental conditions in
the flight crew compartment, including turbulence, should be evaluated.
AMC2 SPO.GEN.131(a) Use of electronic flight bags (EFBs)
Electronic Flight Bags (EFBs) — Hardware — Non-Complex Aircraft
The same considerations as those in AMC1 NCO.GEN.125 should apply in respect of EFB
hardware.
AMC1 SPO.GEN.131(b) Use of electronic flight bags (EFBs)
Electronic Flight Bags (EFBs) — Software — Complex Aircraft
The same considerations as those in AMC1 CAT.GEN.MPA.141(b), AMC2

CAT.GEN.MPA.141(b) and AMC3 CAT.GEN.MPA.141(b) should apply in respect of EFB
software.
AMC2 SPO.GEN.131(b) Use of electronic flight bags (EFBs)
Electronic Flight Bags (EFBs) — Software — Non-Complex Aircraft
The same considerations as those in AMC2 NCO.GEN.125 should apply in respect of EFB
software.
AMC1 SPO.GEN.131(b)(1) Use of electronic flight bags (EFBs)
Risk Assessment — Complex Aircraft
(a) General
Prior to the use of any EFB system, the operator should perform a risk assessment for
all type B EFB applications and for the related hardware as part of its hazard
identification and risk management process.
The operator may make use of a risk assessment established by the software
developer. However, the operator should ensure that its specific operational
environment is taken into account.
The risk assessment should:
(1) evaluate the risks associated with the use of an EFB;

(2) identify potential losses of function or malfunction (with detected and undetected
erroneous outputs) and the associated failure scenarios;
(3) analyse the operational consequences of these failure scenarios;
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(4) establish mitigating measures; and

(5) ensure that the EFB system (hardware and software) achieves at least the same
level of accessibility, usability, and reliability as the means of presentation it
replaces.
In considering the accessibility, usability, and reliability of the EFB system, the operator
should ensure that the failure of the complete EFB system as well as of individual
applications, including corruption or loss of data and erroneously displayed information,
has been assessed and that the risks have been mitigated to an acceptable level.
This risk assessment should be defined before the beginning of the trial period and
should be amended accordingly, if necessary, at the end of this trial period. The results
of the trial should establish the configuration and use of the system.
When the EFB system is intended to be introduced alongside a paper-based system,

only the failures that would not be mitigated by the use of the paper-based system need
to be addressed. In all other cases, a complete risk assessment should be performed.
(b) Assessing and mitigating the risks
Some parameters of EFB applications may depend on entries made by flight

crew/dispatchers, whereas others may be default parameters from within the system
that are subject to an administration process (e.g. the runway line-up allowance in an
aircraft performance application). In the first case, mitigation means would mainly
concern training and flight crew procedure aspects, whereas in the second case,
mitigation means would more likely focus on the EFB administration and data
management aspects.
The analysis should be specific to the operator concerned and should address at least
the following points:
(1) The minimisation of undetected erroneous outputs from applications and assessment
of the worst-credible scenario;
(2) Erroneous outputs from the software application including:
(i) a description of the corruption scenarios; and
(ii) a description of the mitigation means;
(3) Upstream processes including:
(i) the reliability of root data used in applications (e.g. qualified input data, such as
databases produced under ED-76/DO-200A ‘Standards for Processing
Aeronautical Data’);
(ii) the software application validation and verification checks according to

appropriate industry standards, if applicable; and
(iii) the independence between application software components, e.g. robust

partitioning between EFB applications and other airworthiness certified software
applications;
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(4) A description of the mitigation means to be used following the detected failure of an
application, or of a detected erroneous output;
(5) The need for access to an alternate power supply in order to ensure the availability of
software applications, especially if they are used as a source of required
information.
As part of the mitigation means, the operator should consider establishing a reliable
alternative means to provide the information available on the EFB system.
The mitigation means could be, for example, one of, or a combination of, the following:
(1) the system design (including hardware and software);
(2) a backup EFB device, possibly supplied from a different power source;
(3) EFB applications being hosted on more than one platform;
(4) a paper backup (e.g. quick reference handbook (QRH)); and
(5) procedural means;
Depending on the outcome of its risk assessment, the operator may also consider
performing an operational evaluation test before allowing unrestricted use of its EFB
devices and applications.
EFB system design features such as those assuring data integrity and the accuracy of
performance calculations (e.g. a ‘reasonableness’ or ‘range’ check) may be integrated in
the risk assessment to be performed by the operator.
(c) Changes
The operator should update its EFB risk assessment based on the planned changes to
its EFB system.
However, modifications to the operator’s EFB system which:
(1) do not bring any change to the calculation algorithms and/or to the HMI of a type B
EFB application;
(2) introduce a new type A EFB application or modify an existing one (provided its
software classification remains type A);
(3) do not introduce any additional functionality to an existing type B EFB application;
(4) update an existing database necessary to use an existing type B EFB application; or
(5) do not require a change to the flight crew training or operational procedures,
may be introduced by the operator without having to update its risk assessment.
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These changes should, nevertheless, be controlled and properly tested prior to use in
flight. The modifications in the following non-exhaustive list are considered to meet these
criteria:
(1) operating system updates;
(2) chart or airport database updates;
(3) updates to introduce fixes (patches); and
(4) installation and modification of a type A EFB application.
GM1 SPO.GEN.131(b)(1) Use of electronic flight bags (EFBs)
Risk Assessment— Non-Complex Aircraft
The operator of non-complex motor-powered aircraft should at least perform the check
before the flight actions described in paragraph (b) of AMC2 NCO.GEN.125.
EFB Administration — Complex Aircraft
The operator should ensure:
(a) that adequate support is provided to the EFB users for all the applications installed;
(b) that potential security issues associated with the application installed have been checked;
(c) that hardware and software configuration is appropriately managed and that no
unauthorised software is installed.
The operator should ensure that miscellaneous software applications do not adversely
impact on the operation of the EFB and should include miscellaneous software
applications in the scope of EFB configuration management;
(d)that only a valid version of the application software and current data packages are
installed on the EFB system; and
(e)the integrity of the data packages used by the applications installed.
Procedures — Complex Aircraft
The procedures for the administration or the use of the EFB device and the type B EFB
application may be fully or partly integrated in the operations manual.
(a) General
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If an EFB system generates information similar to that generated by existing certified

systems, procedures should clearly identify which information source will be the primary,
which source will be used for backup information, and under which conditions the
backup source should be used. Procedures should define the actions to be taken by the
flight crew when information provided by an EFB system is not consistent with that from
other flight crew compartment sources, or when one EFB system shows different
information than the other.
In the case of EFB applications providing information which might be affected by

Notice(s) to Airmen (NOTAMS) (e.g. Airport moving map display (AMMD), performance
calculation, etc.), the procedure for the use of these applications should include the
handling of the relevant NOTAMS before their use.
(b) Flight crew awareness of EFB software/database revisions
The operator should have a process in place to verify that the configuration of the EFB,
including software application versions and, where applicable, database versions, are up
to date. Flight crew members should have the ability to easily verify the validity of
database versions used on the EFB. Nevertheless, flight crew members should not be
required to confirm the revision dates for other databases that do not adversely affect
flight operations, such as maintenance log forms or a list of airport codes. An example of
a date-sensitive revision is that applied to an aeronautical chart database. Procedures
should specify what actions should be taken if the software applications or databases
loaded on the EFB system are outdated.
(c) Workload mitigation and/or control
The operator should ensure that additional workload created by using an EFB system is
adequately mitigated and/or controlled. The operator should ensure that, while the
aircraft is in flight or moving on the ground, flight crew members do not become
preoccupied with the EFB system at the same time. Workload should be shared
between flight crew members to ensure ease of use and continued monitoring of other
flight crew functions and aircraft equipment. This should be strictly applied in flight and
the operator should specify any times when the flight crew members may not use the
specific EFB application.
(d) Dispatch
The operator should establish dispatch criteria for the EFB system, when type B EFB
applications that replace paper products are hosted. The operator should ensure that the
availability of the EFB system is confirmed by preflight checks. Instructions to the flight
crew should clearly define the actions to be taken in the event of any EFB system
deficiency.
Mitigation may be in the form of maintenance and/or operational procedures for items
such as:
(1) replacement of batteries at defined intervals as required;
(2) ensuring that there is a fully charged backup battery on board;
(3) the flight crew checking the battery charging level before departure; and
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(4) the flight crew switching off the EFB in a timely manner when the aircraft power
source is lost.
In the event of a partial or complete failure of the EFB, specific dispatch procedures
should be followed. These procedures should be included either in the minimum
equipment list (MEL) or in the operations manual and should ensure an acceptable level
of safety.
Particular attention should be paid to establishing specific dispatch procedures allowing

to obtain operational data (e.g. performance data) in the event of a failure of an EFB that
hosts an application providing such calculated data.
When the integrity of data input and output is verified by cross-checking and gross-error
checks, the same checking principle should be applied to alternative dispatch
procedures to ensure equivalent protection.
(e) Maintenance
Procedures should be established for the routine maintenance of the EFB system and
detailing how unserviceability and failures are to be dealt with to ensure that the integrity
of the EFB system is preserved. Maintenance procedures should also include the secure
handling of updated information and how this information is validated and then
promulgated in a timely manner and in a complete format to all users.
As part of the EFB system’s maintenance , the operator should ensure that the EFB
system batteries are periodically checked and replaced as required.
Should a fault or failure of the system arise, it is essential that such failures are brought
to the immediate attention of the flight crew and that the system is isolated until
rectification action is taken. In addition to backup procedures, to deal with system
failures, a reporting system should be in place so that the necessary action, either to a
particular EFB system or to the whole system, is taken in order to prevent the use of
erroneous information by flight crew members.
(f) Security
The EFB system (including any means used for updating it) should be secure from
unauthorised intervention (e.g. by malicious software). The operator should ensure that
the system is adequately protected at the software level and that the hardware is
appropriately managed (e.g. the identification of the person to whom the hardware is
released, protected storage when the hardware is not in use) throughout the operational
lifetime of the EFB system. The operator should ensure that prior to each flight the EFB
operational software works as specified and the EFB operational data is complete and
accurate. Moreover, a system should be in place to ensure that the EFB does not accept
a data load that contains corrupted contents. Adequate measures should be in place for
the compilation and secure distribution of data to the aircraft.
Procedures should be transparent and easy to understand, to follow and to oversee that:
(1) if an EFB is based on consumer electronics (e.g. a laptop) which can be easily
removed, manipulated, or replaced by a similar component, that special
consideration is given to the physical security of the hardware;
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(2) portable EFB platforms are subject to allocation tracking to specific aircraft or
persons;
(3) where a system has input ports, and especially if widely known protocols are used
through these ports or internet connections are offered, that special consideration is
given to the risks associated with these ports;
(4) where physical media are used to update the EFB system, and especially if widely
known types of physical media are used, that the operator uses technologies and/or
procedures to assure that unauthorised content cannot enter the EFB system
through The required level of EFB security depends on the criticality of the functions
used (e.g. an EFB that only holds a list of fuel prices may require less security than
an EFB used for performance calculations).
Beyond the level of security required to assure that the EFB can properly perform its
intended functions, the level of security that is ultimately required depends on the
capabilities of the EFB.
(g) Electronic signatures
Some applicable requirements may require a signature when issuing or accepting a

document (e.g. load sheet, technical logbook, notification to captain (NOTOC)). In order
to be accepted as being equivalent to a handwritten signature, electronic signatures
used in EFB applications need, as a minimum, to fulfil the same objectives and should
assure the same degree of security as the handwritten or any other form of signature
that they are intended to replace. GM1 SPO.POL.115 provides guidance related to the
required handwritten signature or its equivalent for mass and balance documentation.
On a general basis, in the case of legally required signatures, an operator should have
in place procedures for electronic signatures that guarantee:
(1) their uniqueness: a signature should identify a specific individual and should be
difficult to duplicate;
(2) their significance: an individual using an electronic signature should take deliberate
and recognisable action to affix their signature;
(3) their scope: the scope of the information being affirmed with an electronic signature
should be clear to the signatory and to the subsequent readers of the record, record
entry, or document;
(4) their security: the security of an individual’s handwritten signature is maintained by

ensuring that it is difficult for another individual to duplicate or alter it;
(5) their non-repudiation: an electronic signature should prevent a signatory from

denying that they affixed a signature to a specific record, record entry, or document;
the more difficult it is to duplicate a signature, the more likely it is that the signature
was created by the signatory; and
(6) their traceability: an electronic signature should provide positive traceability to the
individual who signed a record, record entry, or any other document.
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An electronic signature should retain those qualities of a handwritten signature that

guarantee its uniqueness. Systems using either a PIN or a password with limited validity
(timewise) may be appropriate in providing positive traceability to the individual who
affixed it. Advanced electronic signatures, qualified certificates and secured signature-
creation devices needed to create them in the context of Regulation (EU) No 910/20144
are typically not required for EFB operations.
Flight Crew Training — Complex Aircraft
Flight crew members should be given specific training on the use of the EFB system before it
is operationally used. these media.
Training should at least include the following:
(a) an overview of the system architecture;
(b) preflight checks of the system;
(c) limitations of the system;
(d) specific training on the use of each application and the conditions under which the EFB
may and may not be used;
(e) restrictions on the use of the system, including cases where the entire system, or some
parts of it, are not available;
(f) procedures for normal operations, including cross-checking of data entry and computed
information;
(g) procedures to handle abnormal situations, such as a late runway change or a diversion to
an alternate aerodrome;
(h) procedures to handle emergency situations;
(i) phases of the flight when the EFB system may and may not be used;
(j) human factors considerations, including crew resource management (CRM);
(k) additional training for new applications or changes to the hardware configuration;
(l) actions following the failure of component(s) of the EFB, including cases of battery smoke
or fire; and
(m) management of conflicting information.
AMC4 SPO. GEN.131(b)(2) Use of electronic flight bags (EFBs)
Performance And Mass And Balance Applications — Complex Aircraft
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(a) General
Performance and mass and balance applications should be based on existing published
data found in the AFM or performance manual and should account for the applicable
CAT.POL performance requirements. The applications may use algorithms or data
spreadsheets to determine results. They may have the capability to interpolate within the
information contained in the published data for the particular aircraft but should not
extrapolate beyond it.
To protect against intentional and unintentional modifications, the integrity of the

database files related to performance and mass and balance (the performance
database, airport database, etc.) should be checked by the program before performing
any calculations. This check can be run once at the start-up of the application.
Each software version should be identified by a unique version number. The

performance and mass and balance applications should record each computation
performed (inputs and outputs) and the operator should ensure that this information is
retained for at least 3 months.
The operator should ensure that aircraft performance or mass and balance data
provided by the application is correct compared with the data derived from the AFM (e.g.
for take-off and landing performance data) or from other reference data sources (e.g.
mass and balance manuals or databases, in flight performance manuals or databases)
under a representative cross-check of conditions (e.g. for take-off and landing
performance applications: take-off and landing performance data on dry, wet, and
contaminated runways, with different wind conditions and aerodrome pressure altitudes,
etc.).
The operator should define any new roles that the flight crew and, if applicable, the flight
dispatcher, may have in creating, reviewing, and using performance calculations
supported by EFB systems.
(b) Testing
The verification of compliance of a performance or mass and balance application should

include software testing activities performed with the software version candidate for
operational use.
The testing can be performed either by the operator or a third party, as long as the
testing process is documented and the responsibilities identified.
The testing activities should include reliability testing and accuracy testing.
Reliability testing should show that the application in its operating environment
(operating system (OS) and hardware included) is stable and deterministic, i.e. identical
answers are generated each time the process is entered with identical parameters.
Accuracy testing should demonstrate that the aircraft performance or mass and balance
computations provided by the application are correct in comparison with data derived
from the AFM or other reference data sources, under a representative cross section of
conditions (e.g. for take-off and landing performance applications: runway state and
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slope, different wind conditions and pressure altitudes, various aircraft configurations
including failures with a performance impact, etc.).
The verification should include a sufficient number of comparison results from

representative calculations throughout the entire operating envelope of the aircraft,
considering corner points, routine and break points.
Any difference compared to the reference data that is judged significant should be
examined. When differences are due to more conservative calculations or reduced
margins that were purposely built into the approved data, this approach should be
clearly specified. Compliance with the applicable certification and operational rules
needs to be assessed in any case.
The testing method should be described. The testing may be automated when all the
required data is available in an appropriate electronic format, but in addition to
performing thorough monitoring of the correct functioning and design of the testing tools
and procedures, operators are strongly suggested to perform additional manual
verification. It could be based on a few scenarios for each chart or table of the reference
data, including both operationally representative scenarios and ‘corner-case’ scenarios.
The testing of a software revision should, in addition, include non-regression testing and
testing of any fix or change.
Furthermore, an operator should perform tests related to its customisation of the

applications and to any element pertinent to its operation that was not covered at an
earlier stage (e.g. airport database verification).
(c) Procedures
Specific care is needed regarding the crew procedures concerning take-off and landing
performance or mass and balance applications. The crew procedures should ensure
that:
(1) calculations are performed independently by each flight crew member before data
outputs are accepted for use;
(2) a formal cross-check is made before data outputs are accepted for use; such cross-
checks should utilise the independent calculations described above, together with
the output of the same data from other sources on the aircraft;
(3) a gross-error check is performed before data outputs are accepted for use; such
gross- error checks may use either a ‘rule of thumb’ or the output of the same data
from other sources on the aircraft; and
(4) in the event of a loss of functionality of an EFB through either the loss of a single
application, or the failure of the device hosting the application, an equivalent level of
safety can be maintained; consistency with the EFB risk assessment assumptions
should be confirmed.
(d) Training
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The training should emphasise the importance of executing all take-off and landing
performance or mass and balance calculations in accordance with the SOPs to assure
fully independent calculations.
Furthermore, due to the optimisation at different levels brought by performance

applications, the flight crew members may be confronted with new procedures and
different aircraft behaviour (e.g. the use of multiple flap settings for take-off). The training
should be designed and provided accordingly.
Where an application allows the computing of both dispatch results (from regulatory and
factored calculations) and other results, the training should highlight the specificities of
those results. Depending on the representativeness of the calculation, the flight crew
should be trained on any operational margins that might be required.
The training should also address the identification and the review of default values, if
any, and assumptions about the aircraft status or environmental conditions made by the
application.
(e) Specific considerations for mass and balance applications
In addition to the figures, a diagram displaying the mass and its associated centre of
gravity (CG) should be provided.
(f) Human-factors-specific considerations
Input data and output data (i.e. results) shall be clearly separated from each other. All
the information necessary for a given calculation task should be presented together or
be easily accessible.
All input and output data should include correct and unambiguous terms (names), units
of measurement (e.g. kg or lb), and, when applicable, an index system and a CG-
position declaration (e.g. Arm/%MAC). The units should match the ones from the other
flight-crew- compartment sources for the same kind of data.
Airspeeds should be provided in a way that is directly useable in the flight crew
compartment, unless the unit clearly indicates otherwise (e.g. Knots Calibrated Air
Speed (KCAS)). Any difference between the type of airspeed provided by the EFB
application and the type provided by the AFM or flight crew operating manual (FCOM)
performance charts should be mentioned in the flight crew guides and training material.
If the landing performance application allows the computation of both dispatch results
(regulatory, factored) and other results (e.g. in-flight or unfactored), the flight crew
members should be made aware of the computation mode used.
(1) Inputs
The application should allow users to clearly distinguish user entries from default values
or entries imported from other aircraft systems.
Performance applications should allow the flight crew to check whether a certain
obstacle is included in the performance calculation and/or to include new or revised or
new obstacle information in the performance calculations.
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(2) Outputs
All critical assumptions for performance calculation (e.g. the use of thrust reversers, full
or reduced thrust/power rating) should be clearly displayed. The assumptions made
about any calculation should be at least as clear to the flight crew members as similar
information would be on a tabular chart.
All output data should be available in numbers.
The application should indicate when a set of entries results in an unachievable

operation (for instance, a negative stopping margin) with a specific message or colour
scheme. This should be done in accordance with the relevant provisions on messages
and the use of colours.
In order to allow a smooth workflow and to prevent data entry errors, the layout of the
calculation outputs should be such that it is consistent with the data entry interface of the
aircraft applications in which the calculation outputs are used (e.g. flight management
systems).
(3) Modifications
The user should be able to easily modify performance calculations, especially when
making last-minute changes.
The results of calculations and any outdated input fields should be deleted whenever:
(i) modifications are entered;
(ii) the EFB is shut down or the performance application is closed; or
(iii) the EFB or the performance application has been in a standby or ‘background’ mode
for too long, i.e. such that it is likely that when it is used again, the inputs or outputs
will be outdated.
Airport Moving Map Display (AMMD) Application With Own-Ship Position — Complex
Aircraft
(a) General
An AMMD application should not be used as the primary means of navigation for taxiing and
should be only used in conjunction with other materials and procedures identified within the
operating concept (see paragraph (e)).
When an AMMD is in use, the primary means of navigation for taxiing remains the use of
normal procedures and direct visual observation out of the flight-crew-compartment window.
Thus, as recognised in ETSO-C165a, an AMMD application with a display of own-ship

position is considered to have a minor safety effect for malfunctions that cause the incorrect
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depiction of aircraft position (own-ship), and the failure condition for the loss of function is
classified as ‘no safety effect’.
(b) Minimum requirements
AMMD software that complies with European Technical Standard Order ETSO-C165a is
considered to be acceptable.
In addition, the system should provide the means to display the revision number of the
software installed.
To achieve the total system accuracy requirements of ETSO-C165a, an airworthiness-

approved sensor using the global positioning system (GPS) in combination with a
medium-accuracy database compliant with EUROCAE ED-99C/RTCA DO-272C, ‘User
Requirements for Aerodrome Mapping Information’ (or later revisions) is considered one
acceptable means.
Alternatively, the use of non-certified commercial off-the-shelf (COTS) position sources

may be acceptable in accordance with AMC6 SPO.GEN.131(b)(2).
(c) Data provided by the AMMD software application developer
The operator should ensure that the AMMD software application developer provides the
appropriate data including:
(1) installation instructions or equivalent as per ETSO-C165a Section 2.2 addressing:
(i) the identification of each specific EFB system computing platform (including the
hardware platform and the operating system version) with which this AMMD
software application and database was demonstrated to be compatible;
(ii) the installation procedures and limitations for each applicable platform (e.g.
required memory resources, configuration of Global Navigation Satellite System
(GNSS) antenna position);
(iii) the interface description data including the requirements for external sensors
providing data inputs; and
(iv) means to verify that the AMMD has been installed correctly and is functioning
properly;
(2) any AMMD limitations, and known installation, operational, functional, or

performance issues of the AMMD.
(d) AMMD software installation in the EFB
The operator should review the documents and the data provided by the AMMD
developer, and ensure that the installation requirements of the AMMD software in the
specific EFB platform and aircraft are addressed. Operators are required to perform any
verification activities proposed by the AMMD software application developer, as well as
identify and perform any additional integration activities that needs to be completed;
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(e) Operational procedures
Changes to operational procedures of the aircraft (e.g. flight crew procedures) should be
documented in the operations manual or user’s guide as appropriate. In particular, the
documentation should highlight that the AMMD is designed to assist flight crew
members in orienting themselves on the airport surface so as to improve the flight crew
members’ positional awareness during taxiing and that it is not to be used as the basis
for ground manoeuvring.
(f) Training requirements
The operator may use flight crew procedures to mitigate some hazards. These should
include limitations on the use of the AMMD function or application. As the AMMD could
be a compelling display and the procedural restrictions are a key component of the
mitigation, training should be provided in support of an AMMD implementation.
All mitigation means that rely on flight crew procedures should be included in the flight
crew training. Details of the AMMD training should be included in the operator’s overall
EFB training.
Use Of Commercial Off-The-Shelf (COTS) Position Source — Complex Aircraft
COTS position sources may be used for AMMD EFB applications and for EFB applications
displaying the own-ship position in flight when the following considerations are complied with:
(a) Characterisation of the receiver:
The position should originate from an airworthiness approved GNSS receiver, or from a
COTS GNSS receiver fully characterised in terms of technical specifications and
featuring an adequate number of channels (12 or more).
The EFB application should, in addition to position and velocity data, receive a sufficient
number of parameters related to the fix quality and integrity to allow compliance with the
accuracy requirements (e.g. the number of satellites and constellation geometry
parameters such as dilution of position (DOP), 2D/3D fix).
(b) Installation aspects:
COTS position sources are C-PEDs and their installation and use should follow the
requirements of SPO.GEN.130.
If the external COTS position source transmits wirelessly, cybersecurity aspects have to
be considered.
(c) Practical evaluation:
As variables can be introduced by the placement of the antennas in the aircraft and the
characteristics of the aircraft itself (e.g. heated and/or shielded windshield effects), the
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tests have to take place on the type of aircraft in which the EFB will be operated, with
the antenna positioned at the location to be used in service.
(1) COTS used as a position source for AMMD
The test installation should record the data provided by the COTS position source to
the AMMD application.
The analysis should use the the recorded parameters to demonstrate that the
AMMD requirements are satisfactorily complied with in terms of the total system
accuracy (taking into account database errors, latency effects, display errors, and
uncompensated antenna offsets) within 50 metres (95 %). The availability should be
sufficient to prevent distraction or increased workload due to frequent loss of
position.
When demonstrating compliance with the following requirements of DO-257A, the

behaviour of the AMMD system should be evaluated in practice:
(i) indication of degraded position accuracy within 1 second (Section 2.2.4 (22)); and
(ii) indication of a loss of positioning data within 5 seconds (Section 2.2.4 (23));
conditions to consider are both a loss of the GNSS satellite view (e.g. antenna
failure) and a loss of communication between the receiver and the EFB.
(2) COTS position source used for applications displaying own-ship position in flight:
Flight trials should demonstrate that the COTS GNSS availability is sufficient to prevent
distraction or increased workload due to frequent loss of position.
Chart Applications — Complex Aircraft
The navigation charts that are depicted should contain the information necessary, in an
appropriate form, to perform the operation safely. Consideration should be given to the size,
resolution and position of the display to ensure legibility whilst retaining the ability to review
all information required to maintain adequate situational awareness. The identification of
risks associated with the human– machine interface, as part of the operator’s risk
assessment, is key to identifying acceptable mitigation means, e.g.:
(a) to establish procedures to reduce the risk of making errors;
(b) to control and mitigate the additional workload related to EFB use;
(c) to ensure the consistency of colour-coding and symbology philosophies between EFB
applications and their compatibility with other flight crew compartment applications; and
(d) to consider aspects of crew resource management (CRM) when using an EFB system.
In the case of chart application displaying own-ship position in flight, AMC9

SPO.GEN.131(b)(2) is applicable.
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In-Flight Weather Applications — Complex Aircraft
(a) General
An in-flight weather (IFW) application is an EFB function or application enabling the flight
crew to access meteorological information. It is designed to increase situational
awareness and to support the flight crew when making strategic decisions.
An IFW function or application may be used to access both information required to be on

board (e.g. World Area Forecast Centre (WAFC) data) and supplemental weather
information.
The use of IFW applications should be non-safety-critical and not necessary for the
performance of the flight. In order to be non-safety-critical, IFW data should not be used
to support tactical decisions and/or as a substitute for certified aircraft systems (e.g.
weather radar).
Any current information from the meteorological documentation required to be on board

or from aircraft primary systems should always prevail over the information from an IFW
application.
The displayed meteorological information may be forecasted and/or observed, and may
be updated on the ground and/or in flight. It should be based on data from certified
meteorological services providers or other reliable sources evaluated by the operator.
The meteorological information provided to the flight crew should be as far as possible
consistent with the information available to users of ground-based aviation
meteorological information (e.g. operations control centre (OCC), dispatchers, etc.) in
order to establish common situational awareness and to facilitate collaborative decision-
making.
(b) Display
Meteorological information should be presented to the flight crew in a format that is

appropriate to the content of the information; coloured graphical depiction is encouraged
whenever practicable.
The IFW display should enable the flight crew to:
(1) distinguish between observed and forecasted weather data;

(2) identify the currency or age and validity time of the weather data;
(3) access the interpretation of the weather data (e.g. the legend);
(4) obtain positive and clear indications of any missing information or data and
determine areas of uncertainty when making decisions to avoid hazardous weather;
and
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(5) be aware of the data-link means status enabling necessary IFW data exchanges.
Meteorological information in IFW applications may be displayed, for example, as an

overlay over navigation charts, over geographical maps, or it may be a stand-alone
weather depiction (e.g. radar plots, satellite images, etc.).
If meteorological information is overlaid on navigation charts, special consideration

should be given to HMI issues in order to avoid adverse effects on the basic chart
functions.
In case of display of own-ship position in flight, AMC9 SPO.GEN.131(b)(2) is applicable.
The meteorological information may require reformatting to accommodate, for example,

the display size or the depiction technology. However, any reformatting of the
meteorological information should preserve both the geo-location and intensity of the
meteorological conditions regardless of projection, scaling, or any other types of
processing.
(c) Training and procedures
The operator should establish procedures for the use of an IFW application.
The operator should provide adequate training to the flight crew members before using
an IFW application. This training should address:
(1) limitations of the use of an IFW application:
(i) acceptable use (strategic planning only);
(ii) information required to be on board; and
(iii) latency of observed weather information and the hazards associated with
utilisation of old information;
(2) information on the display of weather data:
(i) type of displayed information (forecasted, observed);
(ii) symbology (symbols, colours); and
(iii) interpretation of meteorological information;
(3) identification of failures and malfunctions (e.g. incomplete uplinks, data-link failures,
missing info);
(4) human factors issues:
(i) avoiding fixation; and
(ii) managing workload.
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Applications Displaying Own-Ship Position In Flight — Complex Aircraft
(a) Limitations
The display of own-ship position in flight as an overlay to other EFB applications should
not be used as a primary source of information to fly or navigate the aircraft.
Except on VFR flights over routes navigated by reference to visual landmark, the display
of the own-ship symbol is allowed only in aircraft having a certified navigation display
(moving map).
In the specific case of IFW applications, the display of own-ship on such applications is
restricted to aircraft equipped with a weather radar.
(b) Position source and accuracy
The display of own-ship position may be based on a certified GNSS or GNSS based (e.g.
GPS/IRS) position from certified aircraft equipment or on a portable COTS position source
in accordance with AMC6 SPO.GEN.131(b)(2).
The own-ship symbol should be removed and the flight crew notified if:
(1) the estimated accuracy is not sufficient for the intended operations;
(2) the position data is reported as invalid by the GNSS receiver; or
(3) the position data is not received for 5 seconds.
(c) Charting data considerations
The display of own-ship position is only allowed when the underlying map/chart data is
designed using a projection system that is suitable for aeronautical use.
If the map involves raster images that have been stitched together into a larger single
map, it should be demonstrated that the stitching process does not introduce distortion or
map errors that would not correlate properly with a GNSS-based own-ship symbol.
(d) Human machine interface (HMI)
(1) Interface
The flight crew should be able to unambiguously differentiate the EFB function from
avionics functions available in the cockpit, and in particular with the navigation
display.
A sufficiently legible text label ‘AIRCRAFT POSITION NOT TO BE USED FOR

NAVIGATION’ or equivalent should be continuously displayed by the application if the
own-ship position depiction is visible in the current display area over a terminal chart
(i.e. SID, STAR, or instrument approach) or a depiction of a terminal procedure.
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(2) Display of own-ship symbol
The own-ship symbol should be different from the ones used by certified aircraft
systems intended for primary navigation.
If directional data is available, the own-ship symbol may indicate directionality. If

direction is not available, the own-ship symbol should not imply directionality.
The colour coding should not be inconsistent with the manufacturer philosophy
(3) Data displayed
The current map orientation should be clearly, continuously and unambiguously

indicated (e.g., Track-up vs North-up).
If the software supports more than one directional orientation for the own-ship symbol
(e.g., Track-up vs North-up), the current own-ship symbol orientation should be
indicated.
The chart display in track-up mode should not create usability or readability issues. In
particular, chart data should not be rotated in a manner that affects readability.
The application zoom levels should be appropriate for the function and content being
displayed and in the context of providing supplemental position awareness.
The pilot should be able to obtain information about the operational status of the own-
ship function (e.g. active, deactivated, degraded).
During IFR, day VFR without visual reference or night VFR flights, the following
parameters’ values should not be displayed:
(i) Track/heading;
(ii) Estimated time of arrival (ETA);
(iii) Altitude;
(iv) Geographical coordinates of the current location of the aircraft; and
(v) Aircraft speed.
(4) Controls
If a panning and/or range selection function is available, the EFB application should
provide a clear and simple method to return to an own-ship-oriented display.
A means to disable the display of the own-ship position should be provided to the
flight crew.
(e) Training and procedures
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The procedures and training should emphasise the fact that the display of own-ship
position on charts or IFW EFB applications should not be used as a primary source of
information to fly or navigate the aircraft or as a primary source of weather information.
(1) Procedures:
The following considerations should be addressed in the procedures for the use of
charts or IFW EFB application displaying the own-ship position in flight by the flight
crew:
(i) Intended use of the display of own-ship position in flight on charts or IFW EFB
applications;
(ii) Inclusion of the EFB into the regular scan of flight deck systems indications. In
particular, systematic cross-check with avionics before being used, whatever the
position source; and
(iii) Actions to be taken in case of the identification of a discrepancy between the EFB
and avionics.
(2) Training:
Crew members should be trained on the procedures for the use of the application,
including the regular cross-check with avionics and the action in case of discrepancy.
In-Flight Weather (Ifw) Applications — Complex Aircraft
‘Reliable sources’ of data used by IFW applications are the organisations evaluated by the
operator as being able to provide an appropriate level of data assurance in terms of accuracy
and integrity. It is recommended that the following aspects be considered during that
evaluation:
(a) The organisation should have a quality assurance system in place that covers the data
source selection, acquisition/import, processing, validity period check, and the
distribution phase;
(b) (b) Any meteorological product provided by the organisation that is within the scope of
the meteorological information included in the flight documentation as defined in
MET.TR.215(e) (Annex V (Definitions of terms used in Annexes II to XIII) to
Commission Regulation (EU) 2016/1377) should originate only from authoritative
sources or certified providers and should not be transformed or altered, except for the
purpose of packaging the data in the correct format. The organisation’s process should
provide assurance that the integrity of those products is preserved in the data for use
by the IFW application.
Use Of Commercial Off-The-Shelf (COTS) Position Source – Pratical Evaluation —

Complex Aircraft
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The tests should consist of a statistically relevant sample of taxiing. It is recommended to

include taxiing at airports that are representative of the more complex airports typically
accessed by the operator. Taxiing segment samples should include data that is derived from
runways and taxiways, and should include numerous turns, in particular of 90 degrees or
more, and segments in straight lines at the maximum speed at which the own-ship symbol is
displayed. Taxiing segment samples should include parts in areas of high buildings such as
terminals. The analysis should include at least 25 inbound and/or outbound taxiing segments
between the parking location and the runway.
During the tests, any unusual events (such as observing the own-ship symbol in a location
on the map that is notably offset compared to the actual position, the own-ship symbol
changing to non- directional when the aircraft is moving, and times when the own-ship
symbol disappears from the map display) should be noted. For the test, the pilot should be
instructed to diligently taxi on the centre line.
Applications Displaying Own-Ship Position In Flight
The depiction of a circle around the EFB own-ship symbol may be used to differentiate it
from the avionics one.
SPO.GEN.135 Information on emergency and survival equipment carried
(a) The operator shall, at all times, have available for immediate communication to rescue
coordination centres (RCCs) lists containing information on the emergency and
survival equipment carried on board.
AMC1 SPO.GEN.135 Information on emergency and survival equipment carried
Content of Information
The information, compiled in a list, should include, as applicable:
(a) the number, colour and type of life rafts and pyrotechnics;
(b) details of emergency medical supplies and water supplies; and
(c) the type and frequencies of the emergency portable radio equipment.
SPO.GEN.140 Documents, manuals and information to be carried
(a) The following documents, manuals and information shall be carried on each flight as
originals or copies unless otherwise specified below:
(1) the AFM, or equivalent document(s);
(2) the original certificate of registration;
(3) the original certificate of airworthiness (CofA);
(4) the noise certificate, if applicable;
(5) a copy of the declaration as specified in ORO.DEC.100 and, if applicable, a
copy of the authorisation as specified in ORO.SPO.110;
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(6) the list of specific approvals, if applicable;

(7) the aircraft radio licence, if applicable;
(8) the third party liability insurance certificate(s);
(9) the journey log, or equivalent, for the aircraft;
(10) the aircraft technical log, in accordance with Part-M, if applicable;
(11) details of the filed ATS flight plan, if applicable;
(12) current and suitable aeronautical charts for the route/area of the proposed
flight and all routes along which it is reasonable to expect that the flight may
be diverted;
(13) procedures and visual signals information for use by intercepting and
intercepted aircraft;
(14) information concerning search and rescue services for the area of the
intended flight;
(15) the current parts of the operations manual and/or SOPs or AFM that are
relevant to the duties of crew members and task specialists, which shall be
easily accessible to them;
(16) the MEL or CDL, if applicable;
(17) appropriate notices to airmen (NOTAMs) and aeronautical information
service (AIS) briefing documentation;
(18) appropriate meteorological information, if applicable;
(19) cargo manifests, if applicable; and
(20) any other documentation that may be pertinent to the flight or is r equired by
the States concerned with the flight.
(b) Notwithstanding (a), the documents and information in (a)(2) to (a)(11) and (a)(14),
(a)(17), (a)(18) and (a)(19) may be retained at the aerodrome or operating site on
flights:
(1) intending to take off and land at the same aerodrome or operating site; or
(2) remaining within a distance or area determined by the Brunei DCA in
accordance with ARO.OPS.210.
(c) In case of loss or theft of documents specified in (a)(2) to (a)(8), the operation may
continue until the flight reaches its destination or a place where replacement
documents can be provided.
(d) The operator shall make available, within a reasonable time of being requested to do
so by the Brunei DCA, the documentation required to be carried on board.
AMC1 SPO.GEN.140 Documents, manuals and information to be carried
General
The documents, manuals and information may be available in a form other than on printed
paper. An electronic storage medium is acceptable if accessibility, usability and reliability can
be assured.
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AMC1 SPO.GEN.140(a)(3) Documents, manuals and information to be carried
Certificate of Airworthiness
The certificate of airworthiness should be a normal certificate of airworthiness, a restricted
certificate of airworthiness or a permit to fly issued in accordance with the applicable
airworthiness requirements.
Current and Suitable Aeronautical Charts

(a) The aeronautical charts carried should contain data appropriate to the applicable air
traffic regulations, rules of the air, flight altitudes, area/route and nature of the
operation. Due consideration should be given to carriage of textual and graphic
representations of:
(1) aeronautical data including, as appropriate for the nature of the operation:
(i) airspace structure;
(ii) significant points, navigation aids (navaids) and air traffic services (ATS)
routes;
(iii) navigation and communication frequencies;
(iv) prohibited, restricted and danger areas; and
(v) sites of other relevant activities that may hazard the flight, and
(2) topographical data, including terrain and obstacle data.
(b) A combination of different charts and textual data may be used to provide adequate
and current data.
(c) The aeronautical data should be appropriate for the current aeronautical information
regulation and control (AIRAC) cycle.
(d) The topographical data should be reasonably recent, having regard to the nature of the
planned operation.
Procedures and Visual Signals for Use by Intercepting and Intercepted Aircraft
The procedures and the visual signals information for use by intercepting and intercepted
aircraft should reflect those contained in the International Civil Aviation Organisation’s
(ICAO) Annex 2. This may be part of the operations manual.
GM1 SPO.GEN.140(a)(1) Documents, manuals and information to be carried
AFM or Equivalent Document

‘Aircraft flight manual (AFM), or equivalent document’ means the flight manual for the aircraft
or other documents containing information required for the operation of the aircraft within the
terms of its certificate of airworthiness, unless these data are available in the parts of the
operations manual carried on board.
Journey or Equivalent
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‘Journey log or equivalent’ means in this context that the required information may be
recorded in documentation other than a log book, such as the operational flight plan or the
aircraft technical log.
Search and Rescue Information

This information is usually found in the State’s aeronautical information publication.
Documents that may be Pertinent to the Flight

Any other documents that may be pertinent to the flight or required by the States concerned
with the flight may include, for example, forms to comply with reporting requirements.
State Concerned with the Flight
The States concerned are those is of origin, transit, overflight and destination of the flight.
SPO.GEN.145 Handling of flight recorder recordings: preservation,

production, protection and use — operations with complex motor-powered
aircraft
(a) Following an accident, a serious incident or an occurrence identified by the

investigating authority, the operator of an aircraft shall preserve the original recorded
data for a period of 60 days or until otherwise directed by the investigating authority.
(b) The operator shall conduct operational checks and evaluations of flight data recorder
(FDR) recordings, cockpit voice recorder (CVR) recordings and data link recordings to
ensure the continued serviceability of the recorders.
(c) The operator shall save the recordings for the period of operating time of the FDR as
required by SPO.IDE.A.145 or SPO.IDE.H.145, except that, for the purpose of testing
and maintaining the FDR, up to 1 hour of the oldest recorded material at the time of
testing may be erased.
(d) The operator shall keep and maintain up-to-date documentation that presents the
necessary information to convert FDR raw data into parameters expressed in
engineering units.
(e) The operator shall make available any flight recorder recording that has been
preserved, if so determined by the Brunei DCA.
(f) CVR recordings shall not be disclosed or used unless
(i) a procedure related to the handling of CVR recordings and of their transcript is in
place;
(ii) all crew members and maintenance personnel concerned have given their prior
consent; and
(iii) they are used only for maintaining or improving safety
When a CVR recording is inspected for ensuring the CVR serviceability, the operator
shall ensure the privacy of the CVR recording and the CVR recording shall not be
disclosed or used for other purposes than ensuring the CVR serviceability.
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(g) FDR recordings or data link recordings shall only be used for purposes other than for
the investigation of an accident or an incident that is subject to mandatory reporting if
such records are:
(1) used by the operator for airworthiness or maintenance purposes only;
(2) de-identified; or
(3) disclosed under secure procedures.
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AMC1 SPO.GEN.145(a) Handling of flight recorder recordings: preservation,

production, protection and use
Preservation of recorded data for investigation

(a) The operator should establish procedures to ensure that flight recorder recordings are
preserved for the investigating authority.
(b) These procedures should include:
(1) instructions for flight crew members to deactivate the flight recorders
immediately after completion of the flight and inform relevant personnel that
the recording of the flight recorders should be preserved. These instructions
should be readily available on board; and
(2) instructions to prevent inadvertent reactivation, test, repair or reinstallation of
the flight recorders by operator personnel or during maintenance or ground
handling activities performed by third parties.
GM1 SPO.GEN.145(a) Handling of flight recorder recordings: preservation,

Removal of recorders in case of an investigation

The need for removal of the recorders from the aircraft is determined by the investigating
authority with due regard to the seriousness of an occurrence and the circumstances,
including the impact on the operation.
AMC1 SPO.GEN.145(b) Handling of flight recorder recordings: preservation,

Inspections and checks of recordings

Whenever a flight recorder is required to be carried:
(a) the operator should perform an inspection of the FDR recording and the CVR recording
every year unless one or more of the following applies:
(1) If the flight recorder records on magnetic wire or uses frequency modulation
technology, the time interval between two inspections of the recording should
not exceed three months.
(2) If the flight recorder is solid-state and the flight recorder system is fitted with
continuous monitoring for proper operation, the time interval between two
inspections of the recording may be up to two years.
(3) In the case of an aircraft equipped with two solid-state flight data and cockpit
voice combination recorders, where
(i) the flight recorder systems are fitted with continuous monitoring for proper
operation, and
(ii) the flight recorders share the same flight data acquisition,
a comprehensive inspection of the recording needs only to be performed
for one flight recorder position. The inspection of the recordings should be
performed alternately so that each flight recorder position is inspected at
least every four years.
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(4) Where all of the following conditions are met, the inspection of FDR recording
is not needed:
(i) the aircraft flight data are collected in the frame of a flight data monitoring
(FDM) programme;
(ii) the data acquisition of mandatory flight parameters is the same for the FDR
and for the recorder used for the FDM programme;
(iii) an inspection similar to the inspection of the FDR recording and covering
all mandatory flight parameters is conducted on the FDM data at time
intervals not exceeding two years; and
(iv) the FDR is solid-state and the FDR system is fitted with ‘continuous
monitoring for proper operation’.
(b) the operator should perform every five years an inspection of the data link recording.
(c) when installed, the aural or visual means for preflight checking the flight recorders for
proper operation should be used every day. When no such means is available for a
flight recorder, the operator should perform an operational check of this flight recorder
at time intervals not exceeding seven calendar days of operation.
(d) the operator should check every five years, or in accordance with the
recommendations of the sensor manufacturer, that the parameters dedicated to the
FDR and not monitored by other means are being recorded within the calibration
tolerances and that there is no discrepancy in the engineering conversion routines for
these parameters.
AMC1 SPO.GEN.145(f) Handling of flight recorder recordings: preservation,

Use Of CVR Recordings For Maintaining Or Improving Safety

(a) The procedure related to the handling of cockpit voice recorder (CVR) recordings
should be written in a document which should be signed by all parties (aircraft
operator, crew members, maintenance personnel if applicable). This procedure should,
as a minimum, define:
(1) the method to obtain the consent of all crew members and maintenance
personnel concerned;
(2) an access and security policy that restricts access to CVR recordings and
identified CVR transcripts to specifically authorised persons identified by th eir
position;
(3) a retention policy and accountability, including the measures to be taken to
ensure the security of the CVR recordings and CVR transcripts and their
protection from misuse. The retention policy should specify the period of time
after which CVR recordings and identified CVR transcripts are destroyed; and
(4) a description of the uses made of the CVR recordings and of their transcripts.
(b) Each time a CVR recording file is read out under the conditions defined by
SPO.GEN.145(f)(1):
(1) parts of the CVR recording file that contain information with a privacy content
should be deleted to the extent possible, and it should not be permitted that
the detail of information with a privacy content is transcribed;
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(2) the operator should retain, and when requested, provide to the competent
authority:
(i) information on the use made (or the intended use) of the CVR recording;
and
(ii) evidence that the persons concerned consented to the use made (or the
intended use) of the CVR recording file.
(c) The person who fulfils the role of a safety manager should also be responsible for the
protection and the use of the CVR recordings and the CVR transcripts.
(d) In case a third party is involved in the use of CVR recordings, contractual agreements
with this third party should, when applicable, cover the aspects enumerated in (a) and
(b).
AMC2 SPO.GEN.145(f) Handling of flight recorder recordings: preservation,

CVR Recording Inspection For Ensuring Serviceability

(a) When an inspection of the CVR recording is performed for ensuring audio quality and
intelligibility of recorded communications:
(1) the privacy of the CVR recording should be ensured (e.g. by locating the
equipment in a separated area and/or using headsets);
(2) access to the CVR replay equipment should be restricted to specifically
authorised persons;
(3) provision should be made for the secure storage of the CVR recording
medium, the CVR recording files and copies thereof;
(4) the CVR recording files and copies thereof should be destroyed not earlier
than two months and not later than one year after completion of the CVR
recording inspection, except that audio samples may be retained for
enhancing the CVR recording inspection (e.g. for comparing audio quality);
and
(5) only the accountable manager of the operator, and when identified to comply
with ORO.GEN.200, the person fulfilling the role of safety manager, should be
entitled to request a copy of the CVR recording file.
(b) (b) The conditions enumerated in (a) should also be complied if the inspection of the
CVR recording is subcontracted to a third party. The contractual agreements with the
third party should explicitly cover these aspects.
GM1 SPO.GEN.145(b) Handling of flight recorder recordings: preservation,

Inspection of the flight recorders recording

(a) The inspection of the FDR recording usually consists of the following:
(1) Making a copy of the complete recording file.
(2) Converting the recording to parameters expressed in engineering units in
accordance with the documentation required to be held.
(3) Examining a whole flight in engineering units to evaluate the validity of all
mandatory parameters. This could reveal defects or noise in the measuring
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and processing chains and indicate necessary maintenance actions. The

following should be considered:
(i) when applicable, each parameter should be expressed in engineering units
and checked for different values of its operational range. For this purpose,
some parameters may need to be inspected at different flight phases; and
(ii) if the parameter is delivered by a digital data bus and the same data are
utilised for the operation of the aircraft, then a reasonableness check may
be sufficient; otherwise a correlation check may need to be performed:
(A) a reasonableness check is understood in this context as a subjective,
qualitative evaluation, requiring technical judgement, of the
recordings from a complete flight; and
(B) a correlation check is understood in this context as the process of
comparing data recorded by the flight data recorder against the
corresponding data derived from flight instruments, indicators or the
expected values obtained during specified portion(s) of a flight profile
or during ground checks that are conducted for that purpose.
(4) Retaining the most recent copy of the complete recording file and the
corresponding recording inspection report that includes references to the
documentation required to be held.
(b) When performing the CVR recording inspection, precautions need to be taken to
comply with SPO.GEN.145(f)(1a). The inspection of the CVR recording usually
consists of:
(1) checking that the CVR operates correctly for the nominal duration of the
recording;
(2) examining, where practicable, a sample of in-flight recording of the CVR for
evidence that the signal is acceptable on each channel; and
(3) preparing and retaining an inspection report.
(c) The inspection of the DLR recording usually consists of:
(1) Checking the consistency of the data link recording with other recordings for
example, during a designated flight, the flight crew speaks out a few data link
messages sent and received. After the flight, the data link recording and the
CVR recording are compared for consistency.
(2) Retaining the most recent copy of the complete recording and the
corresponding inspection report.

Monitoring and checking the proper operation of flight recorders – explanation of

terms
For the understanding of the terms used in AMC1 SPO.GEN.145(b):
(a) ‘operational check of the flight recorder’ means a check of the flight recorder for proper
operation. It is not a check of the quality of the recording and, therefore, it is not
equivalent to an inspection of the recording. This check can be carried out by the flight
crew or through a maintenance task.
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(b) ‘aural or visual means for preflight checking the flight recorders for proper operation’
means an aural or visual means for the flight crew to check before the flight the results
of an automatically or manually initiated test of the flight recorders for proper operation.
Such a means provides for an operational check that can be performed by the flight
crew.
(c) ‘flight recorder system’ means the flight recorder, its dedicated sensors and
transducers, as well as its dedicated acquisition and processing equipment.
(d) ‘continuous monitoring for proper operation’ means for a flight recorder system, a
combination of system monitors and/or built-in test functions which operates
continuously in order to detect the following:
(1) loss of electrical power to the flight recorder system;
(2) failure of the equipment performing acquisition and processing;
(3) failure of the recording medium and/or drive mechanism; and
(4) failure of the recorder to store the data in the recording medium as shown by
checks of the recorded data including, as reasonably practicable for the
storage medium concerned, correct correspondence with the input data.
However, detections by the continuous monitoring for proper operation do not need
to be automatically reported to the flight crew compartment.

CVR audio quality

Examples of CVR audio quality issues and possible causes thereof may be found in the
document of the French Bureau d’Enquêtes et d’Analyses, titled ‘Study on detection of audio
anomalies on CVR recordings’ and dated September 2015.
GM1 SPO.GEN.145(f) Handling of flight recorder recordings: preservation,

Use Of CVR Recordings For Maintaining Or Improving Safety

(a) The CVR is primarily a tool for the investigation of accidents and serious incidents by
investigating authorities. Misuse of CVR recordings is a breach of the right to privacy
and it works against an effective safety culture inside the operator.
(b) Therefore, the use of a CVR recording, when for purposes other than CVR
serviceability or those laid down by Regulation (EU) No 996/2010, should be subject to
the free prior consent of the persons concerned, and framed by a procedure that is
endorsed by all parties and that protects the privacy of crew members and (if
applicable) maintenance staff.
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SPO.GEN.150 Transport of dangerous goods
(a) The transport of dangerous goods by air shall be conducted in accordance with Annex
18 to the Chicago Convention as last amended and amplified by the Technical
Instructions for the Safe Transport of Dangerous Goods by Air (ICAO Doc 9284-
AN/905), including its attachments, supplements and any other addenda or corrigenda.
(b) Dangerous goods shall only be transported by an operator approved in accordance
with Part-SPA, subpart G, except when:
(1) they are not subject to the Technical Instructions in accordance with Part 1 of
those Instructions;
(2) they are carried by task specialists or crew members or are in baggage which
has been separated from its owner, in accordance with Part 8 of the Technical
Instructions;
(3) required on board the aircraft for specialised purposes in accordance with the
Technical Instructions.;
(4) they are used to facilitate flight safety where carriage aboard the aircraft is
reasonable to ensure their timely availability for operational purposes,
whether or not such articles and substances are required to be carried or
intended to be used in connection with a particular flight.
(c) The operator shall establish procedures to ensure that all reasonable measures are
taken to prevent dangerous goods from being carried on board inadvertently.
(d) The operator shall provide personnel with the necessary information enabling them
to carry out their responsibilities, as required by the Technical Instructions.
(e) The operator shall, in accordance with the Technical Instructions, report without delay
to the Brunei DCA and the appropriate authority of the State of occurrence in the
event of:
(1) any dangerous good accident or incidents;
(2) the finding of dangerous goods carried by task specialists or crew, or in their
baggage, when not in accordance with Part 8 of the Technical Instructions.
(f) The operator shall ensure that task specialists are provided with information about
dangerous goods.
(g) The operator shall ensure that notices giving information about the transport of
dangerous goods are provided at acceptance points for cargo as required by the
Technical Instructions.
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GM1 SPO.GEN.150(a) Transport of dangerous goods
General
(a) The requirement to transport dangerous goods by air in accordance with the Technical
Instructions is irrespective of whether:
(1) the flight is wholly or partly within or wholly outside the territory of the Brunei
Darussalam; or
(2) an approval to carry dangerous goods in accordance with Part- SPA, Subpart
DG is held.
(b) The Technical Instructions provide that in certain circumstances dangerous goods,
which are normally forbidden on an aircraft, may be carried. These circumstances
include cases of extreme urgency or, when other forms of transport are inappropriate
or when full compliance with the prescribed requirements is contrary to the public
interest. In these circumstances all the States concerned may grant exemptions from
the provisions of the Technical Instructions provided that an overall level of safety that
is at least equivalent to that provided by the Technical Instructions is achieved.
Although exemptions are most likely to be granted for the carriage of dangerous goods
that are not permitted in normal circumstances, they may also be granted in other
circumstances, such as when the packaging to be used is not provided for by the
appropriate packing method or the quantity in the packaging is greater than that
permitted. The Technical Instructions also make provision for some dangerous goods
to be carried when an approval has been granted only by the State of Origin and the
Brunei DCA.
(c) When an exemption is required, the States concerned are those of origin, transit,
overflight and destination of the consignment and that of the operator. For the State of
overflight, if none of the criteria for granting an exemption are relevant, an exemption
may be granted based solely on whether it is believed that an equivalent level of safety
in air transport has been achieved.
(d) The Technical Instructions provide that exemptions and approvals are granted by the
‘appropriate national authority’, which is intended to be the authority responsible for the
particular aspect against which the exemption or approval is being sought. The
operator should ensure that all relevant conditions on an exemption or approval are
met.
(e) The exemption or approval referred to in (b) to (d) is in addition to the approval
required by Part-SPA.
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AMC1 SPO.GEN.150(e) Transport of dangerous goods
Dangerous Goods Accident and Incident Reporting

(a) Any type of dangerous goods incident or accident should be reported. For this
purpose, the Technical Instructions consider that reporting of undeclared and
misdeclared dangerous goods found in cargo also applies to items of operators’ stores
that are classified as dangerous goods.
(b) The first report should be dispatched within 72 hours of the event. It may be sent by
any means, including e-mail, telephone or fax. This report should include the details
that are known at that time, under the headings identified in (c). If necessary, a
subsequent report should be made as soon as possible giving all the details that were
not known at the time the first report was sent. If a report has been made verbally,
written confirmation should be sent as soon as possible.
(c) The first and any subsequent report should be as precise as possible and contain the
following data, where relevant:
(1) date of the incident or accident or the finding of undeclared or misdeclared
dangerous goods;
(2) location and flight date;
(3) description of the goods;
(4) proper shipping name (including the technical name, if appropriate) and
United Nations (UN)/identification (ID) number, when known;
(5) class or division and any subsidiary risk;
(6) type of packaging, and the packaging specification marking on it;
(7) quantity;
(8) any other relevant details;
(9) suspected cause of the incident or accident;
(10) action taken;
(11) any other reporting action taken; and
(12) name, title, address and telephone number of the person making the report.
(d) Copies of relevant documents and any photographs taken should be attached to the
report.
(e) A dangerous goods accident or incident may also constitute an aircraft accident,
serious incident or incident. The criteria for reporting both types of occurrence should
be met.
(f) The following dangerous goods reporting form should be used, but other forms,
including electronic transfer of data, may be used provided that at least the minimum
information of this AMC is supplied:
DANGEROUS GOODS OCCURRENCE REPORT DGOR No:
1. Operator: 2. Date of Occurrence: 3. Local time of occurrence:
4. Flight date: 5. Reserved:
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DANGEROUS GOODS OCCURRENCE REPORT DGOR No:
6. Departure aerodrome: 7. Destination aerodrome:
8. Aircraft type: 9. Aircraft registration:
10. Location of occurrence: 11. Origin of the goods:
12. Description of the occurrence, including details of injury, damage, etc. (if necessary continue on the reverse of
this form):
14. UN/ID No
13. Proper shipping name (including the technical name):
(when known):
15.Class/Division 18. Category

16. Subsidiary risk(s): 17. Packing group:
(when known): (Class 7 only):
22. Quantity
20.Packaging specification
19. Type of packaging: 21. No of packages: (or transport index,
marking:
if applicable):
23. Other relevant information (including suspected cause, any action taken):
24. Name and title of person making report: 25. Telephone No:
26. Company: 27. Reporters ref:
29. Signature:
28. Address:
30. Date:
Description of the occurrence (continuation)
Notes for completion of the form:

1. A dangerous goods accident is as defined in Part DEF. For this purpose serious injury
means an injury which is sustained by a person in an accident and which involves one
of the following:
(1) hospitalisation for more than 48 hours, commencing within 7 days f rom the
date the injury was received;
(2) a fracture of any bone (except simple fractures of fingers, toes, or nose);
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(3) lacerations which cause severe haemorrhage, nerve, muscle or tendon

damage;
(4) injury to any internal organ;
(5) second or third degree burns, or any burns affecting more than 5 % of the
body surface;
(6) verified exposure to infectious substances or harmful radiation.
2. The initial report should be dispatched unless exceptional circumstances prevent this.
This occurrence report form, duly completed, should be sent as soon as possible, even
if all the information is not available.
3. Copies of all relevant documents and any photographs should be attached to this
report.
4. Any further information, or any information not included in the initial report, should be
sent as soon as possible to the authorities identified in SPO.GEN.150 (e).
5. Providing it is safe to do so, all dangerous goods, packaging, documents, etc. relating
to the occurrence should be retained until after the initial report has been sent to the
authorities identified in SPO.GEN.150(e), and they have indicated whether or not these
should continue to be retained.
SPO.GEN.155 Release of dangerous goods
The operator shall not operate an aircraft over congested areas of cities, towns or
settlements or over an open-air assembly of persons when releasing dangerous goods.
SPO.GEN.160 Carriage and use of weapons
(a) The operator shall ensure that, when weapons are carried on a flight for the purpose of
a specialised task, these are secured when not in use.
(b) The task specialist using the weapon shall take all necessary measures to prevent the
aircraft and persons on board or on the ground from being endangered.
SPO.GEN.165 Admission to the flight crew compartment
(a) admission to the flight crew compartment does not cause distraction or interference
with the operation of the flight; and
(b) all persons carried in the flight crew compartment are made familiar with the relevant
safety procedures.
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Subpart B - Operational procedures

SPO.OP.100 Use of aerodromes and operating sites
The operator shall only use aerodromes and operating sites that are adequate for the type
of aircraft and operation concerned.
AMC1 SPO.OP.100 Use of aerodromes and operating sites
Use of Operating Sites Motor Powered Aircraft

(a) When defining adequate operating sites for use for the type(s) of aircraft and
operation(s) concerned, the operator should take account of the following:
(1) An adequate site is a site that the operator considers to be satisfactory, taking
account of the applicable performance requirements and site characteristics.
(2) The operator should have in place a procedure for the survey of operating
sites by a competent person. Such a procedure should take account for
possible changes to the operating site characteristics that may have taken
place since last surveyed.
(b) Operating sites that are pre-surveyed should be specifically specified in the operations
manual. The operations manual should contain diagrams or ground and aerial
photographs, depiction (pictorial) and description of:
(1) the overall dimensions of the operating site;
(2) location and height of relevant obstacles to approach and take-off profiles and
in the manoeuvring area;
(3) approach and take-off flight paths;
(4) surface condition (blowing dust/snow/sand);
(5) provision of control of third parties on the ground, if applicable;
(6) lighting, if applicable;
(7) procedure for activating the operating site in accordance with national
regulations, if applicable;
(8) other useful information, for example details of the appropriate ATS agency
and frequency; and
(9) site suitability with reference to available aircraft performance.
(c) Where the operator specifically permits operation from sites that are not pre- surveyed,
the pilot-in-command should make, from the air a judgement on the suitability of a site.
At least (b)(1) to (b)(6) inclusive and (b)(9) should be considered. Operations to non-
pre-surveyed operating sites by night should not be conducted.
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SPO.OP.105 Specification of isolated aerodromes - aeroplanes
For the selection of alternate aerodromes and the fuel policy, the operator shall consider an
aerodrome as an isolated aerodrome if the flying time to the nearest adequate destination
alternate aerodrome is more than:
(a) for aeroplanes with reciprocating engines, 60 minutes; or
(b) for aeroplanes with turbine engines, 90 minutes.
SPO.OP.110 Aerodrome operating minima - aeroplanes and helicopters
(a) For instrument flight rules (IFR) flights, the operator or the pilot-in-command shall
specify aerodrome operating minima for each departure, destination and alternate
aerodrome to be used. Such minima shall:
(1) not be lower than those established by the State in which the aerodrome is
located, except when specifically approved by that State; and
(2) when undertaking low visibility operations, be approved by the Brunei DCA
in accordance with Part-SPA, Subpart E.
(b) When establishing the aerodrome operating minima, the operator or the pilot-in-
command shall take the following into account:
(1) the type, performance and handling characteristics of the aircraft;
(2) the competence and experience of the flight crew and, if applicable, its
composition;
(3) the dimensions and characteristics of the runways and final approach and
take-off areas (FATOs) that may be selected for use;
(4) the adequacy and performance of the available visual and non-visual ground
aids;
(5) the equipment available on the aircraft for the purpose of navigation and/or
control of the flight path, during the take-off, the approach, the flare, the
landing, the rollout and the missed approach;
(6) the obstacles in the approach, the missed approach and the climb-out areas
required for the execution of contingency procedures;
(7) the obstacle clearance altitude/height for the instrument approach
procedures;
(8) the means to determine and report meteorological 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 only be used if:
(1) the ground equipment required for the intended procedure is operative;
(2) the aircraft systems required for the type of approach are operative;
(3) the required aircraft performance criteria are met; and
(4) the flight crew is qualified appropriately.
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AMC1 SPO.OP.110 Aerodrome operating minima — aeroplanes and helicopters
Commercially Available Information

An acceptable method of specifying aerodrome operating minima is through the use of
commercially available information.
AMC2 SPO.OP.110 Aerodrome operating minima – aeroplanes and helicopters
Visual Approach Operations

For a visual approach operation, the runway visual range (RVR) should not be less than 800
m.
General
(a) The aerodrome operating minima should not be lower than as specified in
SPO.OP.111 or AMC4 SPO.OP.110 (c).
(b) Whenever practical approaches should be flown as stabilised approaches (SAps).
Different procedures may be used for a particular approach to a particular runway.
(c) Whenever practical, non-precision approaches should be flown using the continuous
descent final approach (CDFA) technique. Different procedures may be used for a
particular approach to a particular runway.
(d) For approaches not flown using the CDFA technique: when calculating the minima in
accordance with SPO.OP.111, the applicable minimum runway visual range (RVR)
should be increased by 200 m for Category A and B aeroplanes and by 400 m for
Category C and D aeroplanes, provided the resulting RVR/converted meteorological
visibility (CMV) value does not exceed 5 000 m. SAp or CDFA should be used as soon
as facilities are improved to allow these techniques.
Take-Off Operations with Complex Motor-Powered Aircraft

(a) General:
(1) Take-off minima should be expressed as visibility (VIS) or RVR limits, taking
into account all relevant factors for each aerodrome planned to be used and
aircraft characteristics. Where there is a specific need to see and avoid
obstacles on departure and/or for a forced landing, additional conditions, e.g.
ceiling, should be specified.
(2) The pilot-in-command should not commence take-off unless the weather
conditions at the aerodrome of departure are equal to or better than
applicable minima for landing at that aerodrome, unless a weather-
permissible take-off alternate aerodrome is available.
(3) When the reported meteorological visibility is below that required for take-off
and RVR is not reported, a take-off should only be commenced if the pilot-in-
command can determine that the visibility along the take-off runway/area is
equal to or better than the required minimum.
(4) When no reported meteorological visibility or RVR is available, a take-off
should only be commenced if the pilot-in-command can determine that the
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RVR/VIS along the take-off runway/area is equal to or better than the required
minimum.
(b) Visual reference:
(1) The take-off minima should be selected to ensure efficient guidance to control
the aircraft in the event of both a rejected take-off in adverse circumstances
and a continued take-off after failure of the critical engine.
(2) For night operations, ground lights should be available to illuminate the
runway/final approach and take-off area (FATO) and any obstacles.
(c) Required RVR/visibility:
(1) Aeroplanes:
(i) For aeroplanes, the take-off minima specified by the operator should be
expressed as RVR/VIS values not lower than those specified in Table 1.A.
(ii) When reported RVR or meteorological visibility is not available, the pilot-in-
command should not commence take-off unless he/she can determine that
the actual conditions satisfy the applicable take-off minima.
(2) Helicopters:
(i) For helicopters having a mass where it is possible to reject the take-off and
land on the FATO in case of the critical engine failure being recognised at
or before the take-off decision point (TDP), the operator should specify an
RVR/VIS as take-off minima in accordance with Table 1.H.
(ii) For all other cases, the pilot-in-command should operate to take-off minima
of 800 m RVR/VIS and remain clear of cloud during the take-off manoeuvre
until reaching the performance capabilities of (c)(2)(i).
(iii) Table 1 of AMC9-SPO.OP.110, for converting reported meteorological
visibility to RVR, should not be used for calculating take-off minima.
Table 1.A: Take-off — aeroplanes
(without low visibility take-off (LVTO) approval) — RVR/VIS
Facilities RVR/VIS(m)*
Day only: Nil** 500

Day only: Nil**
Day: at least runway edge lights or runway centreline markings 400

Night: at least runway edge lights or runway centreline lights and runway end
lights
*: The reported RVR/VIS value representative of the initial part of the take-off run can be replaced
by pilot assessment.
**: The pilot is able to continuously identify the take-off surface and maintain directional control.
Table 1.H: Take-off — helicopters
(without LVTO approval) — RVR/Visibility
Onshore aerodromes with instrument flight rules (IFR)

RVR/VIS (m)
departure procedures
No light and no markings (day only) 400 or the rejected take- off distance,
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Onshore aerodromes with instrument flight rules (IFR)

RVR/VIS (m)
departure procedures
whichever is the greater
No markings (night) 800
Runway edge/FATO light and centreline marking 400
Runway edge/FATO light, centreline marking and relevant

400
RVR information
Offshore helideck *
Two-pilot operations 400
Single-pilot operations 500
*: The take-off flight path to be free of obstacles.
Take-Off Operations With Other-Than-Complex Motor-Powered Aircraft

(a) General:
(1) Take-off minima should be expressed as VIS or RVR limits, taking into
account all relevant factors for each aerodrome planned to be used and
aircraft characteristics. Where there is a specific need to see and avoid
obstacles on departure and/or for a forced landing, additional conditions, e.g.
ceiling, it should be specified.
(2) When the reported meteorological visibility is below that required for take -off
and RVR is not reported, a take-off should only be commenced if the pilot-in-
command can determine that the visibility along the take-off runway/area is
equal to or better than the required minimum.
(3) When no reported meteorological visibility or RVR is available, a take-off
should only be commenced if the pilot-in-command can determine that the
RVR/VIS along the take-off runway/area is equal to or better than the required
minimum.
(b) Visual reference:
(1) The take-off minima should be selected to ensure sufficient guidance to
control the aircraft in the event of both a rejected take-off in adverse
circumstances and a continued take-off after failure of the critical engine.
(2) For night operations, ground lights should be available to illuminate the
runway/final approach and take-off area (FATO) and any obstacles.
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Criteria for Establishing RVR/CMV

(a) In order to qualify for the lowest allowable values of RVR/CMV specified in Table 4.A of
AMC7 SPO.OP.110, the instrument approach should meet at least the following facility
requirements and associated conditions:
(1) Instrument approaches with designated vertical profile up to and including
4.5° for Category A and B aeroplanes, or 3.77° for Category C and D
aeroplanes, where the facilities are:
(i) instrument landing system (ILS)/microwave landing system (MLS)/GBAS
landing system (GLS)/precision approach radar (PAR)); or
(ii) approach procedure with vertical guidance (APV); and
where the final approach track is offset by not more than 15° for Category A and
B aeroplanes or by not more than 5° for Category C and D aeroplanes.
(2) Instrument approach operations flown using the CDFA technique with a
nominal vertical profile, up to and including 4.5° for Category A and B
aeroplanes, or 3.77° for Category C and D aeroplanes, where the facilities are
non-directional beacon (NDB), NDB/distance measuring equipment (DME),
VHF omnidirectional radio range (VOR), VOR/DME, localiser (LOC),
LOC/DME, VHF direction finder (VDF), surveillance radar approach (SRA) or
global navigation satellite system (GNSS)/lateral navigation (LNAV), with a
final approach segment of at least 3 NM, which also fulfil the following criteria:
(i) the final approach track is offset by not more than 15° for Category A and B
aeroplanes or by not more than 5° for Category C and D aeroplanes;
(ii) the final approach fix (FAF) or another appropriate fix where descent is
initiated is available, or distance to threshold (THR) is available by flight
management system (FMS)/area navigation (NDB/DME) or DME; and
(iii) the missed approach point (MAPt) is determined by timing, the distance
from FAF to THR is ≤ 8 NM.
(3) Instrument approaches where the facilities are NDB, NDB/DME, VOR,
VOR/DME, LOC, LOC/DME, VDF, SRA or GNSS/LNAV, not fulfilling the
criteria in (a)(2), or with an minimum descent height (MDH) ≥ 1 200 ft.
(b) The missed approach operation, after an approach operation has been flown using the
CDFA technique, should be executed when reaching the decision height/altitude
(DH/A) or the MAPt, whichever occurs first. The lateral part of the missed approach
procedure should be flown via the MAPt unless otherwise stated on the approach
chart.
Determination of RVR/CMV/VIS Minima for NPA, APV, CAT I — Aeroplanes
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(a) The minimum RVR/CMV/VIS should be the highest of the values specified in Table 3
and Table 4.A but not greater than the maximum values specified in Table 4.A, where
applicable.
(b) The values in Table 2 should be derived from the formula below:
(c) required RVR/VIS (m) = [(DH/MDH (ft) x 0.3048) / tanα] — length of approach lights
(m);
(d) where α is the calculation angle, being a default value of 3.00° increasing in steps of
0.10° for each line in Table 3 up to 3.77° and then remaining constant.
(e) If the approach is flown with a level flight segment at or above MDA/H, 200 m should
be added for Category A and B aeroplanes and 400 m for Category C and D
aeroplanes to the minimum RVR/CMV/VIS value resulting from the application of Table
3 and Table 4.A.
(f) An RVR of less than 750 m as indicated in Table 3 may be used:
(1) for CAT I operations to runways with full approach lighting system (FALS),
runway touchdown zone lights (RTZL) and runway centreline lights (RCLL);
(2) for CAT I operations to runways without RTZL and RCLL when using an
approved head-up guidance landing system (HUDLS), or equivalent approved
system, or when conducting a coupled approach or flight-director-flown
approach to a DH. The ILS should not be published as a restricted facility;
and
(3) for APV operations to runways with FALS, RTZL and RCLL when using an
approved head-up display (HUD).
(g) Lower values than those specified in Table 3 may be used for HUDLS and auto-land
operations if approved in accordance with Part-SPA, Subpart E.
(h) The visual aids should comprise standard runway day markings and approach and
runway lights as specified in Table 2.
(i) For night operations or for any operation where credit for runway and approach lights is
required, the lights should be on and serviceable, except as provided for in Table 6 of
AMC 10 SPO.OP.110.
(j) For single-pilot operations, the minimum RVR/VIS should be calculated in accordance
with the following additional criteria:
(1) an RVR of less than 800 m as indicated in Table 3 may be used for CAT I
approaches provided any of the following is used at least down to the
applicable DH:
(i) a suitable autopilot, coupled to an ILS, MLS or GLS that is not published as
restricted; or
(ii) an approved HUDLS, including, where appropriate, enhanced vision
system (EVS), or equivalent approved system;
(2) where RTZL and/or RCLL are not available, the minimum RVR/CMV should
not be less than 600 m; and
(3) an RVR of less than 800 m as indicated in Table 3 may be used for APV
operations to runways with FALS, RTZL and RCLL when using an approved
HUDLS, or equivalent approved system, or when conducting a coupled
approach to a DH equal to or greater than 250 ft.
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Table 2: Approach lighting systems
Class of lighting facility Length, configuration and intensity of approach lights
FALS CAT I lighting system (HIALS ≥ 720 m) distance coded centreline, Barrette
centreline
IALS Simple approach lighting system (HIALS 420 – 719 m) single source, Barrette
BALS Any other approach lighting system (HIALS, MIALS or ALS 210 – 419 m)
NALS Any other approach lighting system (HIALS, MIALS or ALS < 210 m) or no
approach lights
Note: HIALS: high intensity approach lighting system;

MIALS medium intensity approach lighting system;
ALS: approach lighting system.
Table 3: RVR/CMV vs. DH/MDH
DH or MDH Class of lighting facility
FALS IALS BALS NALS
See (d), (e), (h) above for RVR < 750/800 m
ft RVR/CMV (m)
200 - 210 550 750 1 000 1 200
211 - 220 550 800 1 000 1 200
221 - 230 550 800 1 000 1 200
231 - 240 550 800 1 000 1 200
241 - 250 550 800 1 000 1 300
251 - 260 600 800 1 100 1 300
261 - 280 600 900 1 100 1 300
281 - 300 650 900 1 200 1 400
301 - 320 700 1 000 1 200 1 400
321 - 340 800 1 100 1 300 1 500
341 - 360 900 1 200 1 400 1 600
361 - 380 1 000 1 300 1 500 1 700
381 - 400 1 100 1 400 1 600 1 800
401 - 420 1 200 1 500 1 700 1 900
421 - 440 1 300 1 600 1 800 2 000
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DH or MDH Class of lighting facility
FALS IALS BALS NALS
See (d), (e), (h) above for RVR < 750/800 m
ft RVR/CMV (m)
441 - 460 1 400 1 700 1 900 2 100
461 - 480 1 500 1 800 2 000 2 200
481 - 500 1 500 1 800 2 100 2 300
501 - 520 1 600 1 900 2 100 2 400
521 - 540 1 700 2 000 2 200 2 400
541 - 560 1 800 2 100 2 300 2 500
561 - 580 1 900 2 200 2 400 2 600
581 - 600 2 000 2 300 2 500 2 700
601 - 620 2 100 2 400 2 600 2 800
621 - 640 2 200 2 500 2 700 2 900
641 - 660 2 300 2 600 2 800 3 000
661 - 680 2 400 2 700 2 900 3 100
681 - 700 2 500 2 800 3 000 3 200
701 - 720 2 600 2 900 3 100 3 300
721 - 740 2 700 3 000 3 200 3 400
741 - 760 2 700 3 000 3 300 3 500
761 - 800 2 900 3 200 3 400 3 600
801 - 850 3 100 3 400 3 600 3 800
851 - 900 3 300 3 600 3 800 4 000
901 - 950 3 600 3 900 4 100 4 300
951 - 1 000 3 800 4 100 4 300 4 500
1 001 - 1 100 4 100 4 400 4 600 4 900
1 101 - 1 200 4 600 4 900 5 000 5 000
1 201 and above 5 000 5 000 5 000 5 000
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Table 4.A: CAT I, APV, NPA — aeroplanes

Minimum and maximum applicable RVR/CMV (lower and upper cut-off limits)
Facility/conditions RVR/CMV Aeroplane category
(m) A B C D
ILS, MLS, GLS, PAR, GNSS/SBAS, Min According to Table 3

GNSS/VNAV
Max 1 500 1 500 2 400 2 400
NDB, NDB/DME, VOR, VOR/DME, LOC, Min 750 750 750 750
LOC/DME, VDF, SRA, GNSS/LNAV with a
procedure that fulfils the criteria in AMC6
SPO.OP.110 (a)(2). Max 1 500 1 500 2 400 2 400
For NDB, NDB/DME, VOR, VOR/DME, LOC, Min 1 000 1 000 1 200 1 200
LOC/DME, VDF, SRA, GNSS/LNAV:
not fulfilling the criteria in AMC6 SPO.OP.110 According to Table 3, if flown using the CDFA
(a)(2)., technique, otherwise an add-on of 200/400 m
Max
applies to the values in Table 3 but not to result in
or with a DH or MDH ≥ 1 200ft a value exceeding 5000m
Determination of RVR/CMV/VIS Minima for NPA, CAT I — Helicopters

(a) For non-precision approach (NPA) operations, the minima specified in Table 4.1.H
should apply:
(1) where the missed approach point is within ½ NM of the landing threshold, the
approach minima specified for FALS may be used regardless of the length of
approach lights available. However, FATO/runway edge lights, threshold
lights, end lights and FATO/runway markings are still required;
(2) for night operations, ground lights should be available to illuminate the
FATO/runway and any obstacles; and
(3) for single-pilot operations, the minimum RVR is 800 m or the minima in Table
4.2.H, whichever is higher.
(b) For CAT I operations, the minima specified in Table 4.2.H should apply:
(1) for night operations, ground light should be available to illuminate the
FATO/runway and any obstacles;
(2) for single-pilot operations, the minimum RVR/VIS should be calculated in
accordance with the following additional criteria:
(i) an RVR of less than 800 m should not be used except when using a
suitable autopilot coupled to an ILS, MLS or GLS, in which case normal
minima apply; and
(ii) the DH applied should not be less than 1.25 times the minimum use height
for the autopilot.
Table 4.1.H: Onshore NPA minima
MDH (ft) * Facilities vs. RVR/CMV (m) **, ***
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FALS IALS BALS NALS
250 – 299 600 800 1 000 1 000
300 – 449 800 1 000 1 000 1 000
450 and above 1 000 1 000 1 000 1 000
*: The MDH refers to the initial calculation of MDH. When selecting the associated RVR,
there is no need to take account of a rounding up to the nearest 10 ft, which may be
done for operational purposes, e.g. conversion to MDA.
**: The tables are only applicable to conventional approaches with a nominal descent
slope of not greater than 4°. Greater descent slopes will usually require that visual
glide slope guidance (e.g. precision path approach indicator (PAPI)) is also visible at
the MDH.
***: FALS comprise FATO/runway markings, 720 m or more of high intensity/medium
intensity (HI/MI) approach lights, FATO/runway edge lights, threshold lights and
FATO/runway end lights. Lights to be on.
IALS comprise FATO/runway markings, 420 – 719 m of HI/MI approach lights,
FATO/runway edge lights, threshold lights and FATO/runway end lights. Lights to be
on.
BALS comprise FATO/runway markings, < 420 m of HI/MI approach lights, any length
of low intensity (LI) approach lights, FATO/runway edge lights, threshold lights and
FATO/runway end lights. Lights to be on.
NALs comprise FATO/runway markings, FATO/runway edge lights, threshold lights,
FATO/runway end lights or no lights at all.
Table 4.2.H: Onshore CAT I minima
DH (ft) * Facilities vs. RVR/CMV (m) **, ***
FALS IALS BALS NALS
200 500 600 700 1 000
201 – 250 550 650 750 1 000
251 – 300 600 700 800 1 000
301 and above 750 800 900 1 000
*: The DH refers to the initial calculation of DH. When selecting the associated RVR,
there is no need to take account of a rounding up to the nearest 10 ft, which may be
done for operational purposes, e.g. conversion to DA.
**: The table is applicable to conventional approaches with a glide slope up to and
including 4°.
***: FALS comprise FATO/runway markings, 720 m or more of HI/MI approach lights,
on.
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IALS comprise FATO/runway markings, 420 – 719 m of HI/MI approach lights,

on.
BALS comprise FATO/runway markings, < 420 m of HI/MI approach lights, any length
of LI approach lights, FATO/runway edge lights, threshold lights and FATO/runway end
lights. Lights to be on.
NALS comprise FATO/runway markings, FATO/runway edge lights, threshold lights,
FATO/runway end lights or no lights at all.
Conversion of Reported Meteorological Visibility to RVR/CMV

(a) A conversion from meteorological visibility to RVR/CMV should not be used:
(1) when reported RVR is available;
(2) for calculating take-off minima; and
(3) for other RVR minima less than 800 m.
(b) If the RVR is reported as being above the maximum value assessed by the aerodrome
operator, e.g. ‘RVR more than 1 500 m’, it should not be considered as a reported
value for (a)(1).
(c) When converting meteorological visibility to RVR in circumstances other than those in
(a), the conversion factors specified in Table 5 should be used.
Table 5: Conversion of reported meteorological visibility to RVR/CMV
Light elements in operation

RVR/CMV = reported meteorological visibility x
Day Night
HI approach and runway lights 1.5 2.0
Any type of light installation other than above 1.0 1.5
No lights 1.0 not applicable
AMC10 SPO.OP.110 Aerodrome operating minima — aeroplanes and

helicopters
Effect on Landing Minima of Temporarily Failed or Downgraded Ground Equipment —

Complex Motor-Powered Aircraft
(a) General
These instructions are intended for both pre-flight and in-flight use. It is however not
expected that the pilot-in-command would consult such instructions after passing 1 000
ft above the aerodrome. If failures of ground aids are announced at such a late stage,
the approach could be continued at the pilot-in-command’s discretion. If failures are
announced before such a late stage in the approach, their effect on the approach
should be considered as described in Table 6 and, if considered necessary, the
approach should be abandoned.
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(b) Conditions applicable to Table 6:

(1) multiple failures of runway/FATO lights other than indicated in Table 6 should
not be acceptable;
(2) deficiencies of approach and runway/FATO lights are treated separately; and
(3) failures other than ILS, MLS affect RVR only and not DH.
Table 6: Failed or downgraded equipment — effect on landing minima
Failed or downgraded equipment Effect on landing minima
CAT I APV, NPA
ILS/MLS standby transmitter No effect
Outer marker No effect if replaced by height APV — not applicable

check at 1 000 ft
NPA with FAF: no effect unless
used as FAF
If the FAF cannot be identified (e.g.

no method available for timing of
descent), non-precision operations
cannot be conducted
Middle marker No effect No effect unless used as MAPt
RVR Assessment Systems No effect
Approach lights Minima as for NALS
Approach lights except the last 210 m Minima as for BALS
Approach lights except the last 420 m Minima as for IALS
Standby power for approach lights No effect
Edge lights, threshold lights and Day — no effect

runway end lights
Night — not allowed
Centreline lights No effect if flight director (F/D), No effect

HUDLS or auto-land;
otherwise RVR 750 m
Centreline lights spacing increased to No effect

30 m
Touchdown zone lights No effect if F/D, HUDLS or auto- No effect

land; otherwise RVR
750 m
Taxiway lighting system No effect
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AMC11 SPO.OP.110 Aerodrome operating minima — aeroplanes and

helicopters
Effect on Landing Minima of Temporarily Failed or Downgraded Ground Equipment—

Other-than-Complex Motor-Powered Aircraft
(a) Non-precision approaches requiring a final approach fix (FAF) and/or MAPt should not
be conducted where a method of identifying the appropriate fix is not available.
(b) A minimum RVR of 750 m should be used for CAT I operations in the absence of
centreline lines and/or touchdown zone lights.
(c) Where approach lighting is partly unavailable, minima should take account of the
serviceable length of approach lighting.
GM1 SPO.OP.110 Aerodrome operating minima — aeroplanes and helicopters
Aircraft Categories
(a) Aircraft categories should be based on the indicated airspeed at threshold (VAT), which
is equal to the stalling speed (VSO) multiplied by 1.3 or where published 1-g (gravity)
stall speed (VS1g) multiplied by 1.23 in the landing configuration at the maximum
certified landing mass. If both VSO and VS1g are available, the higher resulting VAT
should be used.
(b) The aircraft categories specified in Table 1 should be used.
Table 1: Aircraft categories corresponding to VAT values
Aircraft category VAT
A Less than 91 kt
B from 91 to 120 kt
C from 121 to 140 kt
D from 141 to 165 kt
E from 166 to 210 kt
Continuous Descent Final Approach (CDFA) — Aeroplanes

(a) Introduction
(1) Controlled flight into terrain (CFIT) is a major hazard in aviation. Most CFIT
accidents occur in the final approach segment of non-precision approaches;
the use of stabilised-approach criteria on a continuous descent with a
constant, predetermined vertical path is seen as a major improvement in
safety during the conduct of such approaches. Operators should ensure that
the following techniques are adopted as widely as possible, for all
approaches.
(2) The elimination of level flight segments at MDA close to the ground during
approaches, and the avoidance of major changes in attitude and power/thrust
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close to the runway that can destabilise approaches, are seen as ways to
reduce operational risks significantly.
(3) The term CDFA has been selected to cover a flight technique for any type of
NPA operation.
(4) The advantages of CDFA are as follows:
(i) the technique enhances safe approach operations by the utilisation of
standard operating practices;
(ii) the technique is similar to that used when flying an ILS approach, including
when executing the missed approach and the associated missed approach
procedure manoeuvre;
(iii) the aeroplane attitude may enable better acquisition of visual cues;
(iv) the technique may reduce pilot workload;
(v) the approach profile is fuel efficient;
(vi) the approach profile affords reduced noise levels; and
(vii) the technique affords procedural integration with APV operations.
(b) CDFA
(1) Continuous descent final approach is defined in Part DEF.
(2) An approach is only suitable for application of a CDFA technique when it is flown
along a nominal vertical profile; a nominal vertical profile is not forming part of the
approach procedure design, but can be flown as a continuous descent. The
nominal vertical profile information may be published or displayed on the
approach chart to the pilot by depicting the nominal slope or range/distance vs.
height. Approaches with a nominal vertical profile are considered to be:
(i) NDB, NDB/DME;
(ii) VOR, VOR/DME;
(iii) LOC, LOC/DME;
(iv) VDF, SRA; and
(v) GNSS/LNAV.
(3) Stabilised approach (SAp) is defined in Part DEF.
(i) The control of the descent path is not the only consideration when using
the CDFA technique. Control of the aeroplane’s configuration and energy is
also vital to the safe conduct of an approach.
(ii) The control of the flight path, described above as one of the requirements
for conducting a SAp, should not be confused with the path requirements
for using the CDFA technique.
(iii) The predetermined approach slope requirements for applying the CDFA
technique are established by the following:
(A) the published ‘nominal’ slope information when the approach has a
nominal vertical profile; and
(B) the designated final-approach segment minimum of 3 NM, and
maximum, when using timing techniques, of 8 NM.
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(iv) A SAp will never have any level segment of flight at DA/H or MDA/H, as
applicable. This enhances safety by mandating a prompt missed approach
procedure manoeuvre at DA/H or MDA/H.
(v) An approach using the CDFA technique will always be flown as a SAp,
since this is a requirement for applying CDFA. However, a SAp does not
have to be flown using the CDFA technique, for example a visual
approach.
Onshore Aerodrome Departure Procedures — Operations with Non-Complex

Helicopters
The cloud base and visibility should be such as to allow the helicopter to be clear of cloud at
the take-off decision point (TDP), and for the pilot flying to remain in sight of the surface until
reaching the minimum speed for flight in instrument meteorological conditions, as given in
the AFM.
Take-Off Minima — Operations With Complex Helicopters

(a) To ensure sufficient control of the helicopter in IMC, the speed, before entering in IMC,
should be above the minimum authorised speed in IMC, Vmini. This is a limitation in the
AFM. Therefore, the lowest speed before entering in IMC is the highest of Vtoss (velocity
take-off safety speed) and Vmini.
(b) As example, Vtoss is 45 kt and Vmini 60 kt. In that case, the take–off minima have to
include the distance to accelerate to 60 kt. The take-off distance should be increased
accordingly.
SPO.OP.111 Aerodrome operating minima - NPA, APV, CAT I operations
(a) The decision height (DH) to be used for a non-precision approach (NPA) flown with the
continuous descent final approach (CDFA) technique, approach procedure with vertical
guidance (APV) or category I (CAT I) operation shall not be lower than the highest of:
(1) the minimum height to which the approach aid can be used without the
required visual reference;
(2) the obstacle clearance height (OCH) for the category of aircraft;
(3) the published approach procedure DH where applicable;
(4) the system minimum specified in Table 1; or
(5) the minimum DH specified in the AFM or equivalent document, if stated.
(b) The minimum descent height (MDH) for an NPA operation flown without the CDFA
technique shall not be lower than the highest of:
(1) the OCH for the category of aircraft;
(2) the system minimum specified in Table 1; or
(3) the minimum MDH specified in the AFM, if stated.
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Table 1: System minima

Facility Lowest DH/MDH (ft)
Instrument landing system (ILS) 200
Global navigation satellite system (GNSS)/ satellite- based augmentation 200

system (SBAS) (lateral precision with vertical guidance approach (LPV))
GNSS (lateral navigation (LNAV)) 250
GNSS/Baro-vertical navigation (VNAV) (LNAV/ VNAV) 250
Localiser (LOC) with or without distance measuring 250
Surveillance radar approach (SRA) (terminating at ½ NM) 250
SRA (terminating at 1 NM) 300
SRA (terminating at 2 NM or more) 350
VHF omnidirectional radio range (VOR) 300
VOR/DME 250
Non-directional beacon (NDB) 350
NDB/DME 300
VHF direction finder (VDF) 350
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SPO.OP.112 Aerodrome operating minima - circling operations with aeroplanes
(a) The MDH for a circling operation with aeroplanes shall not be lower than the highest of:
(1) the published circling OCH for the aeroplane category;
(2) the minimum circling height derived from Table 2; or
(3) the DH/MDH of the preceding instrument approach procedure.
(b) The minimum visibility for a circling operation with aeroplanes shall be the highest of:
(4) the circling visibility for the aeroplane category, if published;
(5) the minimum visibility derived from Table 2; or
(6) the runway visual range / converted meteorological visibility (RVR/CMV) of
the preceding instrument approach procedure.
Table 2: MDH and minimum visibility for circling vs. aeroplane
category
Aeroplane category
A B C D
MDH (ft) 400 500 600 700
Minimum meteorological 1 500 1 600 2 400 3 600

visibility (m)
GM1 SPO.OP.112 Aerodrome operating minima - circling operations with

aeroplanes
Supplemental Information
(a) The purpose of this Guidance Material is to provide operators with supplemental
information regarding the application of aerodrome operating minima in relation to
circling approaches.
(b) Conduct of flight — general:
(1) the MDH and obstacle clearance height (OCH) included in the procedure are
referenced to aerodrome elevation;
(2) the MDA is referenced to mean sea level;
(3) for these procedures, the applicable visibility is the meteorological visibility;
and
(4) operators should provide tabular guidance of the relationship between height
above threshold and the in-flight visibility required to obtain and sustain visual
contact during the circling manoeuvre.
(c) Instrument approach followed by visual manoeuvring (circling) without prescribed
tracks:
(1) When the aeroplane is on the initial instrument approach, before visual
reference is stabilised, but not below MDA/H, the aeroplane should follow the
corresponding instrument approach procedure until the appropriate instrument
MAPt is reached.
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(2) At the beginning of the level flight phase at or above the MDA/H, the
instrument approach track determined by the radio navigation aids, RNAV,
RNP, ILS, MLS or GLS should be maintained until the pilot:
(i) estimates that, in all probability, visual contact with the runway of intended
landing or the runway environment will be maintained during the entire
circling procedure;
(ii) estimates that the aeroplane is within the circling area before commencing
circling; and
(iii) is able to determine the aeroplane’s position in relation to the runway of
intended landing with the aid of the appropriate external references.
(3) When reaching the published instrument MAPt and the conditions stipulated
in (c)(2) are unable to be established by the pilot, a missed approach should
be carried out in accordance with that instrument approach procedure.
(4) After the aeroplane has left the track of the initial instrument approach, the
flight phase outbound from the runway should be limited to an appropriate
distance, which is required to align the aeroplane onto the final approach.
Such manoeuvres should be conducted to enable the aeroplane:
(i) to attain a controlled and stable descent path to the intended landing
runway; and
(ii) to remain within the circling area and in such way that visual contact with
the runway of intended landing or runway environment is maintained at all
times.
(5) Flight manoeuvres should be carried out at an altitude/height that is not less
than the circling MDA/H.
(6) Descent below MDA/H should not be initiated until the threshold of the runway
to be used has been appropriately identified. The aeroplane should be in a
position to continue with a normal rate of descent and land within the
touchdown zone.
(d) Instrument approach followed by a visual manoeuvring (circling) with prescribed track.
(1) The aeroplane should remain on the initial instrument approach procedure
until one of the following is reached:
(i) the prescribed divergence point to commence circling on the prescribed
track; or
(ii) the MAPt.
(2) The aeroplane should be established on the instrument approach track
determined by the radio navigation aids, RNAV, RNP, ILS, MLS or GLS in
level flight at or above the MDA/H at or by the circling manoeuvre divergence
point.
(3) If the divergence point is reached before the required visual reference is
acquired, a missed approach should be initiated not later than the MAPt and
completed in accordance with the initial instrument approach procedure.
(4) When commencing the prescribed circling manoeuvre at the published
divergence point, the subsequent manoeuvres should be conducted to com ply
with the published routing and published heights/altitudes.
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(5) Unless otherwise specified, once the aeroplane is established on the

prescribed track(s), the published visual reference does not need to be
maintained unless:
(i) required by the State of the aerodrome; or
(ii) the circling MAPt (if published) is reached.
(6) If the prescribed circling manoeuvre has a published MAPt and the required
visual reference has not been obtained by that point, a missed approach
should be executed in accordance with (e)(2) and (e)(3).
(7) Subsequent further descent below MDA/H should only commence when the
required visual reference has been obtained.
(8) Unless otherwise specified in the procedure, final descent should not be
commenced from MDA/H until the threshold of the intended landing runway
has been identified and the aeroplane is in a position to continue with a
normal rate of descent to land within the touchdown zone.
(e) Missed approach
(1) Missed approach during the instrument procedure prior to circling:
(i) if the missed approach procedure is required to be flown when the
aeroplane is positioned on the instrument approach track defined by the
radio navigation aids, RNAV, RNP, ILS, MLS or GLS, and before
commencing the circling manoeuvre, the published missed approach for
the instrument approach should be followed; or
(ii) if the instrument approach procedure is carried out with the aid of an ILS,
MLS or a SAp, the MAPt associated with an ILS or MLS procedure without
glide path (GP-out procedure) or the SAp, where applicable, should be
used.
(2) If a prescribed missed approach is published for the circling manoeuvre, this
overrides the manoeuvres prescribed below.
(3) If visual reference is lost while circling to land after the aeroplane has
departed from the initial instrument approach track, the missed approach
specified for that particular instrument approach should be followed. It is
expected that the pilot will make an initial climbing turn toward the intended
landing runway to a position overhead of the aerodrome where the pilot will
establish the aeroplane in a climb on the instrument missed approach
segment.
(4) The aeroplane should not leave the visual manoeuvring (circling) area, which
is obstacle protected, unless:
(i) established on the appropriate missed approach procedure; or
(ii) at minimum sector altitude (MSA).
(5) All turns should be made in the same direction and the aeroplane should
remain within the circling protected area while climbing to either:
(i) the altitude assigned to any published circling missed approach manoeuvre
if applicable;
(ii) the altitude assigned to the missed approach of the initial instrument
approach;
(iii) the MSA;
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(iv) the minimum holding altitude (MHA) applicable for transition to a holding
facility or fix, or continue to climb to an MSA; or
(v) as directed by ATS.
When the missed approach procedure is commenced on the ‘downwind’ leg of
the circling manoeuvre, an ‘S’ turn may be undertaken to align the aeroplane
on the initial instrument approach missed approach path, provided the
aeroplane remains within the protected circling area.
The pilot-in-command should be responsible for ensuring adequate terrain
clearance during the above-stipulated manoeuvres, particularly during the
execution of a missed approach initiated by ATS.
(6) Because the circling manoeuvre may be accomplished in more than one
direction, different patterns will be required to establish the aeroplane on the
prescribed missed approach course depending on its position at the time
visual reference is lost. In particular, all turns are to be in the prescribed
direction if this is restricted, e.g. to the west/east (left or right hand) to remain
within the protected circling area.
(7) If a missed approach procedure is published for a particular runway onto
which the aeroplane is conducting a circling approach and the aeroplane has
commenced a manoeuvre to align with the runway, the missed approach for
this direction may be accomplished. The ATS unit should be informed of the
intention to fly the published missed approach procedure for that particular
runway.
(8) The pilot-in-command should advise ATS when any missed approach
procedure has been commenced, the height/altitude the aeroplane is climbing
to and the position the aeroplane is proceeding towards and/or heading the
aeroplane is established on.
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SPO.OP.113 Aerodrome operating minima - onshore circling operations with

helicopters
The MDH for an onshore circling operation with helicopters shall not be lower than 250 ft
and the meteorological visibility not less than 800 m.
SPO.OP.115 Departure and approach procedures - aeroplanes and helicopters
(a) The pilot-in-command shall use the departure and approach procedures established by
the State of the aerodrome, if such procedures have been published for the runway or
FATO to be used.
(b) The pilot-in-command may deviate from a published departure route, arrival route or
approach procedure:
(1) provided obstacle clearance criteria can be observed, full account is taken of
the operating conditions and any ATC clearance is adhered to; or
(2) when being radar-vectored by an ATC unit.
(c) In the case of operations with complex motor-powered aircraft, the final approach
segment shall be flown visually or in accordance with the published approach
procedures.
SPO.OP.116 Performance-based navigation — aeroplanes and helicopters
The operator shall ensure that, when PBN is required for the route or procedure to be flown:
(a) the relevant PBN specification is stated in the AFM or other document that has been
approved by the certifying authority as part of an airworthiness assessment or is based
on such approval; and
(b) the aircraft is operated in conformance with the relevant navigation specification and
limitations in the AFM or other document mentioned above.’;
AMC1 SPO.OP.116 Performance-based navigation — aeroplanes and

helicopters
PBN Operations
For operations where a navigation specification for performance-based navigation (PBN)
has been prescribed and no specific approval is required in accordance with
SPA.PBN.100, the operator should:
(a) establish operating procedures specifying:
(1) normal, abnormal and contingency procedures;
(2) electronic navigation database management; and
(3) relevant entries in the minimum equipment list (MEL);
(b) specify the flight crew qualification and proficiency constraints and ensure that the
training programme for relevant personnel is consistent with the intended operation;
and
(c) ensure continued airworthiness of the area navigation system.
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helicopters
Monitoring And Verification

(a) Preflight and general considerations
(1) At navigation system initialisation, the flight crew should confirm that the
navigation database is current and verify that the aircraft position has been
entered correctly, if required.
(2) The active flight plan, if applicable, should be checked by comparing the
charts or other applicable documents with navigation equipment and displays.
This includes confirmation of the departing runway and the waypoint
sequence, reasonableness of track angles and distances, any altitude or
speed constraints, and, where possible, which waypoints are fly-by and which
are fly-over. Where relevant, the RF leg arc radii should be confirmed.
(3) The flight crew should check that the navigation aids critical to the operation
of the intended PBN procedure are available.
(4) The flight crew should confirm the navigation aids that should be excluded
from the operation, if any.
(5) An arrival, approach or departure procedure should not be used if the validity
of the procedure in the navigation database has expired.
(6) The flight crew should verify that the navigation systems required for the
intended operation are operational.
(b) Departure
(1) Prior to commencing a take-off on a PBN procedure, the flight crew should
check that the indicated aircraft position is consistent with the actual aircraft
position at the start of the take-off roll (aeroplanes) or lift-off (helicopters).
(2) Where GNSS is used, the signal should be acquired before the take-off roll
(aeroplanes) or lift-off (helicopters) commences.
(3) Unless automatic updating of the actual departure point is provided, the flight
crew should ensure initialisation on the runway or FATO by means of a
manual runway threshold or intersection update, as applicable. This is to
preclude any inappropriate or inadvertent position shift after take-off.
(c) Arrival and approach
(1) The flight crew should verify that the navigation system is operating correctly
and the correct arrival procedure and runway (including any applicable
transition) are entered and properly depicted.
(2) Any published altitude and speed constraints should be observed.
(3) The flight crew should check approach procedures (including alternate
aerodromes if needed) as extracted by the system (e.g. CDU flight plan page)
or presented graphically on the moving map, in order to confirm the correct
loading and the reasonableness of the procedure content.
(4) Prior to commencing the approach operation (before the IAF), the flight crew
should verify the correctness of the loaded procedure by comparison with the
appropriate approach charts. This check should include:
(i) the waypoint sequence;
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(ii) reasonableness of the tracks and distances of the approach legs and the
accuracy of the inbound course; and
(iii) the vertical path angle, if applicable.
(d) Altimetry settings for RNP APCH operations using Baro VNAV
(1) Barometric settings
(i) The flight crew should set and confirm the correct altimeter setting and
check that the two altimeters provide altitude values that do not differ more
than 100 ft at the most at or before the FAF.
(ii) The flight crew should fly the procedure with:
(A) a current local altimeter setting source available — a remote or
regional altimeter setting source should not be used; and
(B) the QNH/QFE, as appropriate, set on the aircraft’s altimeters.
(2) Temperature compensation
(i) For RNP APCH operations to LNAV/VNAV minima using Baro VNAV:
(A) the flight crew should not commence the approach when the
aerodrome temperature is outside the promulgated aerodrome
temperature limits for the procedure unless the area navigation
system is equipped with approved temperature compensation for the
final approach;
(B) when the temperature is within promulgated limits, the flight crew
should not make compensation to the altitude at the FAF and DA/H;
and
(C) since only the final approach segment is protected by the
promulgated aerodrome temperature limits, the flight crew should
consider the effect of temperature on terrain and obstacle clearance
in other phases of flight.
(ii) For RNP APCH operations to LNAV minima, the flight crew should consider
the effect of temperature on terrain and obstacle clearance in all phases of
flight, in particular on any step-down fix.
(e) Sensor and lateral navigation accuracy selection
(1) For multi-sensor systems, the flight crew should verify, prior to approach, that
the GNSS sensor is used for position computation.
(2) Flight crew of aircraft with RNP input selection capability should confirm that
the indicated RNP value is appropriate for the PBN operation.

helicopters
Management Of The Navigation Database

(a) For RNAV 1, RNAV 2, RNP 1, RNP 2, and RNP APCH, the flight crew should neither
insert nor modify waypoints by manual entry into a procedure (departure, arrival or
approach) that has been retrieved from the database. User-defined data may be
entered and used for waypoint altitude/speed constraints on a procedure where said
constraints are not included in the navigation database coding.
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(b) For RNP 4 operations, the flight crew should not modify waypoints that have been
retrieved from the database. User-defined data (e.g. for flex-track routes) may be
entered and used.
(c) The lateral and vertical definition of the flight path between the FAF and the missed
approach point (MAPt) retrieved from the database should not be revised by the flight
crew.

helicopters
Displays And Automation

(a) For RNAV 1, RNP 1, and RNP APCH operations, the flight crew should use a lateral
deviation indicator, and where available, flight director and/or autopilot in lateral
navigation mode.
(b) The appropriate displays should be selected so that the following information can be
monitored:
(1) the computed desired path;
(2) aircraft position relative to the lateral path (cross-track deviation) for FTE
monitoring; and
(3) aircraft position relative to the vertical path (for a 3D operation).
(c) The flight crew of an aircraft with a lateral deviation indicator (e.g. CDI) should ensure
that lateral deviation indicator scaling (full-scale deflection) is suitable for the navigation
accuracy associated with the various segments of the procedure.
(d) The flight crew should maintain procedure centrelines unless authorised to deviate by
ATC or demanded by emergency conditions.
(e) Cross-track error/deviation (the difference between the area-navigation-system-
computed path and the aircraft-computed position) should normally be limited to ± ½
time the RNAV/RNP value associated with the procedure. Brief deviations from this
standard (e.g. overshoots or undershoots during and immediately after turns) up to a
maximum of 1 time the RNAV/RNP value should be allowable.
(f) For a 3D approach operation, the flight crew should use a vertical deviation indicator
and, where required by AFM limitations, a flight director or autopilot in vertical
navigation mode.
(g) Deviations below the vertical path should not exceed 75 ft at any time, or half-scale
deflection where angular deviation is indicated, and not more than 75 ft above the
vertical profile, or half-scale deflection where angular deviation is indicated, at or below
1 000 ft above aerodrome level. The flight crew should execute a missed approach if
the vertical deviation exceeds this criterion unless the flight crew has in sight the visual
references required to continue the approach.

helicopters
Vectoring And Positioning

(a) ATC tactical interventions in the terminal area may include radar headings, ‘direct to’
clearances which bypass the initial legs of an approach procedure, interceptions of an
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initial or intermediate segments of an approach procedure or the insertion of additional

waypoints loaded from the database.
(b) In complying with ATC instructions, the flight crew should be aware of the implications
for the navigation system.
(c) ‘Direct to’ clearances may be accepted to the IF provided that it is clear to the flight
crew that the aircraft will be established on the final approach track at least 2 NM
before the FAF.
(d) ‘Direct to’ clearance to the FAF should not be acceptable. Modifying the procedure to
intercept the final approach track prior to the FAF should be acceptable for radar-
vectored arrivals or otherwise only with ATC approval.
(e) The final approach trajectory should be intercepted no later than the FAF in order for
the aircraft to be correctly established on the final approach track before starting the
descent (to ensure terrain and obstacle clearance).
(f) ‘Direct to’ clearances to a fix that immediately precede an RF leg should not be
permitted.
(g) For parallel offset operations en route in RNP 4 and A-RNP, transitions to and from the
offset track should maintain an intercept angle of no more than 45° unless specified
otherwise by ATC.

helicopters
Alerting And Abort

(a) Unless the flight crew has sufficient visual reference to continue the approach
operation to a safe landing, an RNP APCH operation should be discontinued if:
(1) navigation system failure is annunciated (e.g. warning flag);
(2) lateral or vertical deviations exceed the tolerances; and
(3) loss of the on-board monitoring and alerting system.
(b) Discontinuing the approach operation may not be necessary for a multi-sensor
navigation system that includes demonstrated RNP capability without GNSS in
accordance with the AFM.
(c) Where vertical guidance is lost while the aircraft is still above 1 000 ft AGL, the flight
crew may decide to continue the approach to LNAV minima, when supported by the
navigation system.

helicopters
Contingency Procedures
(a) The flight crew should make the necessary preparation to revert to a conventional
arrival procedure where appropriate. The following conditions should be considered:
(1) failure of the navigation system components including navigation sensors, and
a failure effecting flight technical error (e.g. failures of the flight director or
autopilot);
(2) multiple system failures affecting aircraft performance;
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(3) coasting on inertial sensors beyond a specified time limit; and

(4) RAIM (or equivalent) alert or loss of integrity function.
(b) In the event of loss of PBN capability, the flight crew should invoke contingency
procedures and navigate using an alternative means of navigation.
(c) The flight crew should notify ATC of any problem with PBN capability.
(d) In the event of communication failure, the flight crew should continue with the operation
in accordance with published lost communication procedures.

helicopters
RNAV 10
(a) Operating procedures and routes should take account of the RNAV 10 time limit
declared for the inertial system, if applicable, considering also the effect of weather
conditions that could affect flight duration in RNAV 10 airspace.
(b) The operator may extend RNAV 10 inertial navigation time by position updating. The
operator should calculate, using statistically-based typical wind scenarios for each
planned route, points at which updates can be made, and the points at which further
updates will not be possible.
GM1 SPO.OP.116 Performance-based navigation — aeroplanes and

helicopters
Description
(a) For both, RNP X and RNAV X designations, the ‘X’ (where stated) refers to the lateral
navigation accuracy (total system error) in NM, which is expected to be achieved at
least 95 % of the flight time by the population of aircraft operating within the airspace,
route or procedure. For RNP APCH and A-RNP, the lateral navigation accuracy
depends on the segment.
(b) PBN may be required on notified routes, for notified procedures and in notified
airspace.
RNAV 10
(c) For purposes of consistency with the PBN concept, this Regulation is using the
designation ‘RNAV 10’ because this specification does not include on-board
performance monitoring and alerting.
(d) However, it should be noted that many routes still use the designation ‘RNP 10’ instead
of ‘RNAV 10’. ‘RNP 10’ was used as designation before the publication of the fourth
edition of ICAO Doc 9613 in 2013. The terms ‘RNP 10’ and ‘RNAV 10’ should be
considered equivalent.
SPO.OP.120 Noise abatement procedures
The pilot-in-command shall take into account published noise abatement procedures to
minimise the effect of aircraft noise while ensuring that safety has priority over noise
abatement.
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AMC1 SPO.OP.120 Noise abatement procedures
NADP Design — Operations with Complex Motor-Powered Aircraft

(a) For each aeroplane type two departure procedures should be defined, in accordance
with ICAO Doc. 8168 (Procedures for Air Navigation Services, ‘PANS- OPS’), Volume
I:
(1) noise abatement departure procedure one (NADP 1), designed to meet the
close-in noise abatement objective; and
(2) noise abatement departure procedure two (NADP 2), designed to meet the
distant noise abatement objective.
(b) For each type of NADP (1 and 2), a single climb profile should be specified for use at
all aerodromes, which is associated with a single sequence of actions. The NADP 1
and NADP 2 profiles may be identical.
GM1 SPO.OP.120 Noise abatement procedures
Terminology — Operations With Complex Motor-Powered Aeroplanes

(a) ‘Climb profile’ means in this context the vertical path of the NADP as it results from the
pilot’s actions (engine power reduction, acceleration, slats/flaps retraction).
(b) ‘Sequence of actions’ means the order in which these pilot’s actions are done and their
timing.
General
(c) The rule addresses only the vertical profile of the departure procedure. Lateral track
has to comply with the standard instrument departure (SID).
Example
(d) For a given aeroplane type, when establishing the distant NADP, the operator should
choose either to reduce power first and then accelerate, or to accelerate first and then
wait until slats/flaps are retracted before reducing power. The two methods constitute
two different sequences of actions.
(e) For an aeroplane type, each of the two departure climb profiles may be defined by one
sequence of actions (one for close-in, one for distant) and two above aerodrome level
(AAL) altitudes/heights. These are:
(4) the altitude of the first pilot’s action (generally power reduction with or without
acceleration). This altitude should not be less than 800 ft AAL; or
(5) the altitude of the end of the noise abatement procedure. This altitude should
usually not be more than 3 000 ft AAL.
(f) These two altitudes may be runway specific when the aeroplane flight management
system (FMS) has the relevant function that permits the crew to change thrust
reduction and/or acceleration altitude/height. If the aeroplane is not FMS equipped or
the FMS is not fitted with the relevant function, two fixed heights should be defined and
used for each of the two NADPs.
SPO.OP.125 Minimum obstacle clearance altitudes - IFR flights
(a) The operator shall specify a method to establish minimum flight altitudes that provide
the required terrain clearance for all route segments to be flown in IFR.
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(b) The pilot-in-command shall establish minimum flight altitudes for each flight based on
this method. The minimum flight altitudes shall not be lower than those published by
the State overflown.
AMC1 SPO.OP.125 Minimum obstacle clearance altitudes — IFR flights
General
Commercially available information specifying minimum obstacle clearance altitudes may be
used.
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SPO.OP.130 Fuel and oil supply - aeroplanes
(a) The pilot-in-command shall only commence a flight if the aeroplane carries sufficient
fuel and oil for the following:
(1) for VFR flights:
(i) by day, to fly to the aerodrome of intended landing and thereafter to fly
for at least 30 minutes at normal cruising altitude; or
(ii) by night, to fly to the aerodrome of intended landing and thereafter to fly
for at least 45 minutes at normal cruising altitude;
(2) for IFR flights:
(i) when no destination alternate is required, to fly to the aerodrome of
intended landing and thereafter to fly for at least 45 minutes at normal
cruising altitude; or
(ii) when a destination alternate is required, to fly to the aerodrome of
intended landing, to an alternate aerodrome and thereafter to fly for at least
45 minutes at normal cruising altitude.
(b) In computing the fuel required, including to provide for contingency, the following shall
be taken into consideration:
(1) forecast meteorological conditions;
(2) anticipated ATC routings and traffic delays;
(3) procedures for loss of pressurisation or failure of one engine while en-
route, where applicable; and
(4) any other condition that may delay the landing of the aeroplane or increase
fuel and/or oil consumption.
(c) Nothing shall preclude amendment of a flight plan in-flight, in order to re-plan the flight
to another destination, provided that all requirements can be complied with from the
point where the flight is re-planned
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SPO.OP.131 Fuel and oil supply - helicopters
(a) The pilot-in-command shall only commence a flight if the helicopter carries sufficient
fuel and oil for the following:
(1) for VFR flights:
(i) to fly to the aerodrome/operating site of intended landing and thereafter to
fly for at least 20 minutes at best-range-speed; or
(ii) for VFR flights by day, a reserve fuel of 10 minutes at best-range-speed
provided the he/she remains within 25 NM of the aerodrome/operating site
of departure; and
(2) for IFR flights:
(i) when no alternate is required or no weather-permissible alternate
aerodrome is available, to fly to the aerodrome/operating site of intended
landing, and thereafter to fly for 30 minutes at normal cruising speed at 450
m (1 500 ft) above the destination aerodrome/operating site under standard
temperature conditions and approach and land; or
(ii) when an alternate is required, to fly to and execute an approach and a
missed approach at the aerodrome/operating site of intended landing, and
thereafter:
(A) to fly to the specified alternate; and
(B) to fly for 30 minutes at normal holding speed at 450 m (1 500 ft)
above the alternate aerodrome/operating site under standard
temperature conditions and approach and land.
(b) In computing the fuel required, including to provide for contingency, the following shall
be taken into consideration:
(1) forecast meteorological conditions;
(2) anticipated ATC routings and traffic delays;
(3) failure of one engine while en-route, where applicable; and
(4) any other condition that may delay the landing of the aircraft or increase fuel
and/or oil consumption.
(c) Nothing shall preclude amendment of a flight plan in-flight, in order to re-plan the flight
to another destination, provided that all requirements can be complied with from the
point where the flight is re-planned.
AMC1 SPO.OP.131(a)(1)(ii) Fuel and oil supply — helicopters
Reduced Reserve Fuel

(a) The operator should specify in the SOP:
(1) the type of activity where such reduced reserve fuel may be used; and
(2) methods of reading and calculating the remaining fuel.
(b) Refuelling facilities should be available at the aerodrome/operating site.
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SPO.OP.135 Safety briefing
(a) The operator shall ensure that, prior to take-off task specialists are given a briefing on:
(1) emergency equipment and procedures;
(2) operational procedures associated with the specialised task before each
flight or series of flights
(b) The briefing referred to in (a)(2) may be replaced by an initial and recurrent training
programme. In such case the operator shall also define recency requirements.
AMC1 SPO.OP.135 Safety briefing
Task Specialist — General

(a) The purpose of operational briefing is to ensure that task specialists are familiar with all
aspects of the operation, including their responsibilities.
(b) Such briefing should include, as appropriate:
(1) behaviour on the ground and in-flight, including emergency procedures;
(2) procedures for boarding and disembarking;
(3) procedures for loading and unloading the aircraft;
(4) use of doors in normal and emergency operations;
(5) use of communication equipment and hand signals;
(6) precautions in case of a landing on sloping ground; and
(7) in addition to the items listed from (b)(1) to (b)(6) before take -off:
(i) location of emergency exits;
(ii) restrictions regarding smoking;
(iii) restrictions regarding the use of portable electronic equipment; and
(iv) stowage of tools and hand baggage.
(c) The briefing may be given as a verbal presentation or by issuing the appropriate
procedures and instructions in written form. Before commencement of the flight, their
understanding should be confirmed.
SPO.OP.140 Flight preparation
(a) Before commencing a flight, the pilot-in-command shall ascertain by every reasonable
means available that the space-based facilities, ground and/or water facilities, including
communication facilities and navigation aids available and directly required on such
flight, for the safe operation of the aircraft, are adequate for the type of operation under
which the flight is to be conducted.
(b) Before commencing a flight, the pilot-in-command shall be familiar with all available
meteorological information appropriate to the intended flight. Preparation for a flight
away from the vicinity of the place of departure, and for every flight under IFR, shall
include:
(1) a study of available current weather reports and forecasts; and
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(2) the planning of an alternative course of action to provide for the eventuality
that the flight cannot be completed as planned, because of weather conditions.
SPO.OP.145 Take-off alternate aerodromes - complex motor-powered

aeroplanes
(a) For IFR flights, the pilot-in-command shall specify at least one weather-permissible
take-off alternate aerodrome in the flight plan if the weather conditions at the
aerodrome of departure are at or below the applicable aerodrome operating minima or
it would not be possible to return to the aerodrome of departure for other reasons.
(b) The take-off alternate aerodrome shall be located within the following distance from the
aerodrome of departure:
(1) for aeroplanes having two engines, not more than a distance equivalent to a
flight time of 1 hour at the single-engine cruise speed in still air standard
conditions; and
(2) for aeroplanes having three or more engines, not more than a distance
equivalent to a flight time of 2 hours at the one-engine-inoperative (OEI) cruise
speed according to the AFM in still air standard conditions.
(c) For an aerodrome to be selected as a take-off alternate aerodrome the available
information shall indicate that, at the estimated time of use, the conditions will be at or
above the aerodrome operating minima for that operation.
SPO.OP.150 Destination alternate aerodromes - aeroplanes
For IFR flights, the pilot-in-command shall specify at least one weather-permissible
destination alternate aerodrome in the flight plan, unless:
(a) the available current meteorological information indicates that, for the period from 1
hour before until 1 hour after the estimated time of arrival, or from the actual time of
departure to 1 hour after the estimated time of arrival, whichever is the shorter period,
the approach and landing may be made under visual meteorological conditions (VMC);
or
(b) the place of intended landing is isolated and:
(1) an instrument approach procedure is prescribed for the aerodrome of
intended landing; and
(2) available current meteorological information indicates that the followin g
meteorological conditions will exist from 2 hours before to 2 hours after the
estimated time of arrival, or from the actual time of departure to 2 hours after
the estimated time of arrival whichever is the shorter period:
(i) a cloud base of at least 300 m (1 000 ft) above the minimum associated
with the instrument approach procedure; and
(ii) visibility of at least 5.5 km or of 4 km more than the minimum associated
with the procedure.
SPO.OP.151 Destination alternate aerodromes - helicopters
For IFR flights, the pilot-in-command shall specify at least one weather-permissible
destination alternate aerodrome in the flight plan, unless:
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(a) an instrument approach procedure is prescribed for the aerodrome of intended landing
and the available current meteorological information indicates that the following
meteorological conditions will exist from 2 hours before to 2 hours after the estimated
time of arrival, or from the actual time of departure to 2 hours after the estimated time
of arrival, whichever is the shorter period:
(1) a cloud base of at least 120 m (400 ft) above the minimum associated with
the instrument approach procedure; and
(2) visibility of at least 1 500 m more than the minimum associated with the
procedure; or
(b) the place of intended landing is isolated and:
(1) an instrument approach procedure is prescribed for the aerodrome of
intended landing;
(2) available current meteorological information indicates that the following
meteorological conditions will exist from 2 hours before to 2 hours after the
estimated time of arrival:
(i) the cloud base is at least 120 m (400 ft) above the minimum associated
with the instrument approach procedure; and
(ii) visibility is at least 1 500 m more than the minimum associated with
the procedure;
SPO.OP.152 Destination aerodromes — instrument approach operations
The pilot-in-command shall ensure that sufficient means are available to navigate and land at
the destination aerodrome or at any destination alternate aerodrome in the case of loss of
capability for the intended approach and landing operation.
AMC1 SPO.OP.152 Destination aerodromes — instrument approach

operations
PBN Operations
The pilot-in-command should only select an aerodrome as a destination alternate aerodrome
if an instrument approach procedure that does not rely on GNSS is available either at that
aerodrome or at the destination aerodrome.
GM1 SPO.OP.152 Destination aerodromes — instrument approach operations
Intent Of AMC1
(a) The limitation applies only to destination alternate aerodromes for flights when a
destination alternate aerodrome is required. A take-off or en route alternate aerodrome
with instrument approach procedures relying on GNSS may be planned without
restrictions. A destination aerodrome with all instrument approach procedures relying
solely on GNSS may be used without a destination alternate aerodrome if the
conditions for a flight without a destination alternate aerodrome are met.
(b) The term ‘available’ means that the procedure can be used in the planning stage and
complies with planning minima requirements.
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SPO.OP.155 Refuelling with persons embarking, on board or disembarking
(a) The aircraft shall not be refuelled with aviation gasoline (AVGAS) or wide-cut type fuel
or a mixture of these types of fuel, when persons are embarking, on board or
disembarking.
(b) For all other types of fuel, necessary precautions shall be taken and the aircraft shall
be properly manned by qualified personnel ready to initiate and direct an evacuation of
the aircraft by the most practical and expeditious means available.
AMC1 SPO.OP.155 Refuelling with persons embarking, on board or

disembarking
Operational Procedures — Aeroplanes

(a) Operational procedures should specify that at least the following precautions are taken:
(1) One qualified person should remain at a specified location during fu elling
operations with persons on board. This qualified person should be capable of
handling emergency procedures concerning fire protection and fire-fighting,
handling communications and initiating and directing an evacuation.
(2) Two-way communication should be established and should remain available
by the aeroplane's inter-communication system or other suitable means
between the ground crew supervising the refuelling and the qualified
personnel on board the aeroplane; the involved personnel should remain
within easy reach of the system of communication.
(3) Flight crew members and task specialists should be warned that refuelling will
take place.
(4) ‘Fasten seat belts’ signs should be off.
(5) ‘No smoking’ signs should be on, together with interior lighting to enable
emergency exits to be identified.
(6) Task specialists should be instructed to unfasten their seat belts and refrain
from smoking.
(7) If the presence of fuel vapour is detected inside the aeroplane, or any other
hazard arises during refuelling, fuelling should be stopped immediately.
(8) The ground area beneath the exits intended for emergency evacuation and
slide deployment areas should be kept clear.
(9) Provision should be made for a safe and rapid evacuation.
Operational Procedures — Helicopters
(b) Operational procedures should specify that at least the following precautions are taken:
(1) Door(s) on the refuelling side of the helicopter remain closed.
(2) Door(s) on the non-refuelling side of the helicopter remain open, weather
permitting.
(3) Firefighting facilities of the appropriate scale be positioned so as to be
immediately available in the event of a fire.;
(4) Sufficient qualified personnel are on board and be prepared for an immediate
emergency evacuation.
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(5) If the presence of fuel vapour is detected inside the helicopter, or any ot her
hazard arises during refuelling, fuelling should be stopped immediately.
(6) The ground area beneath the exits intended for emergency evacuation be
kept clear.
(7) Provision should be made for a safe and rapid evacuation.
GM1 SPO.OP.155 Refuelling with persons embarking, on board or

disembarking
Aircraft Refuelling Provisions and Guidance on Safe Refuelling Practices

Provisions concerning aircraft refuelling are contained in Volume I (Aerodrome Design and
Operations) of ICAO Annex 14 (Aerodromes), and guidance on safe refuelling practices is
contained in Parts 1 and 8 of the ICAO Airport Services Manual (Doc 9137).
SPO.OP.160 Use of headset
Each flight crew member required to be on duty in the flight crew compartment shall wear a
headset with boom microphone, or equivalent, and use it as the primary device to
communicate with ATS, other crew members and task specialists.
SPO.OP.165 Smoking
The pilot-in-command shall not allow smoking on board or during refuelling or defuelling of
the aircraft.
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SPO.OP.170 Meteorological conditions
(a) The pilot-in-command shall only commence or continue a VFR flight if the latest
available meteorological information indicates that the weather conditions along the
route and at the intended destination at the estimated time of use will be at or above
the applicable VFR operating minima.
(b) The pilot-in-command shall only commence or continue an IFR flight towards the
planned destination aerodrome if the latest available meteorological information
indicates that, at the estimated time of arrival, the weather conditions at the destination
or at least one destination alternate aerodrome are at or above the applicable
aerodrome operating minima.
(c) If a flight contains VFR and IFR segments, the meteorological information referred to in
(a) and (b) shall be applicable as far as relevant.
AMC1 SPO.OP.170 Meteorological conditions
Evaluation of Meteorological Conditions

Pilots should carefully evaluate the available meteorological information relevant to the
proposed flight, such as applicable surface observations, winds and temperatures aloft,
terminal and area forecasts, air meteorological information reports (AIRMETs), significant
meteorological information (SIGMET) and pilot reports. The ultimate decision whether, when,
and where to make the flight rests with the pilot-in-command. Pilots should continue to re-
evaluate changing weather conditions.
AMC2 SPO.OP.170 Meteorological conditions
Application of Aerodrome Forecasts (TAF & TREND)

Where a terminal area forecast (TAF) or meteorological aerodrome or aeronautical report
(METAR) with landing forecast (TREND) is used as forecast, the following criteria should be
used:
(a) From the start of a TAF validity period up to the time of applicability of the first
subsequent 'FM...' or 'BECMG' or, if no 'FM' or BECMG' is given, up to the end of the
validity period of the TAF, the prevailing weather conditions forecast in the initial part of
the TAF should be applied.
(b) From the time of observation of a METAR up to the time of applicability of the first
subsequent 'FM' or 'BECMG' or, if no 'FM' or BECMG' is given, up to the end of the
validity period of the TREND, the prevailing weather conditions forecast in the METAR
should be applied.
(c) Following FM (alone) or BECMG AT, any specified change should be applied from the
time of the change.
(d) Following BECMG (alone), BECMG FM, BECMG TL, BECMG FM TL:
(1) in the case of deterioration, any specified change should be applied from the
start of the change; and
(2) in the case of improvement, any specified change should be applied from the end
of the change.
(e) In a period indicated by TEMPO (alone), TEMPO FM, TEMPO TL, TEMPO FM TL,
PROB30/40 (alone):
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(1) deteriorations associated with persistent conditions in connection with e.g. haze,
mist, fog, dust/sandstorm, continuous precipitation should be applied;
(2) deteriorations associated with transient/showery conditions in connection with
short-lived weather phenomena, e.g. thunderstorms, showers may be ignored;
and
(3) improvements should in all cases be disregarded.
(f) In a period indicated by PROB30/40 TEMPO:
(1) deteriorations may be disregarded; and
(2) improvements should be disregarded.
Note: Abbreviations used in the context of this AMC are as follows:
FM: from
BECMG: becoming
AT: at
TL: till
TEMPO: temporarily
PROB: probability
GM1 SPO.OP.170 Meteorological conditions
Continuation of a Flight
In the case of in-flight re-planning, continuation of a flight refers to the point from which a
revised flight plan applies.
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SPO.OP.175 Ice and other contaminants - ground procedures
(a) The pilot-in-command shall only commence take-off if the aircraft is clear of any
deposit that might adversely affect the performance or controllability of the aircraft,
except as permitted in the AFM.
(b) In the case of operations with complex motor-powered aircraft, the operator shall
establish procedures to be followed when ground de-icing and anti-icing and related
inspections of the aircraft are necessary to allow the safe operation of the aircraft.
GM1 SPO.OP.175 Ice and other contaminants — ground procedures
Terminology
Terms used in the context of de-icing/anti-icing have the meaning defined in the following
subparagraphs.
(a) ‘Anti-icing fluid’ includes, but is not limited to, the following:
(1) Type I fluid if heated to minimum 60 °C at the nozzle;
(2) mixture of water and Type I fluid if heated to minimum 60°C at the nozzle;
(3) Type II fluid;
(4) mixture of water and Type II fluid;
(5) Type III fluid;
(6) mixture of water and Type III fluid;
(7) Type IV fluid;
(8) mixture of water and Type IV fluid.
On uncontaminated aircraft surfaces Type II, III and IV anti-icing fluids are normally
applied unheated.
(b) ‘Clear ice’: a coating of ice, generally clear and smooth, but with some air pockets. It
forms on exposed objects, the temperatures of which are at, below or slightly above
the freezing temperature, by the freezing of super-cooled drizzle, droplets or raindrops.
(c) ‘Conditions conducive to aircraft icing on the ground’ (e.g. freezing fog, freezing
precipitation, frost, rain or high humidity (on cold soaked wings), snow or mixed rain
and snow).
(d) ‘Contamination’, in this context, is understood as being all forms of frozen or semi-
frozen moisture, such as frost, snow, slush or ice.
(e) ‘Contamination check’: a check of aircraft for contamination to establish the need for
de-icing.
(f) ‘De-icing fluid’: such fluid includes, but is not limited to, the following:
(1) heated water;
(2) Type I fluid;
(3) mixture of water and Type I fluid;
(4) Type II fluid;
(5) mixture of water and Type II fluid;
(6) Type III fluid;
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(7) mixture of water and Type III fluid;

(8) Type IV fluid;
(9) mixture of water and Type IV fluid.
De-icing fluid is normally applied heated to ensure maximum efficiency.
(g) ‘De-icing/anti-icing’: this is the combination of de-icing and anti-icing performed in
either one or two steps.
(h) ‘Ground ice detection system (GIDS)’: system used during aircraft ground operations to
inform the personnel involved in the operation and/or the flight crew about the
presence of frost, ice, snow or slush on the aircraft surfaces.
(i) ‘Lowest operational use temperature (LOUT)’: the lowest temperature at which a fluid
has been tested and certified as acceptable in accordance with the appropriate
aerodynamic acceptance test whilst still maintaining a freezing point buffer of not less
than:
(1) 10 °C for a Type I de-icing/anti-icing fluid; or
(2) 7 °C for Type II, III or IV de-icing/anti-icing fluids.
(j) ‘Post-treatment check’: an external check of the aircraft after de-icing and/or anti- icing
treatment accomplished from suitably elevated observation points (e.g. from the de-
icing/anti-icing equipment itself or other elevated equipment) to ensure that the aircraft
is free from any frost, ice, snow or slush.
(k) ‘Pre-take-off check’: an assessment normally performed by the flight crew, to validate
the applied hold-over time (HoT).
(l) ‘Pre-take-off contamination check’ a check of the treated surfaces for contamination,
performed when the HoT has been exceeded or if any doubt exists regarding the
continued effectiveness of the applied anti-icing treatment. It is normally accomplished
externally, just before commencement of the take-off run.
Anti-Icing Codes
(m) The following are examples of anti-icing codes:
(1) ‘Type I’ at (start time) — to be used if anti-icing treatment has been performed
with a Type I fluid;
(2) ‘Type II/100’ at (start time) — to be used if anti-icing treatment has been
performed with undiluted Type II fluid;
(3) ‘Type II/75’ at (start time) — to be used if anti-icing treatment has been
performed with a mixture of 75 % Type II fluid and 25 % water; and
(4) ‘Type IV/50’ at (start time) — to be used if anti-icing treatment has been
performed with a mixture of 50 % Type IV fluid and 50 % water.
(n) When a two-step de-icing/anti-icing operation has been carried out, the anti-icing code
should be determined by the second step fluid. Fluid brand names may be included, if
desired.
De-Icing/Anti-Icing — Procedures
(a) De-icing and/or anti-icing procedures should take into account manufacturer’s
recommendations, including those that are type-specific, and should cover:
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(1) contamination checks, including detection of clear ice and under-wing frost;
limits on the thickness/area of contamination published in the AFM or other
manufacturers’ documentation should be followed;
(2) procedures to be followed if de-icing and/or anti-icing procedures are
interrupted or unsuccessful;
(3) post-treatment checks;
(4) pre-take-off checks;
(5) pre-take-off contamination checks;
(6) the recording of any incidents relating to de-icing and/or anti-icing; and
(7) the responsibilities of all personnel involved in de-icing and/or anti-icing.
(b) The operator’s procedures should ensure the following:
(1) When aircraft surfaces are contaminated by ice, frost, slush or snow, they are
de-iced prior to take-off, according to the prevailing conditions. Removal of
contaminants may be performed with mechanical tools, fluids (including hot
water), infrared heat or forced air, taking account of aircraft type -specific
provisions.
(2) Account is taken of the wing skin temperature versus outside air temperature
(OAT), as this may affect:
(i) the need to carry out aircraft de-icing and/or anti-icing; and/or
(ii) the performance of the de-icing/anti-icing fluids.
(3) When freezing precipitation occurs or there is a risk of freezing precipitation
occurring that would contaminate the surfaces at the time of take-off, aircraft
surfaces should be anti-iced. If both de-icing and anti-icing are required, the
procedure may be performed in a one or two-step process, depending upon
weather conditions, available equipment, available fluids and the desired
hold-over time (HoT). One-step de-icing/anti-icing means that de-icing and
anti-icing are carried out at the same time, using a mixture of de-icing/anti-
icing fluid and water. Two-step de-icing/anti-icing means that de-icing and
anti-icing are carried out in two separate steps. The aircraft is first de -iced
using heated water only or a heated mixture of de-icing/anti-icing fluid and
water. After completion of the de-icing operation a layer of a mixture of de-
icing/anti-icing fluid and water, or of de-icing/anti-icing fluid only, is sprayed
over the aircraft surfaces. The second step will be applied before the first -
step fluid freezes, typically within three minutes and, if necessary, area by
area.
(4) When an aircraft is anti-iced and a longer HoT is needed/desired, the use of a
less diluted Type II or Type IV fluid should be considered.
(5) All restrictions relative to OAT and fluid application (including, but not
necessarily limited to, temperature and pressure) published by the fluid
manufacturer and/or aircraft manufacturer, are followed and procedures,
limitations and recommendations to prevent the formation of fluid residues are
followed.
(6) During conditions conducive to aircraft icing on the ground or after de -icing
and/or anti-icing, an aircraft is not dispatched for departure unless it has been
given a contamination check or a post-treatment check by a trained and
qualified person. This check should cover all treated surfaces of the aircraft
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and be performed from points offering sufficient accessibility to these parts.

To ensure that there is no clear ice on suspect areas, it may be necessary to
make a physical check (e.g. tactile).
(7) The required entry is made in the technical log.
(8) The pilot-in-command continually monitors the environmental situation after
the performed treatment. Prior to take-off he/she performs a pre-take-off
check, which is an assessment of whether the applied HoT is still appropriate.
This pre-take-off check includes, but is not limited to, factors such as
precipitation, wind and OAT.
(9) If any doubt exists as to whether a deposit may adversely affect the aircraft’s
performance and/or controllability characteristics, the pilot-in-command
should arrange for a pre-take-off contamination check to be performed in
order to verify that the aircraft’s surfaces are free of contamination. Special
methods and/or equipment may be necessary to perform this check,
especially at night time or in extremely adverse weather conditions. If this
check cannot be performed just before take-off, re-treatment should be
applied.
(10) When retreatment is necessary, any residue of the previous treatment should
be removed and a completely new de-icing/anti-icing treatment should be
applied.
(11) When a ground ice detection system (GIDS) is used to perform an aircraft
surfaces check prior to and/or after a treatment, the use of GIDS by suitably
trained personnel should be part of the procedure.
(c) Special operational considerations
(1) When using thickened de-icing/anti-icing fluids, the operator should consider
a two-step de-icing/anti-icing procedure, the first step preferably with hot
water and/or un-thickened fluids.
(2) The use of de-icing/anti-icing fluids should be in accordance with the aircraft
manufacturer’s documentation. This is particularly important for thickened
fluids to assure sufficient flow-off during take-off.
(3) The operator should comply with any type-specific operational requirement(s),
such as an aircraft mass decrease and/or a take-off speed increase
associated with a fluid application.
(4) The operator should take into account any flight handling procedures (stick
force, rotation speed and rate, take-off speed, aircraft attitude etc.) laid down
by the aircraft manufacturer when associated with a fluid application.
(5) The limitations or handling procedures resulting from (c)(3) and/or (c)(4)
should be part of the flight crew pre-take-off briefing.
(d) Communications
(1) Before aircraft treatment. When the aircraft is to be treated with the flight crew on
board, the flight and personnel involved in the operation should confirm the fluid
to be used, the extent of treatment required and any aircraft type-specific
procedure(s) to be used. Any other information needed to apply the HoT tables
should be exchanged.
(2) Anti-icing code. The operator’s procedures should include an anti-icing code,
which indicates the treatment the aircraft has received. This code provides the
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flight crew with the minimum details necessary to estimate an HoT and confirms
that the aircraft is free of contamination.
(3) After treatment. Before reconfiguring or moving the aircraft, the flight crew should
receive a confirmation from the personnel involved in the operation that all de-
icing and/or anti-icing operations are complete and that all personnel and
equipment are clear of the aircraft.
(e) Hold-over protection
The operator should publish in the operations manual, when required, the HoTs in the
form of a table or a diagram, to account for the various types of ground icing conditions
and the different types and concentrations of fluids used. However, the times of
protection shown in these tables are to be used as guidelines only and are normally
used in conjunction with the pre-take-off check.
(f) Training
The operator’s initial and recurrent de-icing and/or anti-icing training programmes
(including communication training) for flight crew and those of its personnel involved in
the operation who are involved in de-icing and/or anti-icing should include additional
training if any of the following is introduced:
(1) a new method, procedure and/or technique;
(2) a new type of fluid and/or equipment; or
(3) a new type of aircraft.
(g) Contracting
When the operator contracts training on de-icing/anti-icing, the operator should ensure
that the contractor complies with the operator’s training/qualification procedures,
together with any specific procedures in respect of:
(1) de-icing and/or anti-icing methods and procedures;
(2) fluids to be used, including precautions for storage and preparation for use;
(3) specific aircraft requirements (e.g. no-spray areas, propeller/engine de-icing,
auxiliary power unit (APU) operation etc.); and
(4) checking and communications procedures.
(h) Special maintenance considerations
(1) General
The operator should take proper account of the possible side effects of fluid
use. Such effects may include, but are not necessarily limited to, dried and/or
re-hydrated residues, corrosion and the removal of lubricants.
(2) Special considerations regarding residues of dried fluids
The operator should establish procedures to prevent or detect and remove
residues of dried fluid. If necessary the operator should establish appropriate
inspection intervals based on the recommendations of the airframe
manufacturers and/or the operator’s own experience:
(i) Dried fluid residues
Dried fluid residues could occur when surfaces have been treated and the
aircraft has not subsequently been flown and has not been subject to
precipitation. The fluid may then have dried on the surfaces.
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(ii) Re-hydrated fluid residues

Repetitive application of thickened de-icing/anti-icing fluids may lead to the
subsequent formation/build-up of a dried residue in aerodynamically quiet
areas, such as cavities and gaps. This residue may re-hydrate if exposed
to high humidity conditions, precipitation, washing, etc., and increase to
many times its original size/volume. This residue will freeze if exposed to
conditions at or below 0°C. This may cause moving parts, such as
elevators, ailerons, and flap actuating mechanisms to stiffen or jam in-flight.
Re-hydrated residues may also form on exterior surfaces, which can
reduce lift, increase drag and stall speed. Re-hydrated residues may also
collect inside control surface structures and cause clogging of drain holes
or imbalances to flight controls. Residues may also collect in hidden areas,
such as around flight control hinges, pulleys, grommets, on cables and in
gaps.
(iii) Operators are strongly recommended to obtain information about the fluid
dry-out and re-hydration characteristics from the fluid manufacturers and to
select products with optimised characteristics.
(iv) Additional information should be obtained from fluid manufacturers for
handling, storage, application and testing of their products.
De-Icing/Anti-Icing — Background Information

Further guidance material on this issue is given in the ICAO Manual of Aircraft Ground
De-icing/Anti-icing Operations (Doc 9640) (hereinafter referred to as the ICAO Manual of
Aircraft Ground De-icing/Anti-icing Operations).
(a) General
(1) Any deposit of frost, ice, snow or slush on the external surfaces of an aircraft
may drastically affect its flying qualities because of reduced aerodynamic lift,
increased drag, modified stability and control characteristics. Furthermore,
freezing deposits may cause moving parts, such as elevators, ailerons, flap
actuating mechanism, etc., to jam and create a potentially hazardous
condition. Propeller/engine/APU/systems performance may deteriorate due to
the presence of frozen contaminants on blades, intakes and components.
Also, engine operation may be seriously affected by the ingestion of snow or
ice, thereby causing engine stall or compressor damage. In addition, ice/frost
may form on certain external surfaces (e.g. wing upper and lower surfaces,
etc.) due to the effects of cold fuel/structures, even in ambient temperatures
well above 0°C.
(2) Procedures established by the operator for de-icing and/or anti-icing are
intended to ensure that the aircraft is clear of contamination so that
degradation of aerodynamic characteristics or mechanical interference wil l not
occur and, following anti-icing, to maintain the airframe in that condition
during the appropriate HoT.
(3) Under certain meteorological conditions, de-icing and/or anti-icing procedures
may be ineffective in providing sufficient protection for continued operations.
Examples of these conditions are freezing rain, ice pellets and hail, heavy
snow, high wind velocity, fast dropping OAT or any time when freezing
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precipitation with high water content is present. No HoT guidelines exist for
these conditions.
(4) Material for establishing operational procedures can be found, for example, in:
(i) ICAO Annex 3, Meteorological Service for International Air Navigation;
(ii) ICAO Manual of Aircraft Ground De-icing/Anti-icing Operations;
(iii) International Organization for Standardization (ISO) 11075 Aircraft —
De-icing/anti-icing fluids — ISO type I;
(iv) ISO 11076 Aircraft — De-icing/anti-icing methods with fluids;
(v) ISO 11077 Aerospace — Self-propelled de-icing/anti-icing vehicles —
Functional requirements;
(vi) ISO 11078 Aircraft — De-icing/anti-icing fluids — ISO types II, III and IV;
(vii) Association of European Airlines (AEA) ‘Recommendations for de-
icing/anti-icing of aircraft on the ground’;
(viii) AEA ‘Training recommendations and background information for
de-icing/anti-icing of aircraft on the ground’;
(ix) EUROCAE ED-104A Minimum Operational Performance Specification for
Ground Ice Detection Systems;
(x) Society of Automotive Engineers (SAE) AS5681 Minimum Operational
Performance Specification for Remote On-Ground Ice Detection Systems;
(xi) SAE ARP4737 Aircraft — De-icing/anti-icing methods;
(xii) SAE AMS1424 De-icing/anti-Icing Fluid, Aircraft, SAE Type I;
(xiii) SAE AMS1428 Fluid, Aircraft De-icing/anti-icing, Non-Newtonian,
(Pseudoplastic), SAE Types II, III, and IV;
(xiv) SAE ARP1971 Aircraft De-icing Vehicle — Self-Propelled, Large and Small
Capacity;
(xv) SAE ARP5149 Training Programme Guidelines for De-icing/anti-icing of
Aircraft on Ground; and
(xvi) SAE ARP5646 Quality Program Guidelines for De-icing/anti-icing of Aircraft
on the Ground.
(b) Fluids
(1) Type I fluid: Due to its properties, Type I fluid forms a thin, liquid-wetting film
on surfaces to which it is applied which, under certain weather conditions,
gives a very limited HoT. With this type of fluid, increasing the concentration
of fluid in the fluid/water mix does not provide any extension in HoT.
(2) Type II and Type IV fluids contain thickeners that enable the fluid to form a
thicker liquid-wetting film on surfaces to which it is applied. Generally, this
fluid provides a longer HoT than Type I fluids in similar conditions. Wit h this
type of fluid, the HoT can be extended by increasing the ratio of fluid in the
fluid/water mix.
(3) Type III fluid is a thickened fluid especially intended for use on aircraft with
low rotation speeds.
(4) Fluids used for de-icing and/or anti-icing should be acceptable to the operator
and the aircraft manufacturer. These fluids normally conform to specifications
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such as SAE AMS1424, SAE AMS1428 or equivalent. Use of non-conforming

fluids is not recommended due to their characteristics being unknown. The
anti-icing and aerodynamic properties of thickened fluids may be seriously
degraded by, for example, inappropriate storage, treatment, application,
application equipment and age.
(c) Hold-over protection
(1) Hold-over protection is achieved by a layer of anti-icing fluid remaining on and
protecting aircraft surfaces for a period of time. With a one-step de- icing/anti-
icing procedure, the HoT begins at the commencement of de- icing/anti-icing.
With a two-step procedure, the HoT begins at the commencement of the
second (anti-icing) step. The hold-over protection runs out:
(i) at the commencement of the take-off roll (due to aerodynamic shedding of
fluid); or
(ii) when frozen deposits start to form or accumulate on treated aircraft
surfaces, thereby indicating the loss of effectiveness of the fluid.
(2) The duration of hold-over protection may vary depending on the influence of
factors other than those specified in the HoT tables. Guidance should be
provided by the operator to take account of such factors, which may include:
(i) atmospheric conditions, e.g. exact type and rate of precipitation, wind
direction and velocity, relative humidity and solar radiation; and
(ii) the aircraft and its surroundings, such as aircraft component inclination
angle, contour and surface roughness, surface temperature, operation in
close proximity to other aircraft (jet or propeller blast) and ground
equipment and structures.
(3) HoTs are not meant to imply that flight is safe in the prevailing conditions if
the specified HoT has not been exceeded. Certain meteorological conditions,
such as freezing drizzle or freezing rain, may be beyond the certification
envelope of the aircraft.
SPO.OP.176 Ice and other contaminants - flight procedures
(a) The pilot-in-command shall only commence a flight or intentionally fly into expected or
actual icing conditions if the aircraft is certified and equipped to cope with such
conditions as referred to in Part Air Operations Cover Requirement Essential
Requirements.
(b) If icing exceeds the intensity of icing for which the aircraft is certified or if an aircraft not
certified for flight in known icing conditions encounters icing, the pilot-in- command
shall exit the icing conditions without delay, by a change of level and/or route, and if
necessary by declaring an emergency to ATC.
(c) In the case of operations with complex motor-powered aircraft, the operator shall
establish procedures for flights in expected or actual icing conditions.
AMC1 SPO.OP.176 Ice and other contaminants — flight procedures
Flight in Expected or Actual Icing Conditions

(c) The procedures to be established by the operator should take account of the design,
the equipment, the configuration of the aircraft and the necessary training. For these
reasons, different aircraft types operated by the same company may require the
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development of different procedures. In every case, the relevant limitations are those
that are defined in the AFM and other documents produced by the manufacturer.
(d) The operator should ensure that the procedures take account of the following:
(4) the equipment and instruments that should be serviceable for flight in icing
conditions;
(5) the limitations on flight in icing conditions for each phase of flight. These
limitations may be imposed by the aircraft’s de-icing or anti-icing equipment or
the necessary performance corrections that have to be made;
(6) the criteria the flight crew should use to assess the effect of icing on the
performance and/or controllability of the aircraft;
(7) the means by which the flight crew detects, by visual cues or the use of the
aircraft’s ice detection system, that the flight is entering icing conditions; and
(8) the action to be taken by the flight crew in a deteriorating situation (which may
develop rapidly) resulting in an adverse effect on the performance and/or
controllability of the aircraft, due to:
(iii) the failure of the aircraft’s anti-icing or de-icing equipment to control a build-
up of ice; and/or
(iv) ice build-up on unprotected areas.
(e) Training for dispatch and flight in expected or actual icing conditions. The content of
the operations manual should reflect the training, both conversion and recurrent, that
flight crew and all other relevant operational personnel require in order to comply with
the procedures for dispatch and flight in icing conditions:
(9) instruction on how to recognise, from weather reports or forecasts that are
available before flight commences or during flight, the risks of encountering
icing conditions along the planned route and on how to modify, as necessary,
the departure and in-flight routes or profiles;
(10) instruction on the operational and performance limitations or margins;
(11) the use of in-flight ice detection, anti-icing and de-icing systems in both
normal and abnormal operation; and
(12) instruction on the differing intensities and forms of ice accretion and the
consequent action which should be taken.
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SPO.OP.180 Take-off conditions - aeroplanes and helicopters
Before commencing take-off, the pilot-in-command shall be satisfied that:

(a) according to the information available, the weather at the aerodrome or operating site
and the condition of the runway or FATO intended to be used would not prevent a safe
take-off and departure; and
(b) applicable aerodrome operating minima will be complied with.
SPO.OP.185 Simulated situations in flight
Unless a task specialist is on-board the aircraft for training, the pilot-in-command shall, when
carrying task specialists, not simulate:
(a) situations that require the application of abnormal or emergency procedures; or
(b) flight in instrument meteorological conditions (IMC).
SPO.OP.190 In-flight fuel management
(a) The operator of a complex motor-powered aircraft shall ensure that in-flight fuel checks
and fuel management are performed.
(b) The pilot-in-command shall check at regular intervals that the amount of usable fuel
remaining in flight is not less than the fuel required to proceed to a weather-permissible
aerodrome or operating site and the planned reserve fuel as required by SPO.OP.130
and SPO.OP.131.
SPO.OP.195 Use of supplemental oxygen
(a) The operator shall ensure that task specialists and crew members use supplemental
oxygen continuously whenever the cabin altitude exceeds 10 000 ft for a period of
more than 30 minutes and whenever the cabin altitude exceeds 13 000 ft, unless
otherwise approved by the Brunei DCA and in accordance with SOPs.
(b) Notwithstanding (a) and except for parachute operations, short excursions of a
specified duration above 13 000 ft without using supplemental oxygen on other-than-
complex aeroplanes and helicopters may be undertaken with a prior approval of the
Brunei DCA based on the consideration of the following:
(1) the duration of the excursion above 13 000 ft is not more than 10 minutes or,
if needed for a longer period, the time strictly necessary to the
accomplishment of the specialised task;
(2) the flight is not conducted above 16 000 ft;
(3) the safety briefing in accordance with SPO.OP.135 includes adequate
information to crew members and tasks specialists on the effects of hypoxia;
(4) SOPs for the concerned operation reflecting (1), (2) and (3);
(5) the previous experience of the operator in conducting operations above 13
000 ft without using supplemental oxygen;
(6) the individual experience of crew members and task specialists and their
physiological adaptation to high altitudes; and
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(7) the altitude of the base where the operator is established or the operations
are conducted from.
SPO.OP.200 Ground proximity detection
(a) When undue proximity to the ground is detected by a flight crew member or by a
ground proximity warning system, the pilot flying shall take corrective action
immediately in order to establish safe flight conditions.
(b) The ground proximity warning system may be disabled during those specialised tasks,
which by their nature require the aircraft to be operated within a distance from the
ground below that which would trigger the ground proximity warning system.
GM1 SPO.OP.200 Ground proximity detection
Guidance Material for Terrain Awareness Warning System (TAWS) Flight Crew
Training Programmes
(a) Introduction
(1) This GM contains performance-based training objectives for TAWS flight crew
training.
(2) The training objectives cover five areas: theory of operation; pre-flight operations;
general in-flight operations; response to TAWS cautions; response to TAWS
warnings.
(3) The term ‘TAWS’ in this GM means a ground proximity warning system (GPWS)
enhanced by a forward-looking terrain avoidance function. Alerts include both
cautions and warnings.
(4) The content of this GM is intended to assist operators who are producing training
programmes. The information it contains has not been tailored to any specific
aircraft or TAWS equipment, but highlights features that are typically available
where such systems are installed. It is the responsibility of the individual operator
to determine the applicability of the content of this Guidance Material to each
aircraft and TAWS equipment installed and their operation. Operators should
refer to the AFM and/or aircraft/flight crew operating manual (A/FCOM), or similar
documents, for information applicable to specific configurations. If there should
be any conflict between the content of this Guidance Material and that published
in the other documents described above, then the information contained in the
AFM or A/FCOM will take precedence.
(b) Scope
(1) The scope of this GM is designed to identify training objectives in the areas of:
academic training; manoeuvre training; initial evaluation; recurrent qualification.
Under each of these four areas, the training material has been separated into
those items that are considered essential training items and those that are
considered to be desirable. In each area, objectives and acceptable performance
criteria are defined.
(2) No attempt is made to define how the training programme should be
implemented. Instead, objectives are established to define the knowledge that a
pilot operating a TAWS is expected to possess and the performance expected
from a pilot who has completed TAWS training. However, the guidelines do
indicate those areas in which the pilot receiving the training should demonstrate
his/her understanding, or performance, using a real- time, interactive training
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device, i.e. a flight simulator. Where appropriate, notes are included within the
performance criteria that amplify or clarify the material addressed by the training
objective.
(c) Performance-based training objectives
(1) TAWS academic training
(i) This training is typically conducted in a classroom environment. The
knowledge demonstrations specified in this section may be completed
through the successful completion of written tests or by providing correct
responses to non-real-time computer-based training (CBT) questions.
(ii) Theory of operation. The pilot should demonstrate an understanding of
TAWS operation and the criteria used for issuing cautions and warnings.
This training should address system operation. Objective: to demonstrate
knowledge of how a TAWS functions. Criteria: the pilot should demonstrate
an understanding of the following functions:
(A) Surveillance
(a) The GPWS computer processes data supplied from an air data
computer, a radio altimeter, an instrument landing system
(ILS)/microwave landing system (MLS)/multi-mode (MM)
receiver, a roll attitude sensor, and actual position of the
surfaces and of the landing gear.
(b) The forward-looking terrain avoidance function utilises an
accurate source of known aircraft position, such as that which
may be provided by a flight management system (FMS) or
global positioning system (GPS), or an electronic terrain
database. The source and scope of the terrain, obstacle and
airport data, and features such as the terrain clearance floor,
the runway picker, and geometric altitude (where provided),
should all be described.
(c) Displays required to deliver TAWS outputs include a
loudspeaker for voice announcements, visual alerts (typically
amber and red lights) and a terrain awareness display (that
may be combined with other displays). In addition, means
should be provided for indicating the status of the TAWS and
any partial or total failures that may occur.
(B) Terrain avoidance
Outputs from the TAWS computer provide visual and audio synthetic
voice cautions and warnings to alert the flight crew about potential
conflicts with terrain and obstacles.
(C) Alert thresholds
Objective: to demonstrate knowledge of the criteria for issuing
cautions and warnings.
Criteria: the pilot should be able to demonstrate an understanding of
the methodology used by a TAWS to issue cautions and alerts and
the general criteria for the issuance of these alerts, including:
(a) basic GPWS alerting modes specified in the ICAO standard:
Mode 1: excessive sink rate;
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Mode 2: excessive terrain closure rate;

Mode 3: descent after take-off or missed approach;
Mode 4: unsafe proximity to terrain; and
Mode 5: descent below ILS glide slope (caution only);
(b) an additional, optional alert mode:
Mode 6: radio altitude call-out (information only); and
(c) TAWS cautions and warnings that alert the flight crew to
obstacles and terrain ahead of the aircraft in line with or
adjacent to its projected flight path (forward-looking terrain
avoidance (FLTA) and premature descent alert (PDA)
functions).
(D) TAWS limitations
Objective: to verify that the pilot is aware of the limitations of TAWS.
Criteria: the pilot should demonstrate knowledge and an
understanding of TAWS limitations identified by the manufacturer for
the equipment model installed, such as:
(a) navigation should not be predicated on the use of the terrain
display;
(b) unless geometric altitude data is provided, use of predictive
TAWS functions is prohibited when altimeter subscale settings
display ‘QFE’ (atmospheric pressure at aerodrome
elevation/runway threshold);
(c) nuisance alerts can be issued if the aerodrome of intended
landing is not included in the TAWS airport database;
(d) in cold weather operations, corrective procedures should be
implemented by the pilot unless the TAWS has in-built
compensation, such as geometric altitude data;
(e) loss of input data to the TAWS computer could result in partial
or total loss of functionality. Where means exist to inform the
flight crew that functionality has been degraded, this should be
known and the consequences understood;
(f) radio signals not associated with the intended flight profile (e.g.
ILS glide path transmissions from an adjacent runway) may
cause false alerts;
(g) inaccurate or low accuracy aircraft position data could lead to
false or non-annunciation of terrain or obstacles ahead of the
aircraft; and
(h) minimum equipment list (MEL) restrictions should be applied in
the event of the TAWS becoming partially or completely
unserviceable. (It should be noted that basic GPWS has no
forward-looking capability.)
(E) TAWS inhibits
Objective: to verify that the pilot is aware of the conditions under
which certain functions of a TAWS are inhibited.
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Criteria: the pilot should demonstrate knowledge and an

understanding of the various TAWS inhibits, including the following
means of:
(a) silencing voice alerts;
(b) inhibiting ILS glide path signals (as may be required when
executing an ILS back beam approach);
(c) inhibiting flap position sensors (as may be required when
executing an approach with the flaps not in a normal position
for landing);
(d) inhibiting the FLTA and PDA functions; and
(e) selecting or deselecting the display of terrain information,
together with appropriate annunciation of the status of each
selection.
(2) Operating procedures
The pilot should demonstrate the knowledge required to operate TAWS
avionics and to interpret the information presented by a TAWS. This training
should address the following topics:
(i) Use of controls
Objective: to verify that the pilot can properly operate all TAWS controls
and inhibits.
Criteria: the pilot should demonstrate the proper use of controls, including
the following means by which:
(A) before flight, any equipment self-test functions can be initiated;
(B) TAWS information can be selected for display; and
(C) all TAWS inhibits can be operated and what the consequent
annunciations mean with regard to loss of functionality.
(ii) Display interpretation
Objective: to verify that the pilot understands the meaning of all information
that can be annunciated or displayed by a TAWS.
Criteria: the pilot should demonstrate the ability to properly interpret
information annunciated or displayed by a TAWS, including the following:
(A) knowledge of all visual and aural indications that may be seen or
heard;
(B) response required on receipt of a caution;
(C) response required on receipt of a warning; and
(D) response required on receipt of a notification that partial or total
failure of the TAWS has occurred (including annunciation that the
present aircraft position is of low accuracy).
(iii) Use of basic GPWS or use of the FLTA function only
Objective: to verify that the pilot understands what functionality will remain
following loss of the GPWS or of the FLTA function.
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Criteria: the pilot should demonstrate knowledge of how to recognise the

following:
(A) un-commanded loss of the GPWS function, or how to isolate this
function and how to recognise the level of the remaining controlled
flight into terrain (CFIT) protection (essentially, this is the FLTA
function); and
(B) un-commanded loss of the FLTA function, or how to isolate this
function and how to recognise the level of the remaining CFIT
protection (essentially, this is the basic GPWS).
(iv) Crew coordination
Objective: to verify that the pilot adequately briefs other flight crew
members on how TAWS alerts will be handled.
Criteria: the pilot should demonstrate that the pre-flight briefing addresses
procedures that will be used in preparation for responding to TAWS
cautions and warnings, including the following:
(A) the action to be taken, and by whom, in the event that a TAWS
caution and/or warning is issued; and
(B) how multi-function displays will be used to depict TAWS information
at take-off, in the cruise and for the descent, approach, landing (and
any missed approach). This will be in accordance with procedures
specified by the operator, who will recognise that it may be more
desirable that other data is displayed at certain phases of flight and
that the terrain display has an automatic 'pop-up' mode in the event
that an alert is issued.
(v) Reporting rules
Objective: to verify that the pilot is aware of the rules for reporting alerts to
the controller and other authorities.
Criteria: the pilot should demonstrate knowledge of the following:
(A) when, following recovery from a TAWS alert or caution, a
transmission of information should be made to the appropriate ATC
unit; and
(B) the type of written report that is required, how it is to be compiled and
whether any cross-reference should be made in the aircraft technical
log and/or voyage report (in accordance with procedures specified by
the operator), following a flight in which the aircraft flight path has
been modified in response to a TAWS alert, or if any part of the
equipment appears not to have functioned correctly.
(vi) Alert thresholds
Objective: to demonstrate knowledge of the criteria for issuing cautions and
warnings.
Criteria: the pilot should be able to demonstrate an understanding of the
methodology used by a TAWS to issue cautions and warnings and the
general criteria for the issuance of these alerts, including awareness of the
following:
(A) modes associated with basic GPWS, including the input data
associated with each; and
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(B) visual and aural annunciations that can be issued by TAWS and how
to identify which are cautions and which are warnings.
(3) TAWS manoeuvre training.
The pilot should demonstrate the knowledge required to respond correctly to
TAWS cautions and warnings. This training should address the following
topics:
(v) Response to cautions:
(A) Objective: to verify that the pilot properly interprets and responds to
cautions.
Criteria: the pilot should demonstrate an understanding of the need,
without delay:
(a) to initiate action required to correct the condition that has caused
the TAWS to issue the caution and to be prepared to respond to
a warning, if this should follow; and
(b) if a warning does not follow the caution, to notify the controller of
the new position, heading and/or altitude/flight level of the
aircraft, and what the pilot-in-command intends to do next.
(B) The correct response to a caution might require the pilot to:
(a) reduce a rate of descent and/or to initiate a climb;
(b) regain an ILS glide path from below, or to inhibit a glide path
signal if an ILS is not being flown;
(c) select more flap, or to inhibit a flap sensor if the landing is being
conducted with the intent that the normal flap setting will not be
used;
(d) select gear down; and/or
(e) initiate a turn away from the terrain or obstacle ahead and
towards an area free of such obstructions if a forward - looking
terrain display indicates that this would be a good solution and
the entire manoeuvre can be carried out in clear visual
conditions.
(vi) Response to warnings
Objective: to verify that the pilot properly interprets and responds to
warnings.
Criteria: the pilot should demonstrate an understanding of the following:
(A) The need, without delay, to initiate a climb in the manner specified by
the operator.
(B) The need, without delay, to maintain the climb until visual verification
can be made that the aircraft will clear the terrain or obstacle ahead
or until above the appropriate sector safe altitude (if certain about the
location of the aircraft with respect to terrain) even if the TAWS
warning stops. If, subsequently, the aircraft climbs up through the
sector safe altitude, but the visibility does not allow the flight crew to
confirm that the terrain hazard has ended, checks should be made to
verify the location of the aircraft and to confirm that the altimeter
subscale settings are correct.
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(C) When workload permits that, the flight crew should notify the air traffic
controller of the new position and altitude/flight level and what the
pilot-in-command intends to do next.
(D) That the manner in which the climb is made should reflect the type of
aircraft and the method specified by the aircraft manufacturer (which
should be reflected in the operations manual) for performing the
escape manoeuvre. Essential aspects will include the need for an
increase in pitch attitude, selection of maximum thrust, confirmation
that external sources of drag (e.g. spoilers/speed brakes) are
retracted and respect of the stick shaker or other indication of eroded
stall margin.
(E) That TAWS warnings should never be ignored. However, the pilot’s
response may be limited to that which is appropriate for a caution,
only if:
(a) the aircraft is being operated by day in clear, visual conditions;
and
(b) it is immediately clear to the pilot that the aircraft is in no danger
in respect of its configuration, proximity to terrain or current flight
path.
(4) TAWS initial evaluation:
(i) The flight crew member’s understanding of the academic training items
should be assessed by means of a written test.
(ii) The flight crew member’s understanding of the manoeuvre training items
should be assessed in a flight simulation training device (FSTD) equipped
with TAWS visual and aural displays and inhibit selectors similar in
appearance and operation to those in the aircraft that the pilot will fly. The
results should be assessed by a flight simulation training instructor,
synthetic flight examiner, type rating instructor or type rating examiner.
(iii) The range of scenarios should be designed to give confidence that proper
and timely responses to TAWS cautions and warnings will result in the
aircraft avoiding a CFIT accident. To achieve this objective, the pilot should
demonstrate taking the correct action to prevent a caution developing into a
warning and, separately, the escape manoeuvre needed in response to a
warning. These demonstrations should take place when the external
visibility is zero, though there is much to be learnt if, initially, the training is
given in 'mountainous' or 'hilly' terrain with clear visibility. This training
should comprise a sequence of scenarios, rather than be included in line
orientated flight training (LOFT).
(iv) A record should be made, after the pilot has demonstrated competence, of
the scenarios that were practised.
(5) TAWS recurrent training:
(i) TAWS recurrent training ensures that pilots maintain the appropriate TAWS
knowledge and skills. In particular, it reminds pilots of the need to act
promptly in response to cautions and warnings and of the unusual attitude
associated with flying the escape manoeuvre.
(ii) An essential item of recurrent training is the discussion of any significant
issues and operational concerns that have been identified by the operator.
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Recurrent training should also address changes to TAWS logic,

parameters or procedures and to any unique TAWS characteristics of
which pilots should be aware.
(6) Reporting procedures:
(i) Verbal reports
Verbal reports should be made promptly to the appropriate ATC unit:
(A) whenever any manoeuvre has caused the aircraft to deviate from an
air traffic clearance;
(B) when, following a manoeuvre that has caused the aircraft to deviate
from an air traffic clearance, the aircraft has returned to a flight path
that complies with the clearance; and/or
(C) when an air traffic control unit issues instructions that, if followed,
would cause the pilot to manoeuvre the aircraft towards terrain or
obstacle or it would appear from the display that a potential CFIT
occurrence is likely to result.
(ii) Written reports
Written reports should be submitted in accordance with the operator's
occurrence reporting scheme and they should also be recorded in the
aircraft technical log:
(A) whenever the aircraft flight path has been modified in response to a
TAWS alert (false, nuisance or genuine);
(B) whenever a TAWS alert has been issued and is believed to have
been false; and/or
(C) if it is believed that a TAWS alert should have been issued, but was
not.
(iii) Within this GM, and with regard to reports:
(A) the term 'false' means that the TAWS issued an alert that could not
possibly be justified by the position of the aircraft in respect to terrain
and it is probable that a fault or failure in the system (equipment
and/or input data) was the cause;
(B) the term 'nuisance' means that the TAWS issued an alert that was
appropriate, but was not needed because the flight crew could
determine by independent means that the flight path was, at that
time, safe;
(C) the term 'genuine' means that the TAWS issued an alert that was
both appropriate and necessary;
(D) the report terms described above are only meant to be assessed
after the occurrence is over, to facilitate subsequent analysis, the
adequacy of the equipment and the programmes it contains. The
intention is not for the flight crew to attempt to classify an alert into
any of these three categories when visual and/or aural cautions or
warnings are annunciated.
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SPO.OP.205 Airborne collision avoidance system (ACAS) - complex motor-

powered aeroplane and helicopters
(a) The operator shall establish operational procedures and training programmes when
ACAS is installed and serviceable so that the flight crew is appropriately trained in the
avoidance of collisions and competent in the use of ACAS II equipment.
(b) The ACAS II may be disabled during those specialised tasks, which by their nature
require the aircraft to be operated within a distance from each other below that which
would trigger the ACAS.
GM1 SPO.OP.205 Airborne collision avoidance system (ACAS)
General
(a) The ACAS operational procedures and training programmes established by the
operator should take into account this Guidance Material. It incorporates advice
contained in:
(1) ICAO Annex 10, Volume IV;
(2) ICAO PANS-OPS, Volume 1;
(3) ICAO PANS-ATM; and
(4) ICAO guidance material ‘ACAS Performance-Based Training Objectives’
(published under Attachment E of State Letter AN 7/1.3.7.2-97/77).
(b) Additional guidance material on ACAS may be referred to, including information
available from such sources as EUROCONTROL.
ACAS Flight Crew Training
(c) During the implementation of ACAS, several operational issues were identified that had
been attributed to deficiencies in flight crew training programmes. As a result, the issue
of flight crew training has been discussed within the ICAO, which has developed
guidelines for operators to use when designing training programmes.
(d) This Guidance Material contains performance-based training objectives for ACAS II
flight crew training. Information contained here related to traffic advisories (TAs) is also
applicable to ACAS I and ACAS II users. The training objectives cover five areas:
theory of operation; pre-flight operations; general in-flight operations; response to TAs;
and response to resolution advisories (RAs).
(e) The information provided is valid for version 7 and 7.1 (ACAS II). Where differences
arise, these are identified.
(f) The performance-based training objectives are further divided into the areas of:
academic training; manoeuvre training; initial evaluation and recurrent qualification.
Under each of these four areas, the training material has been separated into those
items which are considered essential training items and those which are considered
desirable. In each area, objectives and acceptable performance criteria are defined.
(g) ACAS academic training
(1) This training is typically conducted in a classroom environment. The
knowledge demonstrations specified in this section may be completed through
the successful completion of written tests or through providing correct
responses to non-real-time computer-based training (CBT) questions.
(2) Essential items
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(i) Theory of operation. The flight crew member should demonstrate an

understanding of ACAS II operation and the criteria used for issuing TAs
and RAs. This training should address the following topics:
(A) System operation
Objective: to demonstrate knowledge of how ACAS functions.
Criteria: the flight crew member should demonstrate an
understanding of the following functions:
(a) Surveillance
(1) ACAS interrogates other transponder-equipped aircraft
within a nominal range of 14 NM.
(2) ACAS surveillance range can be reduced in geographic
areas with a large number of ground interrogators and/or
ACAS II-equipped aircraft.
(3) If the operator's ACAS implementation provides for the use
of the Mode S extended squitter, the normal surveillance
range may be increased beyond the nominal 14 NM.
However, this information is not used for collision
avoidance purposes.
(b) Collision avoidance
(1) TAs can be issued against any transponder-equipped
aircraft that responds to the ICAO Mode C interrogations,
even if the aircraft does not have altitude reporting
capability.
(2) RAs can be issued only against aircraft that are reporting
altitude and in the vertical plane only.
(3) RAs issued against an ACAS-equipped intruder are co-
ordinated to ensure complementary RAs are issued.
(4) Failure to respond to an RA deprives own aircraft of the
collision protection provided by own ACAS.
(5) Additionally, in ACAS-ACAS encounters, failure to respond
to an RA also restricts the choices available to the other
aircraft's ACAS and thus renders the other aircraft's ACAS
less effective than if own aircraft were not ACAS equipped.
(B) Advisory thresholds
Objective: to demonstrate knowledge of the criteria for issuing TAs
and RAs.
Criteria: the flight crew member should demonstrate an
understanding of the methodology used by ACAS to issue TAs and
RAs and the general criteria for the issuance of these advisories,
including the following:
(a) ACAS advisories are based on time to closest point of
approach (CPA) rather than distance. The time should be short
and vertical separation should be small, or projected to be
small, before an advisory can be issued. The separation
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standards provided by ATS are different from the miss

distances against which ACAS issues alerts.
(b) Thresholds for issuing a TA or a RA vary with altitude. The
thresholds are larger at higher altitudes.
(c) A TA occurs from 15 to 48 seconds and a RA from 15 to 35
seconds before the projected CPA.
(d) RAs are chosen to provide the desired vertical miss distance at
CPA. As a result, RAs can instruct a climb or descent through
the intruder aircraft's altitude.
(C) ACAS limitations
Objective: to verify that the flight crew member is aware of the
limitations of ACAS.
Criteria: the flight crew member should demonstrate knowledge and
understanding of ACAS limitations, including the following:
(a) ACAS will neither track nor display non-transponder- equipped
aircraft, nor aircraft not responding to ACAS Mode C
interrogations.
(b) ACAS will automatically fail if the input from the aircraft’s
barometric altimeter, radio altimeter or transponder is lost.
(1) In some installations, the loss of information from other
on-board systems such as an inertial reference system
(IRS) or attitude heading reference system (AHRS) may
result in an ACAS failure. Individual operators should
ensure that their flight crews are aware of the types of
failure which will result in an ACAS failure.
(2) ACAS may react in an improper manner when false
altitude information is provided to own ACAS or
transmitted by another aircraft. Individual operators
should ensure that their flight crew are aware of the types
of unsafe conditions which can arise. Flight crew
members should ensure that when they are advised, if
their own aircraft is transmitting false altitude reports, an
alternative altitude reporting source is selected, or altitude
reporting is switched off.
(c) Some aeroplanes within 380 ft above ground level (AGL)
(nominal value) are deemed to be ‘on ground’ and will not be
displayed. If ACAS is able to determine an aircraft below this
altitude is airborne, it will be displayed.
(d) ACAS may not display all proximate transponder-equipped
aircraft in areas of high density traffic.
(e) The bearing displayed by ACAS is not sufficiently accurate to
support the initiation of horizontal manoeuvres based solely on
the traffic display.
(f) ACAS will neither track nor display intruders with a vertical
speed in excess of 10 000 ft/min. In addition, the design
implementation may result in some short-term errors in the
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tracked vertical speed of an intruder during periods of high

vertical acceleration by the intruder.
(g) Ground proximity warning systems/ground collision avoidance
systems (GPWSs/GCASs) warnings and wind shear warnings
take precedence over ACAS advisories. When either a
GPWS/GCAS or wind shear warning is active, ACAS aural
annunciations will be inhibited and ACAS will automatically
switch to the 'TA only' mode of operation.
(D) ACAS inhibits
Objective: to verify that the flight crew member is aware of the
conditions under which certain functions of ACAS are inhibited.
Criteria: the flight crew member should demonstrate knowledge and
understanding of the various ACAS inhibits, including the following:
(a) ‘Increase Descent’ RAs are inhibited below 1 450 ft AGL.
(b) ‘Descend’ RAs are inhibited below 1 100 ft AGL.
(c) All RAs are inhibited below 1 000 ft AGL.
(d) All TA aural annunciations are inhibited below 500 ft AGL.
(e) Altitude and configuration under which ‘Climb’ and ‘Increase
Climb’ RAs are inhibited. ACAS can still issue aeroplane's
certified ceiling. (In some aircraft types, ‘Climb’ or ‘Increase
Climb’ RAs are never inhibited.)
(ii) Operating procedures
The flight crew member should demonstrate the knowledge required to
operate the ACAS avionics and interpret the information presented by
ACAS. This training should address the following:
(A) Use of controls
Objective: to verify that the pilot can properly operate all ACAS and
display controls.
Criteria: demonstrate the proper use of controls, including the
following:
(a) Aircraft configuration required to initiate a self-test.
(b) Steps required to initiate a self-test.
(c) Recognising when the self-test was successful and when it was
unsuccessful. When the self-test is unsuccessful, recognising
the reason for the failure and, if possible, correcting the
problem.
(d) Recommended usage of range selection. Low ranges are used
in the terminal area and the higher display ranges are used in
the en-route environment and in the transition between the
terminal and en-route environment.
(e) Recognising that the configuration of the display does not affect
the ACAS surveillance volume.
(f) Selection of lower ranges when an advisory is issued, to
increase display resolution.
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(g) Proper configuration to display the appropriate ACAS

information without eliminating the display of other needed
information.
(h) If available, recommended usage of the above/below mode
selector. The above mode should be used during climb and the
below mode should be used during descent.
(i) If available, proper selection of the display of absolute or
relative altitude and the limitations of using this display if a
barometric correction is not provided to ACAS.
(B) Display interpretation
Objective: to verify that the flight crew member understands the
meaning of all information that can be displayed by ACAS. The wide
variety of display implementations require the tailoring of some
criteria. When the training programme is developed, these criteria
should be expanded to cover details for the operator's specific display
implementation.
Criteria: the flight crew member should demonstrate the ability to
properly interpret information displayed by ACAS, including the
following:
(a) Other traffic, i.e. traffic within the selected display range that is
not proximate traffic, or causing a TA or RA to be issued.
(b) Proximate traffic, i.e. traffic that is within 6 NM and ± 1 200 ft.
(c) Non-altitude reporting traffic.
(d) No bearing TAs and RAs.
(e) Off-scale TAs and RAs: the selected range should be changed
to ensure that all available information on the intruder is
displayed.
(f) TAs: the minimum available display range that allows the traffic
to be displayed should be selected, to provide the maximum
display resolution.
(g) RAs (traffic display): the minimum available display range of the
traffic display that allows the traffic to be displayed should be
selected, to provide the maximum display resolution.
(h) RAs (RA display): flight crew members should demonstrate
knowledge of the meaning of the red and green areas or the
meaning of pitch or flight path angle cues displayed on the RA
display. Flight crew members should also demonstrate an
understanding of the RA display limitations, i.e. if a vertical
speed tape is used and the range of the tape is less than 2 500
ft/min, an increase rate RA cannot be properly displayed.
(i) If appropriate, awareness that navigation displays oriented on
‘Track-Up’ may require a flight crew member to make a mental
adjustment for drift angle when assessing the bearing of
proximate traffic.
(C) Use of the TA only mode
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Objective: to verify that a flight crew member understands the

appropriate times to select the TA only mode of operation and the
limitations associated with using this mode.
Criteria: the flight crew member should demonstrate the following:
(a) Knowledge of the operator's guidance for the use of TA only.
(b) Reasons for using this mode. If TA only is not selected when an
airport is conducting simultaneous operations from parallel
runways separated by less than 1 200 ft, and to some
intersecting runways, RAs can be expected. If, for any these
situations, the response should comply with the operator's
approved procedures.
(c) All TA aural annunciations are inhibited below 500 ft AGL. As a
result, TAs issued below 500 ft AGL may not be noticed unless
the TA display is included in the routine instrument scan.
(D) Crew coordination
Objective: to verify that the flight crew member understands how
ACAS advisories will be handled.
Criteria: the flight crew member should demonstrate knowledge of the
crew procedures that should be used when responding to TAs and
RAs, including the following:
(a) Task sharing between the pilot flying and the pilot monitoring;
(b) expected call-outs; and
(c) communications with ATC.
(E) Phraseology rules
Objective: to verify that the flight crew member is aware of the rules
for reporting RAs to the controller.
Criteria: the flight crew member should demonstrate the following:
(a) the use of the phraseology contained in ICAO PANS-OPS;
(b) an understanding of the procedures contained in ICAO PANS-
ATM and ICAO Annex 2; and
(c) the understanding that verbal reports should be made promptly
to the appropriate ATC unit:
(1) whenever any manoeuvre has caused the aeroplane to
deviate from an air traffic clearance;
(2) when, subsequent to a manoeuvre that has caused the
aeroplane to deviate from an air traffic clearance, the
aeroplane has returned to a flight path that complies with
the clearance; and/or
(3) when air traffic issue instructions that, if followed, would
cause the crew to manoeuvre the aircraft contrary to an
RA with which they are complying.
(F) Reporting rules
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Objective: to verify that the flight crew member is aware of the rules
for reporting RAs to the operator.
Criteria: the flight crew member should demonstrate knowledge of
where information can be obtained regarding the need for making
written reports to various States when an RA is issued. Various
States have different reporting rules and the material available to the
flight crew member should be tailored to the operator’s operating
environment. This responsibility is satisfied by the flight crew member
reporting to the operator according to the applicable reporting rules.
(3) Non-essential items: advisory thresholds
Objective: to demonstrate knowledge of the criteria for issuing TAs and RAs.
Criteria: the flight crew member should demonstrate an understanding of the
methodology used by ACAS to issue TAs and RAs and the general criteria for
the issuance of these advisories, including the following:
(i) The minimum and maximum altitudes below/above which TAs will not be
issued.
(ii) When the vertical separation at CPA is projected to be less than the ACAS-
desired separation, a corrective RA that requires a change to the existing
vertical speed will be issued. This separation varies from 300 ft at low
altitude to a maximum of 700 ft at high altitude.
(iii) When the vertical separation at CPA is projected to be just outside the
ACAS-desired separation, a preventive RA that does not require a change
to the existing vertical speed will be issued. This separation varies from
600 to 800 ft.
(iv) RA fixed range thresholds vary between 0.2 and 1.1 NM.
(h) ACAS manoeuvre training
(1) Demonstration of the flight crew member’s ability to use ACAS displayed
information to properly respond to TAs and RAs should be carried out in a full
flight simulator equipped with an ACAS display and controls similar in
appearance and operation to those in the aircraft. If a full flight simulator is
utilised, crew resource management (CRM) should be practised during this
training.
(2) Alternatively, the required demonstrations can be carried out by means of an
interactive CBT with an ACAS display and controls similar in appearance and
operation to those in the aircraft. This interactive CBT should depict scenarios
in which real-time responses should be made. The flight crew member should
be informed whether or not the responses made were correct. If the response
was incorrect or inappropriate, the CBT should show what the correct
response should be.
(3) The scenarios included in the manoeuvre training should include: corrective
RAs; initial preventive RAs; maintain rate RAs; altitude crossing RAs;
increase rate RAs; RA reversals; weakening RAs; and multi-aircraft
encounters. The consequences of failure to respond correctly should be
demonstrated by reference to actual incidents such as those publicised in
EUROCONTROL ACAS II Bulletins (available on the EUROCONTROL
website).
(i) TA responses
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Objective: to verify that the pilot properly interprets and responds to TAs
Criteria: the pilot should demonstrate the following:
(A) Proper division of responsibilities between the pilot flying and the pilot
monitoring. The pilot flying should fly the aircraft using any type-
specific procedures and be prepared to respond to any RA that might
follow. For aircraft without an RA pitch display, the pilot flying should
consider the likely magnitude of an appropriate pitch change. The
pilot monitoring should provide updates on the traffic location shown
on the ACAS display, using this information to help visually acquire
the intruder.
(B) Proper interpretation of the displayed information. Flight crew
members should confirm that the aircraft they have visually acquired
is that which has caused the TA to be issued. Use should be made of
all information shown on the display, note being taken of the bearing
and range of the intruder (amber circle), whether it is above or below
(data tag), and its vertical speed direction (trend arrow).
(C) Other available information should be used to assist in visual
acquisition, including ATC ‘party-line’ information, traffic flow in use,
etc.
(D) Because of the limitations described, the pilot flying should not
manoeuvre the aircraft based solely on the information shown on the
ACAS display. No attempt should be made to adjust the current flight
path in anticipation of what an RA would advise, except that if own
aircraft is approaching its cleared level at a high vertical rate with a
TA present, vertical rate should be reduced to less than 1 500 ft/min.
(E) When visual acquisition is attained, and as long as no RA is received,
normal right of way rules should be used to maintain or attain safe
separation. No unnecessary manoeuvres should be initiated. The
limitations of making manoeuvres based solely on visual acquisition,
especially at high altitude or at night, or without a definite horizon
should be demonstrated as being understood.
(ii) RA responses
Objective: to verify that the pilot properly interprets and responds to RAs.
Criteria: the pilot should demonstrate the following:
(A) Proper response to the RA, even if it is in conflict with an ATC
instruction and even if the pilot believes that there is no threat
present.
(B) Proper task sharing between the pilot flying and the pilot monitoring.
The pilot flying should respond to a corrective RA with appropriate
control inputs. The pilot monitoring should monitor the response to
the RA and should provide updates on the traffic location by checking
the traffic display. Proper CRM should be used.
(C) Proper interpretation of the displayed information. The pilot should
recognise the intruder causing the RA to be issued (red square on
display). The pilot should respond appropriately.
(D) For corrective RAs, the response should be initiated in the proper
direction within 5 seconds of the RA being displayed. The change in
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vertical speed should be accomplished with an acceleration of

approximately ¼ g (gravitational acceleration of 9.81 m/sec²).
(E) Recognition of the initially displayed RA being modified. Response to
the modified RA should be properly accomplished, as follows:
(a) For increase rate RAs, the vertical speed change should be
started within 2½ seconds of the RA being displayed. The
change in vertical speed should be accomplished with an
acceleration of approximately ⅓ g.
(b) For RA reversals, the vertical speed reversal should be started
within 2½ seconds of the RA being displayed. The change in
vertical speed should be accomplished with an acceleration of
approximately ⅓ g.
(c) For RA weakenings, the vertical speed should be modified to
initiate a return towards the original clearance.
(d) An acceleration of approximately ¼ g will be achieved if the
change in pitch attitude corresponding to a change in vertical
speed of 1500 ft/min is accomplished in approximately 5
seconds, and of ⅓ g if the change is accomplished in
approximately 3 seconds. The change in pitch attitude required
to establish a rate of climb or descent of 1 500 ft/min from level
flight will be approximately 6° when the true airspeed (TAS) is
150 kt, 4° at 250 kt, and 2° at 500 kt. (These angles are derived
from the formula: 1 000 divided by TAS.)
(F) Recognition of altitude crossing encounters and the proper response
to these RAs.
(G) For preventive RAs, the vertical speed needle or pitch attitude
indication should remain outside the red area on the RA display.
(H) For maintain rate RAs, the vertical speed should not be reduced.
Pilots should recognise that a maintain rate RA may result in crossing
through the intruder's altitude.
(I) When the RA weakens, or when the green 'fly to' indicator changes
position, the pilot should initiate a return towards the original
clearance, and when ‘clear of conflict’ is annunciated, the pilot should
complete the return to the original clearance.
(J) The controller should be informed of the RA as soon as time and
workload permit, using the standard phraseology.
(K) When possible, an ATC clearance should be complied with while
responding to an RA. For example, if the aircraft can level at the
assigned altitude while responding to RA (an ‘adjust vertical speed’
RA (version 7) or ‘level off’ (version 7.1), it should be done; the
horizontal (turn) element of an ATC instruction should be followed.
(L) Knowledge of the ACAS multi-aircraft logic and its limitations, and
that ACAS can optimise separations from two aircraft by climbing or
descending towards one of them. For example, ACAS only considers
intruders that it considers to be a threat when selecting an RA. As
such, it is possible for ACAS to issue an RA against one intruder that
results in a manoeuvre towards another intruder that is not classified
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as a threat. If the second intruder becomes a threat, the RA will be

modified to provide separation from that intruder.
(i) ACAS initial evaluation
(1) The flight crew member’s understanding of the academic training items should
be assessed by means of a written test or interactive CBT that records correct
and incorrect responses to phrased questions.
(2) The flight crew member’s understanding of the manoeuvre training items
should be assessed in a full flight simulator equipped with an ACAS display
and controls similar in appearance and operation to those in the aircraft the
flight crew member will fly, and the results assessed by a qualified instructor,
inspector, or check airman. The range of scenarios should include: corrective
RAs; initial preventive RAs; maintain rate RAs; altitude crossing RAs;
increase rate RAs; RA reversals; weakening RAs; and multi-threat
encounters. The scenarios should also include demonstrations of the
consequences of not responding to RAs, slow or late responses, and
manoeuvring opposite to the direction called for by the displayed RA.
(3) Alternatively, exposure to these scenarios can be conducted by means of an
interactive CBT with an ACAS display and controls similar in appearance and
operation to those in the aircraft the pilot will fly. This interactive CBT should
depict scenarios in which real-time responses should be made and a record
made of whether or not each response was correct.
(j) ACAS recurrent training
(1) ACAS recurrent training ensures that flight crew members maintain the
appropriate ACAS knowledge and skills. ACAS recurrent training should be
integrated into and/or conducted in conjunction with other established
recurrent training programmes. An essential item of recurrent training is the
discussion of any significant issues and operational concerns that have been
identified by the operator. Recurrent training should also address changes to
ACAS logic, parameters or procedures and to any unique ACAS
characteristics which flight crew members should be made aware of.
(2) It is recommended that the operator's recurrent training programmes using full
flight simulators include encounters with conflicting traffic when these
simulators are equipped with ACAS. The full range of likely scenarios may be
spread over a 2 year period. If a full flight simulator, as described above, is
not available, use should be made of an interactive CBT that is capable of
presenting scenarios to which pilot responses should be made in real-time.
SPO.OP.210 Approach and landing conditions - aeroplanes and helicopters
Before commencing an approach to land, the pilot-in-command shall be satisfied that,

according to the information available, the weather at the aerodrome or the operating site
and the condition of the runway or FATO intended to be used would not prevent a safe
approach, landing or missed approach.
AMC1 SPO.OP.210 Approach and landing conditions — aeroplanes and

helicopters
Landing Distance/FATO Suitability
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The in-flight determination of the landing distance/FATO suitability should be based on the
latest available meteorological report, or the locally observed conditions where appropriate.
SPO.OP.215 Commencement and continuation of approach - aeroplanes and

helicopters
(a) The pilot-in-command may commence an instrument approach regardless of the

reported runway visual range/visibility (RVR/VIS).
(b) If the reported RVR/VIS is less than the applicable minimum, the approach shall not be
continued:
(1) below 1 000 ft above the aerodrome; or
(2) into the final approach segment in the case where the decision altitude/height
(DA/H) or minimum descent altitude/height (MDA/H) is more than 1 000 ft
above the aerodrome,
(c) Where the RVR is not available, RVR values may be derived by converting the
reported visibility.
(d) If, after passing 1 000 ft above the aerodrome, the reported RVR/VIS falls below the
applicable minimum, the approach may be continued to DA/H or MDA/H.
(e) The approach may be continued below DA/H or MDA/H and the landing may be
completed provided that the visual reference adequate for the type of approach
operation and for the intended runway is established at the DA/H or MDA/H and is
maintained.
(f) The touchdown zone RVR shall always be controlling.
AMC1 SPO.OP.215 Commencement and continuation of approach —

aeroplanes and helicopters
Visual References for Instrument Approach Operations

(a) NPA, APV and CAT I operations
At DH or MDH, at least one of the visual references specified below should be
distinctly visible and identifiable to the pilot:
(3) elements of the approach lighting system;
(4) the threshold;
(5) the threshold markings;
(6) the threshold lights;
(7) the threshold identification lights;
(8) the visual glide slope indicator;
(9) the touchdown zone or touchdown zone markings;
(10) the touchdown zone lights;
(11) FATO/runway edge lights; or
(12) other visual references specified in the operations manual.
(b) Lower than standard category I (LTS CAT I) operations
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At DH, the visual references specified below should be distinctly visible and identifiable
to the pilot:
(1) a segment of at least three consecutive lights, being the centreline of the
approach lights, or touchdown zone lights, or runway centreline lights, or runway
edge lights, or a combination of them; and
(2) this visual reference should include a lateral element of the ground pattern, such
as an approach light crossbar or the landing threshold or a barrette of the
touchdown zone light unless the operation is conducted utilising an approved
HUDLS usable to at least 150 ft.
(c) CAT II or other-than standard category II (OTS CAT II) operations
At DH, the visual references specified below should be distinctly visible and identifiable
to the pilot:
(1) a segment of at least three consecutive lights, being the centreline of the
approach lights, or touchdown zone lights, or runway centreline lights, or runway
edge lights, or a combination of them; and
(2) this visual reference should include a lateral element of the ground pattern, such
as an approach light crossbar or the landing threshold or a barrette of the
touchdown zone light unless the operation is conducted utilising an approved
HUDLS to touchdown.
(d) CAT III operations
(1) For CAT IIIA operations and for CAT IIIB operations conducted either with fail-
passive flight control systems or with the use of an approved HUDLS: at DH, a
segment of at least three consecutive lights, being the centreline of the approach
lights, or touchdown zone lights, or runway centreline lights, or runway edge
lights, or a combination of them is attained and can be maintained by the pilot.
(2) For CAT IIIB operations conducted either with fail-operational flight control
systems or with a fail-operational hybrid landing system using a DH: at DH, at
least one centreline light is attained and can be maintained by the pilot.
(3) For CAT IIIB operations with no DH there is no requirement for visual reference
with the runway prior to touchdown.
(e) Approach operations utilising EVS — CAT I operations
(1) At DH or MDH, the following visual references should be displayed and
identifiable to the pilot on the EVS:
(i) elements of the approach light; or
(ii) the runway threshold, identified by at least one of the following:
(A) the beginning of the runway landing surface,
(B) the threshold lights, the threshold identification lights; or
(C) the touchdown zone, identified by at least one of the following: the
runway touchdown zone landing surface, the touchdown zone lights,
the touchdown zone markings or the runway lights.
(2) At 100 ft above runway threshold elevation at least one of the visual references
specified below should be distinctly visible and identifiable to the pilot without
reliance on the EVS:
(i) the lights or markings of the threshold; or
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(ii) the lights or markings of the touchdown zone.

(f) Approach operations utilising EVS – APV and NPA operations flown with the CDFA
technique
(1) At DH/MDH, visual references should be displayed and identifiable to the pilot on
the EVS image as specified under (a).
(2) At 200 ft above runway threshold elevation, at least one of the visual references
specified under (a) should be distinctly visible and identifiable to the pilot without
reliance on the EVS.
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SPO.OP.230 Standard operating procedures
(a) Before commencing a specialised operation, the operator shall conduct a risk
assessment, assessing the complexity of the activity to determine the hazards and
associated risks inherent in the operation and establish mitigating measures.
(b) Based on the risk assessment, the operator shall establish standard operating
procedures (SOP) appropriate to the specialised activity and aircraft used taking
account of the requirements of subpart E. The SOP shall be part of the operations
manual or a separate document. SOP shall be regularly reviewed and updated, as
appropriate.
(g) The operator shall ensure that specialised operations are performed in accordance
with SOP.
AMC1 SPO.OP.230 Standard operating procedures
Development of Standard Operating Procedures

(a) SOPs should be developed to a standard format in accordance with AMC2
SPO.OP.230 (SOP template) and taking into account the results of the risk
assessment process.
(b) SOPs should be based on a systematic risk assessment to ensure that the risks
associated with the task are acceptable. The risk assessment should describe the
activity in detail, identify the relevant hazards, analyse the causes and consequences
of accidental events and establish methods to treat the associated risk.
AMC2 SPO.OP.230 Standard operating procedures
Template
(a) Nature and complexity of the activity:
(1) The nature of the activity and exposure. The nature of the flight and the risk
exposure (e.g. low height) should be described.
(2) The complexity of the activity. Detail should be provided on how demanding
the activity is with regard to the required piloting skills, the crew composition,
the necessary level of experience, the ground support, safety and individual
protective equipment that should be provided for persons involved.
(3) The operational environment and geographical area. The operational
environment and geographical area over which the operation takes place
should be described:
(i) congested hostile environment: aircraft performance standard,
compliance with rules of the air, mitigation of third party risk;
(ii) mountain areas: altitude, performance, the use/non-use of oxygen with
mitigating procedures;
(iii) sea areas: sea state and temperature, risk of ditching, availability of search
and rescue, survivability, carriage of safety equipment;
(iv) desert areas: carriage of safety equipment, reporting procedures, search
and rescue information; and
(v) other areas.
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(3) The application of risk assessment and evaluation. The method of application
of (a)(1) to (a)(3) to the particular operation so as to minimise risk should be
described. The description should reference the risk assessment and the
evaluation on which the procedure is based. The SOPs should:
(i) contain elements relevant to the operational risk management performed
during flight;
(ii) contain limitations, where required, such as weather, altitudes, speeds,
power margins, masses, landing site size; and
(iii) list functions required to monitor the operation. Special monitoring
requirements in addition to the normal functions should be described in the
SOPs.
(b) Aircraft and equipment:
(1) The aircraft. The category of aircraft to be used for the activity should be
indicated (e.g. helicopter/aeroplane, single/multi-engined, other-than- complex
motor-powered/complex motor-powered, classic tail rotor/Fenestron/no tail
rotor (NOTAR) equipped). In particular, for helicopters, the necessary level of
performance certification (Category A/B) should be specified.
(2) Equipment. All equipment required for the activity should be listed. This
includes installed equipment certified in accordance with Part-21 as well as
equipment approved in accordance with other officially recognised standards.
A large number of activities require, in addition to the standard radio
communication equipment, additional air-to-ground communication
equipment. This should be listed and the operational procedure should be
defined.
(c) Crew members:
(1) The crew composition, including the following, should be specified:
(i) minimum flight crew (according to the appropriate manual); and
(ii) additional flight crew.
(2) In addition, for flight crew members, the following should be specified:
(i) selection criteria (initial qualification, flight experience, experience of the
activity);
(ii) initial training (volume and content of the training); and
(iii) recent experience requirement and/or recurrent training (volume and
content of the training).
The criteria listed in (c)(2)(i) to (c)(2)(iii) should take into account the
operational environment and the complexity of the activity and should be
detailed in the training programmes.
(d) Task specialists:
(1) Whenever a task specialist is required, his/her function on board should be
clearly defined. In addition, the following should be specified:
(i) selection criteria (initial background, experience of the activity);
(ii) initial training (volume and content of the training); and
(iii) recent experience requirement and/or recurrent training (volume and
content of the training).
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The criteria listed in (d)(1) should take into account the specialisation of the task
specialist and should be detailed in the training programmes.
(2) There is a large number of activities for which task specialists are required.
This chapter should detail the following for such personnel:
(i) specialisation;
(ii) previous experience; and
(iii) training or briefing.
Briefing or specific training for task specialists referred to in (d)(2) should be
detailed in the training programmes.
(e) Performance:
This chapter should detail the specific performance requirements to be applied, in
order to ensure an adequate power margin.
(f) Normal procedures:
(1) Operating procedures. The operating procedures to be applied by the flight crew,
including the coordination with task specialists.
(2) Ground procedures. The procedures to be applied by the task specialists should
be described, e.g. loading/unloading, cargo hook operation.
(g) Emergency procedures:
(1) Operating procedures. The emergency procedures to be applied by the flight
crew, the coordination with the task specialist and coordination between the flight
crew and task specialists should be described.
(2) Ground procedures. The emergency procedures to be applied by the task
specialists (e.g. in the case of a forced landing) should be specified.
(h) Ground equipment:
This chapter should detail the nature, number and location of ground equipment
required for the activity, such as:
(1) refuelling facilities, dispenser and storage;
(2) firefighting equipment;
(3) size of the operating site (landing surface, loading/unloading area); and
(4) ground markings.
(i) Records:
It should be determined which records specific to the flight(s) are to be kept, such as
task details, aircraft registration, pilot-in-command, flight times, weather and any
remarks, including a record of occurrences affecting flight safety or the safety of
persons or property on the ground.
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GM1 SPO.OP.230 Standard operating procedures
Template Forms
Figure 1 — Development of a SOP based on a risk assessment
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Template Form A — Risk assessment (RA)
Date: RA of Responsible:
Purpose:
Type of operation and brief description:
Participants, working group:
Preconditions, assumptions and simplifications:
Data used:
Description of the analysis method:
External context:
Regulatory requirements
Approvals
Environmental conditions (visibility, wind, turbulence, contrast, light, elevation, etc. unless evident from the
SOPs)
Stakeholders and their potential interest
Internal context:
Type(s) of aircraft
Personnel and qualifications
Combination/similarity with other operations/SOPs
Other RA used/considered/plugged in
Existing barriers and emergency preparedness:
Monitoring and follow up:
Description of the risk:
Risk evaluation:
Conclusions:
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Template Form B — Hazard identification (HI)

Date:........................... HI of ........................Responsible:.............................................
Phase of Hazard ref Hazard Causes Existing Controls Comments

operation controls ref
Note: Haz ref: A unique number for hazards, e.g. for use in a database
Controls ref: A unique number for the existing controls
Template Form C — Mitigating measures
Date:...........................RA of ........................Responsible:.............................................
Phase of Hazard Consequence Existing mitigation Mitigation ref L S Further

operation ref actions mitigation
required
Note:
Haz ref: A unique number for hazards, e.g. for use in a database
Mitigation ref: A unique number for the mitigation actions
L: Likelihood
S: Severity
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Template register A — risk register
Operation / Mitigation
Ref Ref Hazard Ref Consequences L S Monitoring
Procedure actions
Note:
L: Likelihood
S: Severity
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Subpart C - Aircraft performance and operating limitations

SPO.POL.100 Operating limitations - all aircraft
(a) During any phase of operation, the loading, the mass and the centre of gravity (CG)
position of the aircraft shall comply with any limitation specified in the appropriate
manual.
(b) Placards, listings, instrument markings, or combinations thereof, containing those
operating limitations prescribed by the AFM for visual presentation, shall be displayed
in the aircraft.
AMC1 SPO.POL.100 Operating Limitations — all aircraft
Appropriate Manual
The appropriate manual containing operating limitations may be the AFM or an equivalent
document, or the operations manual, if more restrictive.
SPO.POL.105 Mass and balance
(a) The operator shall ensure that the mass and the CG of the aircraft have been
established by actual weighing prior to initial entry into service. The accumulated
effects of modifications and repairs on the mass and balance shall be accounted for
and properly documented. Such information shall be made available to the pilot-in-
command. The aircraft shall be reweighed if the effect of modifications on the mass
and balance is not accurately known
(b) The weighing shall be accomplished by the manufacturer of the aircraft or by an
approved maintenance organisation.
GM1 SPO.POL.105 Mass and balance
General — Operations with other than -Complex Motor-Powered Aircraft

(a) New aircraft that have been weighed at the factory may be placed into operation
without reweighing if the mass records and, balance records have been adjusted for
alterations or modifications to the aircraft. Aircraft transferred from one Brunei
Darussalam operator to another Brunei Darussalam operator do not have to be
weighed prior to use by the receiving operator unless the mass and balance cannot be
accurately established by calculation.
(b) The mass and the centre of gravity (CG) position of an aircraft should be revised
whenever the cumulative changes to the dry operating mass exceed ± 0.5 % of the
maximum landing mass or for aeroplanes the cumulative change in CG position
exceeds 0.5 % of the mean aerodynamic chord. This may be done by weighing the
aircraft or by calculation. If the AFM requires to record changes to mass and CG
position below these thresholds, or to record changes in any case, and make them
known to the pilot-in-command, mass and CG position should be revised accordingly
and made known to the pilot-in- command.
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AMC1 SPO.POL.105(b) Mass and balance
Weighing of an Aircraft — Operations with Complex Motor Powered Aircraft

(a) New aircraft that have been weighed at the factory may be placed into operation
without reweighing if the mass and balance records have been adjusted for alterations
or modifications to the aircraft. Aircraft transferred from one Brunei Darussalam
operator to another Brunei Darussalam operator do not have to be weighed prior to
use by the receiving operator unless the mass and balance cannot be accurately
established by calculation.
(b) The mass and centre of gravity (CG) position of an aircraft should be revised whenever
the cumulative changes to the dry operating mass exceed ±0.5 % of the maximum
landing mass or for aeroplanes the cumulative change in CG position exceeds 0.5 % of
the mean aerodynamic chord. This should be done either by weighing the aircraft or by
calculation.
(c) When weighing an aircraft, normal precautions should be taken, which are consistent
with good practices such as:
(5) checking for completeness of the aircraft and equipment;
(6) determining that fluids are properly accounted for;
(7) ensuring that the aircraft is clean; and
(8) ensuring that weighing is accomplished in an enclosed building.
(d) Any equipment used for weighing should be properly calibrated, zeroed and used in
accordance with the manufacturer's instructions. Each scale should be calibrated either
by the manufacturer, by a civil department of weights and measures or by an
appropriately authorised organisation within 2 years or within a time period defined by
the manufacturer of the weighing equipment, whichever is less. The equipment should
enable the mass of the aircraft to be established accurately. One single accuracy
criterion for weighing equipment cannot be given. However, the weighing accuracy is
considered satisfactory if the accuracy criteria in Table 1 are met by the individual
scales/cells of the weighing equipment used:
Table 1: Accuracy criteria for weighing equipment
For a scale/cell load An accuracy of
below 2 000 kg ±1%
from 2 000 kg to 20 000 kg ± 20 kg
above 20 000 kg ± 0.1 %
CG Limits— Operational CG Envelope and In-Flight CG

In the Certificate Limitations section of the AFM, forward and aft CG limits are
specified. These limits ensure that the certification stability and control criteria are met
throughout the whole flight and allow the proper trim setting for take-off. The operator
should ensure that these limits are respected by:
(a) defining and applying operational margins to the certified CG envelope in order to
compensate for the following deviations and errors:
(1) deviations of actual CG at empty or operating mass from published values due,
for example, to weighing errors, unaccounted modifications and/or equipment
variations.
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(2) Deviations in fuel distribution in tanks from the applicable schedule.

(3) Deviations in the distribution of cargo in the various compartments as compared
with the assumed load distribution as well as inaccuracies in the actual mass of
cargo.
(4) Deviations of the actual CG of cargo load within individual cargo compartments
or cabin sections from the normally assumed mid position.
(5) Deviations of the CG caused by gear and flap positions and by application of the
prescribed fuel usage procedure, unless already covered by the certified limits.
(6) Deviations caused by in-flight movement of crew members and task specialist.
(b) Defining and applying operational procedures in order to:
(1) take into account any significant CG travel during flight caused by persons
movement; and
(2) take into account any significant CG travel during flight caused by fuel
consumption/transfer.
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SPO.POL.110 Mass and balance system - commercial operations with

aeroplanes and helicopters and non-commercial operations with complex
motor-powered aircraft
(a) The operator shall establish a mass and balance system specifying how the following
items are determined for each flight or series of flights:
(1) aircraft dry operating mass;
(2) mass of the traffic load;
(3) mass of the fuel load;
(4) aircraft load and load distribution;
(5) take-off mass, landing mass and zero fuel mass; and
(6) applicable aircraft CG positions.
(b) The flight crew shall be provided with a means of replicating and verifying any mass
and balance computation based on electronic calculations.
(c) The operator shall establish procedures to enable the pilot-in-command to determine
the mass of the fuel load by using the actual density or, if not known, the density
calculated in accordance with a method specified in the operations manual.
(d) The pilot-in-command shall ensure that the loading of:
(1) the aircraft is performed under the supervision of qualified personnel; and
(2) traffic load is consistent with the data used for the calculation of the aircraft
mass and balance.
(e) The operator shall specify, in the operations manual, the principles and methods
involved in the loading and in the mass and balance system that meet the
requirements contained in (a) to (d). This system shall cover all types of intended
operations.
AMC1 SPO.POL.110(a)(1) Mass and balance system — commercial operations

with aeroplanes and helicopters and non-commercial operations with complex
Dry Operating Mass

The dry operating mass should include:
(a) crew and equipment, and
(b) removable task specialist equipment, if applicable.

Special Standard Masses for Traffic Load

The operator should use standard mass values for other load items. These standard masses
should be calculated on the basis of a detailed evaluation of the mass of the items.
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GM1 SPO.POL.110(a)(2) Mass and balance system — commercial operations

Traffic Load
Traffic load includes task specialists.

Fuel Load
The mass of the fuel load should be determined by using its actual relative density or a
standard relative density.
GM1 SPO.POL.110(a)(3) Mass and balance system — commercial operations

Fuel Density
(a) If the actual fuel density is not known, the operator may use standard fuel density
values for determining the mass of the fuel load. Such standard values should be
based on current fuel density measurements for the airports or areas concerned.
(b) Typical fuel density values are:
(1) Gasoline (piston engine fuel) – 0.71 ;
(2) JET A1 (Jet fuel JP 1) – 0.79 ;
(3) JET B (Jet fuel JP 4) – 0.76 ;
(4) Oil – 0.88.

Loading – Structural Limits

The loading should take into account additional structural limits such as the floor strength
limitations, the maximum load per running metre, the maximum mass per cargo
compartment, and/or the maximum seating limits as well as in-flight changes in loading.
GM1 SPO.POL.110(b) Mass and balance system — commercial operations with

aeroplanes and helicopters and non-commercial operations with complex
General
The mass and balance computation may be available in flight planning documents or
separate systems and may include standard load profiles.
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SPO.POL.115 Mass and balance data and documentation - commercial

operations with aeroplanes and helicopters and non-commercial operations
with complex motor- powered aircraft
(a) The operator shall establish mass and balance data and produce mass and balance
documentation prior to each flight, or series of flights, specifying the load and its
distribution in such a way that the mass and balance limits of the aircraft are not
exceeded. The mass and balance documentation shall contain the following
information:
(1) aircraft registration and type;
(2) flight identification, number and date, as applicable;
(3) name of the pilot-in-command;
(4) name of the person who prepared the document;
(5) dry operating mass and the corresponding CG of the aircraft;
(6) mass of the fuel at take-off and the mass of trip fuel;
(7) mass of consumables other than fuel, if applicable;
(8) load components;
(9) take-off mass, landing mass and zero fuel mass;
(10) applicable aircraft CG positions; and
(11) the limiting mass and CG values.
(b) Where mass and balance data and documentation is generated by a computerised
mass and balance system, the operator shall verify the integrity of the output data.
AMC1 SPO.POL.115 Mass and balance data and documentation — commercial

with complex motor-powered aircraft
General
(a) The mass and balance documentation should:
(1) enable the pilot-in-command to determine that the load and its distribution are
within the mass and balance limits of the aircraft; and
(2) include advice to the pilot-in-command whenever a non-standard method has
been used for determining the mass of the load.
(b) The information above may be available in flight planning documents or mass and
balance systems.
(c) Any last minute change should be brought to the attention of the pilot-in-command and
entered in the flight planning documents containing the mass and balance information
and mass and balance systems.
(d) Where mass and balance documentation is generated by a computerised mass and
balance system, the operator should verify the integrity of the output data at intervals
not exceeding six months.
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(e) A copy of the final mass and balance documentation may be sent to aircraft via data
link or may be made available to the pilot-in–command by other means for its
acceptance.
(f) The person supervising the loading of the aircraft should confirm by hand signature or
equivalent that the load and its distribution are in accordance with the mass and
balance documentation given to the pilot in command. The pilot-in-command should
indicate his acceptance by hand signature or equivalent.
GM1 SPO.POL.115 Mass and balance data and documentation — commercial

with complex motor-powered aircraft
Signature or Equivalent
Where a signature by hand is impracticable or it is desirable to arrange the equivalent
verification by electronic means, as referred to in AMC1 SPO.POL.115 (f), the following
conditions should be applied in order to make an electronic signature the equivalent of a
conventional hand-written signature:
(a) electronic ‘signing’ by entering a personal identification number (PIN) code with
appropriate security, etc.;
(b) entering the PIN code generates a print-out of the individual’s name and professional
capacity on the relevant document(s) in such a way that it is evident, to anyone having
a need for that information, who has signed the document;
(c) the computer system logs information to indicate when and where each PIN code has
been entered;
(d) the use of the PIN code is, from a legal and responsibility point of view, considered to
be fully equivalent to signature by hand;
(e) the requirements for record keeping remain unchanged; and
(f) all personnel concerned are made aware of the conditions associated with electronic
signature and this is documented.
AMC1 SPO.POL.115(b) Mass and balance data and documentation —

commercial operations with aeroplanes and helicopters and non-commercial
operations with complex motor-powered aircraft
Integrity
The operator should verify the integrity of mass and balance data and documentation
generated by a computerised mass and balance system, at intervals not exceeding six
months. The operator should establish a system to check that amendments of its input data
are incorporated properly in the system and that the system is operating correctly on a
continuous basis.
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AMC2 SPO.POL.115(b) Mass and balance data and documentation —

Mass and Balance Documentation Sent Via Data Link

Whenever the mass and balance documentation is sent to the aircraft via data link, a copy of
the final mass and balance documentation as accepted by the pilot-in-command should be
available on the ground.
GM1 SPO.POL.115(b) Mass and balance data and documentation —

On Board Integrated Mass and Balance Computer System

An on-board integrated mass and balance computer system may be an aircraft installed
system capable of receiving input data either from other aircraft systems or from a mass and
balance system on ground, in order to generate mass and balance data as an output.
GM2 SPO.POL.115(b) Mass and balance data and documentation —

Stand-Alone Computerised Mass and Balance System

A stand-alone computerised mass and balance system may be a computer, either as part of
an electronic flight bag (EFB) system or solely dedicated to mass and balance purposes,
requiring input from the user, in order to generate mass and balance data as an output.
AMC1 SPO.POL.130(a) Take-off — complex motor-powered aeroplanes
Take-Off Mass
The following should be considered for determining the maximum take-off mass:
(a) the pressure altitude at the aerodrome;
(b) the ambient temperature at the aerodrome;
(c) the runway surface condition and the type of runway surface;
(d) the runway slope in the direction of take-off;
(e) not more than 50 % of the reported head-wind component or not less than 150 % of
the reported tailwind component; and
(f) the loss, if any, of runway length due to alignment of the aeroplane prior to take- off.
SPO.POL.116 Mass and balance data and documentation - alleviations
Notwithstanding SPO.POL.115 (a)(5), the CG position may not need not be on the mass
and balance documentation, if the load distribution is in accordance with a pre-calculated
balance table or if it can be shown that for the planned operations a correct balance can be
ensured, whatever the real load is.
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SPO.POL.120 Performance – general
The pilot-in-command shall only operate the aircraft if the performance is adequate to comply
with the applicable rules of the air and any other restrictions applicable to the flight, the
airspace or the aerodromes or operating sites used, taking into account the charting
accuracy of any charts and maps used.
SPO.POL.125 Take-off mass limitations - complex motor-powered aeroplanes
The operator shall ensure that:

(a) the mass of the aeroplane at the start of take-off shall not exceed the mass limitations:
(1) at take-off, as required in SPO.POL.130;
(2) en-route with one engine inoperative (OEI), as required in SPO.POL.135;
and
(3) at landing, as required in SPO.POL.140,
allowing for expected reductions in mass as the flight proceeds, and for fuel jettisoning;
(b) the mass at the start of take-off shall never exceed the maximum take-off mass
specified in the AFM for the pressure altitude appropriate to the elevation of the
aerodrome or operating site, and if used as a parameter to determine the maximum
take- off mass, any other local atmospheric condition; and
(c) the estimated mass for the expected time of landing at the aerodrome or operating site
of intended landing and at any destination alternate aerodrome shall never exceed the
maximum landing mass specified in the AFM for the pressure altitude appropriate to
the elevation of those aerodromes or operating sites and if used as a parameter to
determine the maximum landing mass, any other local atmospheric condition.
SPO.POL.130 Take-off - complex motor-powered aeroplanes
(a) When determining the maximum take-off mass, the pilot-in-command shall take the
following into account:
(1) the calculated take-off distance shall not exceed the take-off distance
available with a clearway distance not exceeding half of the take-off run
available;
(2) the calculated take-off run shall not exceed the take-off run available;
(3) a single value of V 1 shall be used for the rejected and continued take-off,
where a V1 is specified in the AFM; and
(4) on a wet or contaminated runway, the take-off mass shall not exceed that
permitted for a take-off on a dry runway under the same conditions.
(b) Except for an aeroplane equipped with turboprop engines and a maximum take-off
mass at or below 5 700 kg, in the event of an engine failure during take-off, the pilot-in-
command shall ensure that the aeroplane is able:
(1) to discontinue the take-off and stop within the accelerate-stop distance
available or the runway available; or
(2) to continue the take-off and clear all obstacles along the flight path by an
adequate margin until the aeroplane is in a position to comply with
SPO.POL.135.
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AMC1 SPO.POL.130(a)(4) Take-off — complex motor-powered aeroplanes
Contaminated Runway Performance Data

Wet and contaminated runway performance data, if made available by the manufacturer,
should be taken into account. If such data is not made available, the operator should account
for wet and contaminated runway conditions by using the best information available.
GM1 SPO.POL.130(a)(4) Take-off — complex motor-powered aeroplanes
Runway Surface Condition

Operation on runways contaminated with water, slush, snow or ice implies uncertainties with
regard to runway friction and contaminant drag and therefore to the achievable performance
and control of the aeroplane during take-off or landing, since the actual conditions may not
completely match the assumptions on which the performance information is based. In the
case of a contaminated runway, the first option for the pilot- in-command is to wait until the
runway is cleared. If this is impracticable, he/she may consider a take-off or landing,
provided that he/she has applied the applicable performance adjustments, and any further
safety measures he/she considers justified under the prevailing conditions. The excess
runway length available including the criticality of the overrun area should also be
considered.
AMC1 SPO.POL.130(b)(2) Take-off — complex motor-powered aeroplanes
Adequate Margin
The adequate margin should be defined in the operations manual.
GM1 SPO.POL.130(b)(2) Take-off — complex motor-powered aeroplanes
Adequate Margin
‘An adequate margin’ is illustrated by the appropriate examples included in Attachment C to
ICAO Annex 6, Part I.
SPO.POL.135 En-route - one engine inoperative - complex motor-powered

aeroplanes
The pilot-in-command shall ensure that in the event of an engine becoming inoperative at
any point along the route, a multi-engined aeroplane shall be able to continue the flight to an
adequate aerodrome or operating site without flying below the minimum obstacle clearance
altitude at any point.
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SPO.POL.140 Landing - complex motor-powered aeroplanes
The pilot-in-command shall ensure that at any aerodrome or operating site, after clearing all
obstacles in the approach path by a safe margin, the aeroplane shall be able to land and
stop, or a seaplane to come to a satisfactory low speed, within the landing distance
available. Allowance shall be made for expected variations in the approach and landing
techniques, if such allowance has not been made in the scheduling of performance data.
AMC1 SPO.POL.140 Landing — complex motor-powered aeroplanes
General
The following should be considered to ensure that an aeroplane is able to land and stop, or a
seaplane to come to a satisfactorily low speed, within the landing distance available:
(c) the pressure altitude at the aerodrome;
(d) the runway surface condition and the type of runway surface;
(e) the runway slope in the direction of landing;
(f) not more than 50 % of the reported head-wind component or not less than 150 % of
the reported tailwind component;
(g) use of the most favourable runway, in still air; and
(h) use of the runway most likely to be assigned considering the probable wind speed and
direction and the ground handling characteristics of the aeroplane, and considering
other conditions such as landing aids and terrain.
AMC2 SPO.POL.140 Landing — complex motor-powered aeroplanes
Allowances
Allowances should be stated in the operations manual.
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SPO.POL.145 Performance and operating criteria - aeroplanes
When operating an aeroplane at a height of less than 150 m (500 ft) above a non-
congested area, for operations of aeroplanes that are not able to sustain level flight in
the event of a critical engine failure, the operator shall:
(a) establish operational procedures to minimise the consequences of an engine failure;
(b) establish a training programme for crew members; and
(c) ensure that all crew members and task specialists on board are briefed on the
procedures to be carried out in the event of a forced landing.
AMC1 SPO.POL.145(a) and (b) Performance and operating criteria —

aeroplanes, and AMC1 SPO.POL.146(b)(1) and (2) Performance and operating
criteria — helicopters
Operational Procedures and Training Programme

(a) The operational procedures should be based on the manufacturer’s recommended
procedures where they exist.
(b) The crew member training programme should include briefing, demonstration or
practice, as appropriate, of the operational procedures necessary to minimise the
consequences of an engine failure.
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SPO.POL.146 Performance and operating criteria - helicopters
(a) The pilot-in-command may operate an aircraft over congested areas provided that:
(1) the helicopter is certified in category A or B; and
(2) safety measures are established to prevent undue hazard to persons or
property on the ground and the operation and its SOP is authorised.
(b) The operator shall:
(1) establish operational procedures to minimise the consequences of an
engine failure;
(2) establish a training programme for crew members; and
(3) ensure that all crew members and task specialists on board are briefed on
the procedures to be carried out in the event of a forced landing.
(c) The operator shall ensure that the mass at take-off, landing or hover shall not exceed
the maximum mass specified for:
(1) a hover out of ground effect (HOGE) with all engines operating at the
appropriate power rating; or
(2) if conditions prevail that a HOGE is not likely to be established, the
helicopter mass shall not exceed the maximum mass specified for a hover in
ground effect (HIGE) with all engines operating at the appropriate power
rating, provided prevailing conditions allow a hover in ground effect at the
maximum specified mass.
AMC1 SPO.POL.146(c) Performance and operating criteria — helicopters
Maximum Specified Masses

(a) The operator should establish a procedure to determine maximum specified masses
for HIGE and HOGE before each flight or series of flights.
(b) This procedure should take into account ambient temperature at the aerodrome or
operating site, pressure altitude and wind conditions data available.
GM1 SPO.POL.146(c) Performance and operating criteria — helicopters
General
(a) Even when the surface allows a hover in ground effect (HIGE), the likelihood of, for
example, dust or blowing snow may necessitate hover out of ground effect (HOGE)
performance.
(b) Wind conditions on some sites (particularly in mountainous areas and including
downdraft) may require a reduction in the helicopter mass in order to ensure that an
out of ground effect hover can be achieved at the operational site in the conditions
prevailing.
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Subpart D - Instruments, data and equipment

Section 1 - Aeroplanes
SPO.IDE.A.100 Instruments and equipment - general
(a) Instruments and equipment required by this Subpart shall be approved in accordance
with the applicable airworthiness requirements if they are:
(1) used by the flight crew to control the flight path;
(2) used to comply with SPO.IDE.A.215;
(3) used to comply with SPO.IDE.A.220; or
(4) installed in the aeroplane.
(b) The following items, when required by this Subpart, do not need an equipment
approval:
(1) spare fuses,
(2) independent portable lights,
(3) an accurate time piece,
(4) chart holder,
(5) first-aid kits,
(6) survival and signalling equipment, and
(7) sea anchor and equipment for mooring.
(c) Instruments and equipment not required by this Subpart as well as any other
equipment that is not required by other applicable Parts, but is carried on a flight, shall
comply with the following:
(1) the information provided by these instruments, equipment or accessories shall
not be used by the flight crew to comply with Civil Aviation (General)
Regulations 2016 or SPO.IDE.A.215 and SPO.IDE.A.220;
(2) the instruments and equipment shall not affect the airworthiness of the
aeroplane, even in the case of failures or malfunction.
(d) Instruments and equipment shall be readily operable or accessible from the station
where the flight crew member that needs to use it is seated.
(e) Those instruments that are used by a flight crew member shall be so arranged as to
permit the flight crew member to see the indications readily from his/her station, with
the minimum practicable deviation from the position and line of vision which he/she
normally assumes when looking forward along the flight path.
(f) All required emergency equipment shall be easily accessible for immediate use.
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GM1 SPO.IDE.A.100(a) Instruments and equipment — general
Applicable Airworthiness Requirements

The applicable airworthiness requirements for approval of instruments and equipment
required by this Part are the following:
(a) BAR 8 Part 21 for:
(1) aeroplanes registered in the Brunei Darussalam; and
(2) aeroplanes registered outside the Brunei Darussalam but manufactured or
designed by an EU organisation.
(b) Airworthiness requirements of the state of registry for aeroplanes registered, designed
and manufactured outside the EU.
GM1 SPO.IDE.A.100(b) Instruments and equipment — general
Required Instruments and Equipment that do not need to be Approved in Accordance

with the Applicable Airworthiness Requirements
The functionality of non-installed instruments and equipment required by this Subpart and
that do not need an equipment approval, as listed in SPO.IDE.A.100 (b), should be checked
against recognised industry standards appropriate to the intended purpose. The operator is
responsible for ensuring the maintenance of these instruments and equipment.
GM1 SPO.IDE.A.100(c) Instruments and equipment — general
Not Required Instruments and Equipment That do not need to be Approved in

Accordance with The Applicable Airworthiness Requirements, but are Carried on a
Flight
(a) The provision of this paragraph does not exempt any installed instrument or item of
equipment from complying with the applicable airworthiness requirements. In this case,
the installation should be approved as required in the applicable airworthiness
requirements and should comply with the applicable certification specifications or
airworthiness codes.
(b) The failure of additional non-installed instruments or equipment not required by this
Part or by the applicable airworthiness requirements or any applicable airspace
requirements should not adversely affect the airworthiness and/or the safe operation of
the aeroplane. Examples may be the following:
(1) portable electronic flight bag (EFB);
(2) portable electronic devices carried by crew members or task specialists; and
(3) non-installed task specialist equipment.
GM1 SPO.IDE.A.100(d) Instruments and equipment — general
Positioning of Instruments
This requirement implies that whenever a single instrument is required in an aeroplane
operated in a multi-crew environment, the instrument needs to be visible from each flight
crew station.
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SPO.IDE.A.105 Minimum equipment for flight
A flight shall not be commenced when any of the aeroplane’s instruments, items of
equipment or functions required for the intended flight are inoperative or missing, unless:
(a) the aeroplane is operated in accordance with the minimum equipment list (MEL), if
established;
(b) for complex-motor-powered aeroplanes and for any aeroplane used in commercial
operations, the operator is approved by the Brunei DCA to operate the aeroplane
within the constraints of the master minimum equipment list (MMEL); or
(c) the aeroplane is subject to a permit to fly issued in accordance with the applicable
SPO.IDE.A.110 Spare electrical fuses
Aeroplanes shall be equipped with spare electrical fuses, of the ratings required for
complete circuit protection, for replacement of those fuses that are allowed to be replaced in
flight.
GM1 SPO.IDE.A.110 Spare electrical fuses
Fuses
A spare electrical fuse means a replaceable fuse in the flight crew compartment, not an
automatic circuit breaker or circuit breakers in the electric compartments.
SPO.IDE.A.115 Operating lights
Aeroplanes operated at night shall be equipped with:

(a) an anti-collision light system;
(b) navigation/position lights;
(c) a landing light;
(d) lighting supplied from the aeroplane's electrical system to provide adequate
illumination for all instruments and equipment essential to the safe operation of the
aeroplane;
(e) lighting supplied from the aeroplane's electrical system to provide illumination in all
cabin compartments;
(f) an independent portable light for each crew member station; and
(g) lights to conform with the International Regulations for Preventing Collisions at Sea if
the aeroplane is operated as a seaplane.
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SPO.IDE.A.120 Operations under VFR - flight and navigational instruments

and associated equipment
(a) Aeroplanes operated under VFR by day shall be equipped with a means of measuring
and displaying the following:
(1) magnetic heading,
(2) time in hours, minutes and seconds,
(3) pressure altitude,
(4) indicated airspeed,
(5) Mach number whenever speed limitations are expressed in terms of Mach
number, and
(6) slip for complex motor-powered aeroplanes.
(b) Aeroplanes operating under VMC at night shall be, in addition to (a), equipped with:
(1) a means of measuring and displaying the following:
(i) turn and slip,
(ii) attitude,
(iii) vertical speed, and
(iv) stabilised heading;
(2) a means of indicating when the supply of power to the gyroscopic instruments
is not adequate; and
(c) Complex motor-powered aeroplanes operating under VMC over water and out of sight
of the land shall be, in addition to (a) and (b), equipped with a means of preventing
malfunction of the airspeed indicating system due to condensation or icing.
(d) Aeroplanes operated in conditions where they cannot be maintained in a desired flight
path without reference to one or more additional instruments, shall be, in addition to (a)
and (b), equipped with a means of preventing malfunction of the airspeed indicating
system required in (a)(4) due to condensation or icing.
(e) Whenever two pilots are required for the operation, aeroplanes shall be equipped with
an additional separate means of displaying the following:
(3) slip, or turn and slip, as applicable,
(4) attitude, if applicable,
(5) vertical speed, if applicable
(6) stabilised heading, if applicable, and
number, if applicable.
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AMC1 SPO.IDE.A.120 & SPO.IDE.A.125 Operations under VFR & operations

under IFR — flight and navigational instruments and associated equipment
Integrated Instruments
(a) Individual equipment requirements may be met by combinations of instruments, by
integrated flight systems or by a combination of parameters on electronic displays. The
information so available to each required pilot should not be less than that required in
the applicable operational requirements, and the equivalent safety of the installation
should be approved during type certification of the aeroplane for the intended type of
operation.
(b) The means of measuring and indicating turn and slip, aeroplane attitude and stabilised
aeroplane heading may be met by combinations of instruments or by integrated flight
director systems, provided that the safeguards against total failure, inherent in the
three separate instruments, are retained.
AMC2 SPO.IDE.A.120 Operations under VFR — flight and navigational

instruments and associated equipment
Local Flights
For flights that do not exceed 60 minutes’ duration, that take off and land at the same
aerodrome, and that remain within 50 NM of that aerodrome, an equivalent means of
complying with SPO.IDE.A.120 (b)(1)(i), (b)(1)(ii) may be:
(a) a turn and slip indicator;
(b) a turn co-ordinator; or
(c) both an attitude indicator and a slip indicator.
GM1 SPO.IDE.A.120 Operations under VFR — flight and navigational

Slip Indication
Non-complex motor-powered aeroplanes should be equipped with a means of measuring
and displaying slip.
AMC1 SPO.IDE.A.120(a)(1) & SPO.IDE.A.125(a)(1) Operations under VFR &

operations under IFR — flight and navigational instruments and associated
equipment
Means of Measuring and Displaying Magnetic Heading

The means of measuring and displaying magnetic direction should be a magnetic compass
or equivalent.
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equipment
Means of Measuring and Displaying The Time — Complex Motor - Powered Aircraft
An acceptable means of compliance is a clock displaying hours, minutes and seconds, with a
sweep-second pointer or digital presentation.
Means of Measuring and Displaying The Time — Other than- Complex Motor- Powered
Aircraft
An acceptable means of measuring and displaying the time in hours, minutes and seconds
may be a wrist watch capable of the same functions.
AMC1 SPO.IDE.A.120(a)(3) & SPO.IDE.A.125(a)(3) Operations under VFR

operations & operations under IFR — flight and navigational instruments and
associated equipment
Calibration of The means of Measuring and Displaying Pressure Altitude

The instrument measuring and displaying pressure altitude should be of a sensitive type
calibrated in feet (ft), with a sub-scale setting, calibrated in hectopascals/millibars, adjustable
for any barometric pressure likely to be set during flight.

equipment
Calibration of the Instrument Indicating Airspeed

(d) The instrument indicating airspeed should be calibrated in knots (kts).
(e) In the case of aeroplanes with a maximum certified take-off mass (MCTOM) below 2
000 kg, calibration in kilometres per hour (kph) or in miles per hour (mph) is acceptable
when such units are used in the AFM.
AMC1 SPO.IDE.A.120(e) & SPO.IDE.A.125(c) Operations under VFR &

equipment
Multi-Pilot Operations — Duplicate Instruments

Duplicate instruments include separate displays for each pilot and separate selectors or
other associated equipment where appropriate.
AMC1 SPO.IDE.A.120(c) & SPO.IDE.A.125(d) Operations under VFR &

equipment
Means of Preventing Malfunction due to Condensation or Icing

The means of preventing malfunction due to either condensation or icing of the airspeed
indicating system should be a heated pitot tube or equivalent.
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SPO.IDE.A.125 Operations under IFR - flight and navigational instruments

Aeroplanes operated under IFR shall be equipped with:

(a) a means of measuring and displaying the following:
(5) vertical speed,
(6) turn and slip,
(7) attitude,
(8) stabilised heading,
(9) outside air temperature, and
(10) Mach number, whenever speed limitations are expressed in terms of Mach
number;
(b) a means of indicating when the supply of power to the gyroscopic instruments is not
adequate.
(c) whenever two pilots are required for the operation, an additional separate means of
displaying for the second pilot:
(3) vertical speed
(4) turn and slip,
(5) attitude,
(6) stabilised heading, and
number, if applicable;
(d) a means of preventing malfunction of the airspeed indicating system required in (a)(4)
and (c)(2) due to condensation or icing; and
(e) for complex motor-powered aeroplanes:
(1) an alternate source of static pressure;
(2) a chart holder in an easily readable position that can be illuminated for night
operations;
(3) a second independent means of measuring and displaying altitude unless
already installed to comply with (e)(1); and
(4) an emergency power supply, independent of the main electrical generating
system, for the purpose of operating and illuminating an attitude indicating
system for a minimum period of 30 minutes. The emergency power supply
shall be automatically operative after the total failure of the main electrical
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generating system and clear indication shall be given on the instrument that
the attitude indicator is being operated by emergency power.
AMC1 SPO.IDE.A.120 & SPO.IDE.A.125 Operations under VFR & operations

should be approved during type certification of the aeroplane for the intended type of
operation.
(b) The means of measuring and indicating turn and slip, aeroplane attitude and stabilised
aeroplane heading may be met by combinations of instruments or by integrated flight
GM1 SPO.IDE.A.125 Operations under IFR — flight and navigational

Alternate Source of Static Pressure

Aeroplanes should be equipped with an alternate source of static pressure.

equipment

or equivalent.

equipment
Means of Measuring and Displaying The Time — Complex Motor - Powered Aircraft
Means of Measuring and Displaying The Time — Other than- Complex Motor- Powered
Aircraft
AMC1 SPO.IDE.A.120(e) & SPO.IDE.A.125(c) Operations under VFR &

equipment
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AMC1 SPO.IDE.A.125(a)(9) Operations under IFR — flight and navigational

Means of Displaying Outside Air Temperature
GM1 SPO.IDE.A.125(a)(3) Operations under IFR — flight and navigational

Altimeters
Altimeters with counter drum-pointer or equivalent presentation are considered to be less
susceptible to misinterpretation for aeroplanes operating above 10 000 ft.

equipment
Calibration of the Instrument Indicating Airspeed

(a) The instrument indicating airspeed should be calibrated in knots (kts).
(b) In the case of aeroplanes with a maximum certified take-off mass (MCTOM) below 2
000 kg, calibration in kilometres per hour (kph) or in miles per hour (mph) is acceptable
when such units are used in the AFM.
AMC1 SPO.IDE.A.120(a)(3) & SPO.IDE.A.125(a)(3) Operations under VFR

operations & operations under IFR — flight and navigational instruments and
associated equipment
Calibration of The means of Measuring and Displaying Pressure Altitude

(a) The means of displaying outside air temperature should be calibrated in degrees
Celsius.
(b) In the case of aeroplanes with a maximum certified take-off mass (MCTOM) below
2 000 kg, calibration in degrees Fahrenheit is acceptable, when such unit is used in the
AFM.
(c) The means of displaying outside air temperature may be an air temperature indicator
that provides indications that are convertible to outside air temperature.
AMC1 SPO.IDE.A.120(c) & SPO.IDE.A.125(d) Operations under VFR &

equipment

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AMC1 SPO.IDE.A.125(e)(2) Operations under IFR — flight and navigational

Chart Holder
An acceptable means of compliance with the chart holder requirement for complex motor-
powered aeroplanes is to display a pre-composed chart on an electronic flight bag (EFB).
SPO.IDE.A.126 Additional equipment for single-pilot operation under IFR
Complex motor-powered aeroplanes operated under IFR with a single pilot shall be
equipped with an autopilot with at least altitude hold and heading mode.
SPO.IDE.A.130 Terrain awareness warning system (TAWS)
(a) Turbine-powered aeroplanes with a maximum certified take-off mass (MCTOM) of more
than 5 700 kg or an MOPSC of more than nine shall be equipped with a TAWS that
meets the requirements for:
(1) class A equipment, as specified in an acceptable standard, in the case of aeroplanes
for which the individual certificate of airworthiness (CofA) was first issued after
1 January 2011; or
(2) class B equipment, as specified in an acceptable standard, in the case of aeroplanes
for which the individual CofA was first issued on or before 1 January 2011.
(b) When used in commercial operations, turbine-powered aeroplanes for which the
individual CofA was first issued after 1 January 2019 and having an MCTOM of 5 700 kg
or less and an MOPSC of six to nine shall be equipped with a TAWS that meets the
requirements for class B equipment, as specified in an acceptable standard.
AMC1 SPO.IDE.A.130 Terrain awareness warning system (TAWS)
Excessive Downwards Glideslope Deviation Warning for Class a TAWS

The requirement for a Class A TAWS to provide a warning to the flight crew for excessive
downwards glideslope deviation should apply to all final approach glideslopes with angular
vertical navigation (VNAV) guidance, whether provided by the instrument landing system
(ILS), microwave landing system (MLS), satellite-based augmentation system approach
procedure with vertical guidance (SBAS APV (localiser performance with vertical guidance
approach LPV)), ground-based augmentation system (GBAS (GPS landing system, GLS)) or
any other systems providing similar guidance. The same requirement should not apply to
systems providing vertical guidance based on barometric VNAV.
GM1 SPO.IDE.A.130 Terrain awareness warning system (TAWS)
Acceptable Standard for TAWS

An acceptable standard for Class A and Class B TAWS may be the applicable European
Technical Standards Order (ETSO) issued by EASA or equivalent.
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SPO.IDE.A.131 Airborne collision avoidance system (ACAS)
Unless otherwise provided for by ICAO Doc 9863, turbine-powered aeroplanes with an
MCTOM of more than 5 700 kg shall be equipped with ACAS II.
SPO.IDE.A.132 Airborne weather detecting equipment - complex motor-

powered aeroplanes
The following aeroplanes shall be equipped with airborne weather detecting equipment when
operated at night or in IMC in areas where thunderstorms or other potentially hazardous
weather conditions, regarded as detectable with airborne weather detecting equipment,
may be expected to exist along the route:
(a) pressurised aeroplanes;
(b) non-pressurised aeroplanes with an MCTOM of more than 5 700 kg.
AMC1 SPO.IDE.A.132 Airborne weather detecting equipment — complex

motor-powered aeroplanes
General
The airborne weather detecting equipment should be an airborne weather radar. However,
for propeller-driven pressurised aeroplanes with a MCTOM not more than 5 700 kg and an
maximum certified seating configuration of not more than nine, other equipment capable of
detecting thunderstorms and other potentially hazardous weather conditions, regarded as
detectable with airborne weather radar equipment, are also acceptable.
SPO.IDE.A.133 Additional equipment for operations in icing conditions at

night - complex motor-powered aeroplanes
(a) Aeroplanes operated in expected or actual icing conditions at night shall be equipped
with a means to illuminate or detect the formation of ice.
(b) The means to illuminate the formation of ice shall not cause glare or reflection that
would handicap flight crew members in the performance of their duties.
SPO.IDE.A.135 Flight crew interphone system
Aeroplanes operated by more than one flight crew member shall be equipped with a flight
crew interphone system, including headsets and microphones for use by all flight crew
members.
AMC1 SPO.IDE.A.135 Flight crew interphone system
Type of Flight Crew Interphone

The flight crew interphone system should not be of a handheld type.
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SPO.IDE.A.140 Cockpit voice recorder
(a) The following aeroplanes shall be equipped with a CVR:

(1) aeroplanes with an MCTOM of more than 27 000 kg and first issued with
an individual CofA on or after 1 January 2016; and
(2) aeroplanes with an MCTOM of more than 2 250 kg:
(i) certified for operation with a minimum crew of at least two pilots;
(ii) equipped with turbojet engine(s) or more than one turboprop engine; and
(iii) for which a type certificate is first issued on or after 1 January 2016.
(b) The CVR shall be capable of retaining data recorded during at least:
(1) the preceding 25 hours for aeroplanes with an MCTOM of more than 27 000 kg and
first issued with an individual CofA on or after 1 January 2021; or
(2) the preceding 2 hours in all other cases
(c) The CVR shall record with reference to a timescale:
(1) voice communications transmitted from or received in the flight crew
compartment by radio;
(2) flight crew members’ voice communications using the interphone system and
the public address system, if installed;
(3) the aural environment of the flight crew compartment, including, without
interruption, the audio signals received from each boom and mask
microphone in use; and
(4) voice or audio signals identifying navigation or approach aids introduced
into a headset or speaker.
(d) The CVR shall start automatically to record prior to the aeroplane moving under its own
power and shall continue to record until the termination of the flight when the aeroplane
is no longer capable of moving under its own power.
(e) In addition to (d), depending on the availability of electrical power, the CVR shall start
to record as early as possible during the cockpit checks prior to engine start at the
beginning of the flight until the cockpit checks immediately following engine shutdown
at the end of the flight.
(f) If the CVR is not deployable, it shall have a device to assist in locating it under water.
By 1 January 2020 at the latest, this device shall have a minimum underwater
transmission time of 90 days. If the CVR is deployable, it shall have an automatic
emergency locator transmitter.
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AMC1 SPO.IDE.A.140 Cockpit voice recorder
General
(a) The operational performance requirements for cockpit voice recorders (CVRs) should
be those laid down in the European Organisation for Civil Aviation Equipment
(EUROCAE) Document ED- 112 (Minimum Operational Performance Specification for
Crash Protected Airborne Recorder Systems), dated March 2003, including
Amendments n°1 and n°2, or any later equivalent standard produced by EUROCAE.
(b) The operational performance requirements for equipment dedicated to the CVR should
(EUROCAE) Document ED-56A (Minimum Operational Performance Requirements
For Cockpit Voice Recorder Systems) dated December 1993, or EUROCAE Document
ED-112 (Minimum Operational Performance Specification for Crash Protected Airborne
Recorder Systems) dated March 2003, including Amendments n°1 and n°2, or any
later equivalent standard produced by EUROCAE.
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SPO.IDE.A.145 Flight data recorder
(a) Aeroplanes with an MCTOM of more than 5 700 kg and first issued with an individual
CofA on or after 1 January 2016 shall be equipped with an FDR that uses a digital
method of recording and storing data and for which a method of readily retrieving that
data from the storage medium is available.
(b) The FDR shall record the parameters required to determine accurately the aeroplane
flight path, speed, attitude, engine power, configuration and operation and be capable
of retaining data recorded during at least the preceding 25 hours.
(c) Data shall be obtained from aeroplane sources that enable accurate correlation with
information displayed to the flight crew.
(d) The FDR shall start automatically to record the data prior to the aeroplane being
capable of moving under its own power and shall stop automatically after the
aeroplane is incapable of moving under its own power.
(e) If the FDR is not deployable, it shall have a device to assist in locating it under water.
transmission time of 90 days. If the FDR is deployable, it shall have an automatic
AMC1 SPO.IDE.A.145 Flight data recorder
Operational Performance Requirements For Aeroplanes First Issued With An

Individual C of A On Or After 1 January 2016 And Before 1 January 2023
(a) The operational performance requirements for flight data recorders (FDRs) should be
those laid down in EUROCAE Document ED-112 (Minimum Operational Performance
Specification for Crash Protected Airborne Recorder Systems) dated March 2003,
including amendments No 1 and No 2, or any later equivalent standard produced by
EUROCAE.
(b) The flight data recorder should record, with reference to a timescale, the list of
parameters in Table 1 and Table 2, as applicable.
(c) The parameters to be recorded should meet the performance specifications
(designated ranges, sampling intervals, accuracy limits and minimum resolution in
read-out) as defined in the relevant tables of EUROCAE Document ED-112 (Minimum
Operational Performance Specification for Crash Protected Airborne Recorder
Systems), dated March 2003, including amendments No 1 and No 2, or any later
equivalent standard produced by EUROCAE.
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Table 1: All Aeroplanes
No* Parameter
1a Time; or
1b Relative time count
1c Global navigation satellite system (GNSS) time synchronisation
2 Pressure altitude
3 Indicated airspeed; or calibrated airspeed
4 Heading (primary flight crew reference) — when true or magnetic heading can be
selected, the primary heading reference, a discrete indicating selection, should be
recorded
5 Normal acceleration
6 Pitch attitude
7 Roll attitude
8 Manual radio transmission keying and CVR/FDR synchronisation reference.
9 Engine thrust/power
9a Parameters required to determine propulsive thrust/power on each engine
9b Flight crew compartment thrust/power lever position for aeroplanes with no mechanical
link between engine and flight crew compartment))
14 Total or outside air temperature
16 Longitudinal acceleration (body axis)
17 Lateral acceleration
18 Primary flight control surface and primary flight control pilot input (for multiple or split
surfaces, a suitable combination of inputs is acceptable instead of recording each
surface separately. For aeroplanes that have a flight control break-away capability that
allows either pilot to operate the controls independently, record both inputs):
18a Pitch axis
18b Roll axis
18c Yaw axis
19 Pitch trim surface position
23 Marker beacon passage
24 Warnings - in addition to the master warning each ‘red’ warning (including smoke
warnings from other compartments) should be recorded when the warning condition
cannot be determined from other parameters or from the CVR.
25 Each navigation receiver frequency selection
27 Air–ground status Air - ground status and a sensor of each landing gear if installed
* The number in the left hand column reflects the serial number depicted in EUROCAE ED-112.
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Table 2: Aeroplanes for which the data source for the parameter is either used by
aeroplane systems or is available on the instrument panel for use by the flight crew to
operate the aeroplane
No* Parameter
10 Flaps
10a Trailing edge flap position
10b Flight crew compartment control selection
11 Slats
11a Leading edge flap (slat) position
12 Thrust reverse status
13 Ground spoiler and speed brake:

13a Ground spoiler position
13b Ground spoiler selection
13c Speed brake position
13d Speed brake selection
15 Autopilot, autothrottle, automatic flight control system (AFCS) mode and engagement
status
20 Radio altitude. For autoland/Category III operations, each radio altimeter should be
recorded.
21 Vertical deviation - the approach aid in use should be recorded. For autoland/ Category
III operations, each system should be recorded.
21a ILS/GPS/GLS glide path
21b MLS elevation
21c Integrated approach navigation (IAN)/integrated area navigation (IRNAV), vertical
deviation
22 Horizontal deviation — the approach aid in use should be recorded. For autoland/CAT
III operations, each system should be recorded. It is acceptable to arrange them so that
at least one is recorded every second).
22a ILS/GPS/GLS localiser
22b MLS azimuth
22c GNSS approach path/IRNAV lateral deviation
26 Distance measuring equipment (DME) 1 and 2 distances

26a Distance to runway threshold(GLS)
26b Distance to missed approach point (IRNAV/IAN)
28 Ground proximity warning system (GPWS)/TAWS/ground collision avoidance system

(GCAS) status:
28a Selection of terrain display mode, including pop-up display status
28b Terrain alerts, including cautions and warnings and advisories
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No* Parameter
28c On/off switch position
29 Angle of attack
30 Low pressure warning (each system ):

30a Hydraulic pressure
30b Pneumatic pressure
31 Ground speed
32 Landing gear:
32a Landing gear position
32b Gear selector position
33 Navigation data:
33a Drift angle
33b Wind speed
33c Wind direction
33d Latitude
33e Longitude
33f GNSS augmentation in use
34 Brakes:
34a Left and right brake pressure
34b Left and right brake pedal position
35 Additional engine parameters (if not already recorded in parameter 9 of Table 1 of

AMC1 SPO.IDE.A.145 and if the aeroplane is equipped with a suitable data source):
35a Engine pressure ratio (EPR)
35b N1
35c Indicated vibration level
35d N2
35e Exhaust gas temperature (EGT)
35f Fuel flow
35g Fuel cut-off lever position
35h N3
36 Traffic alert and collision avoidance system (TCAS)/ACAS - a suitable combination of

discrete should be recorded to determine the status of the system:
36a Combined control
36b Vertical control
36c Up advisory
36d Down advisory
36e Sensitivity level
37 Wind shear warning
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No* Parameter
38 Selected barometric setting

38a Pilot
38b Co-pilot
39 Selected altitude (all pilot selectable modes of operation) — to be recorded for the
aeroplane where the parameter is displayed electronically
40 Selected speed (all pilot selectable modes of operation) — to be recorded for the
41 Selected Mach (all pilot selectable modes of operation) — to be recorded for the
42 Selected vertical speed (all pilot selectable modes of operation) — to be recorded for
the aeroplane where the parameter is displayed electronically
43 Selected heading (all pilot selectable modes of operation) — to be recorded for the
44 Selected flight path (All pilot selectable modes of operation) — to be recorded for the
aeroplane where the parameter is displayed electronically:
44a Course/desired track (DSTRK)
44b Path angle
44c Coordinates of final approach path (IRNAV/IAN)
45 Selected decision height — to be recorded for the aeroplane where the parameter is
displayed electronically
46 Electronic flight instrument system (EFIS) display format:

46a Pilot
46b Co-pilot
47 Multi-function/engine/alerts display format
48 AC electrical bus status — each bus
49 DC electrical bus status — each bus
50 Engine bleed valve position
51 Auxiliary power unit (APU) bleed valve position
52 Computer failure — (all critical flight and engine control systems)
53 Engine thrust command
54 Engine thrust target
55 Computed centre of gravity (CG)
56 Fuel quantity in CG trim tank
57 Head-up display in use
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No* Parameter
58 Para visual display on
59 Operational stall protection, stick shaker and pusher activation
60 Primary navigation system reference:

60a GNSS
60b Inertial navigational system (INS)
60c VHF omnidirectional radio range (VOR)/DME
60d MLS
60e Loran C
60f ILS
61 Ice detection
62 Engine warning — each engine vibration
63 Engine warning — each engine over temperature
64 Engine warning — each engine oil pressure low
65 Engine warning — each engine over speed
66 Yaw trim surface position
67 Roll trim surface position
68 Yaw or sideslip angle
69 De-icing and/or anti-icing systems selection
70 Hydraulic pressure — each system
71 Loss of cabin pressure
72 Trim control input position in the flight crew compartment,pitch— when mechanical
means for control inputs are not available, displayed trim positions or trim command
should be recorded
73 Trim control input position in the flight crew compartment roll— when mechanical means
for control inputs are not available, displayed trim positions or trim command should be
recorded
74 Trim control input position in the flight crew compartment , yaw- — when mechanical
should be recorded
75 All flight control input forces (for fly-by-wire flight control systems, where control surface
position is a function of the displacement of the control input device only, it is not
necessary to record this parameter):
75a Control wheel
75b Control column
75c Rudder pedal
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No* Parameter
76 Event marker
77 Date
78 Actual navigation performance (ANP) or estimate of position error (EPE) or estimate of

position uncertainty (EPU)
OPERATIONAL PERFORMANCE REQUIREMENTS FOR AEROPLANES FIRST ISSUED

WITH AN INDIVIDUAL Cofa ON OR AFTER 1 JANUARY 2023
those laid down in EUROCAE Document 112A (Minimum Operational Performance
Specification for Crash Protected Airborne Recorder Systems) dated September 2013,
or any later equivalent standard produced by EUROCAE.
(b) The FDR should, with reference to a timescale, record:
(1) the list of parameters in Table 1 below;
(2) the additional parameters listed in Table 2 below, when the information data
source for the parameter is used by aeroplane systems or is available on the
instrument panel for use by the flight crew to operate the aeroplane; and
(3) any dedicated parameters related to novel or unique design or operational
characteristics of the aeroplane as determined by the Agency.
(c) The parameters to be recorded should meet the performance specifications (range,
sampling intervals, accuracy limits and resolution in read-out) as defined in the relevant
tables of EUROCAE Document 112A, or any later equivalent standard produced by
EUROCAE.
Table 1: FDR — all aeroplanes
No* Parameter
1a Time; or

2 Pressure altitude (including altitude values displayed on each flight crew member’s
primary flight display)
3 Indicated airspeed or calibrated airspeed (including values of indicated airspeed or

calibrated airspeed displayed on each flight crew member’s primary flight display)
selected, the primary heading reference, a discrete indicating selection should be
recorded
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6 Pitch attitude — pitch attitude values displayed on each flight crew member’s primary
flight display should be recorded, unless the aeroplane is type certified before 1 January
2023 and recording the values displayed at the captain position or the first officer position
would require extensive modification.
7 Roll attitude — roll attitude values displayed on each flight crew member’s primary flight
display should be recorded, unless the aeroplane is type certified before 1 January 2023
and recording the values displayed at the captain position or the first officer position
8 Manual radio transmission keying and CVR/FDR synchronisation reference
9 Engine thrust/power:
9a Parameters required to determine propulsive thrust/power on each engine, in both normal
and reverse thrust
Flight crew compartment thrust/power lever position (for aeroplanes with non-
9b
mechanically linked engine controls in the flight crew compartment)
18 Primary flight control surface and/or primary flight control pilot input (For aeroplanes with
control systems in which the movement of a control surface will back drive the pilot’s
control, ‘or’ applies. For aeroplanes with control systems in which the movement of a
control surface will not back drive the pilot’s control, ‘and’ applies. For multiple or split
surfaces, a suitable combination of inputs is acceptable in lieu of recording each surface
separately. For aeroplanes that have a flight control break-away capability that allows
either pilot to operate the controls independently, record both inputs):
18a Pitch axis
18b Roll axis
18c Yaw axis
24 Warnings — in addition to the master warning, each ‘red’ warning that cannot be
determined from other parameters or from the CVR and each smoke warning from other
compartments should be recorded.
27 Air-ground status . Air–ground status and a sensor of each landing gear if installed
* The number in the left-hand column reflects the serial number depicted in EUROCAE Document
112A.
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Table 2: FDR — Aeroplanes for which the data source for the parameter is either used by the
aeroplane systems or is available on the instrument panel for use by the flight crew to operate the
aeroplane
No* Parameter
10 Flaps:
11 Slats:

15 Autopilot, autothrottle and automatic flight control system (AFCS): mode and engagement
status (showing which systems are engaged and which primary modes are controlling the
flight path and speed of the aircraft)
20 Radio altitude. For auto-land/category III operations, each radio altimeter should be
recorded.
21 Vertical deviation — the approach aid in use should be recorded. For auto-land/category
III operations, each system should be recorded:
21a
ILS/GPS/GLS glide path
MLS elevation
21b
Integrated approach navigation (IAN)/Integrated Area Navigation (IRNAV), vertical
21c
deviation
Horizontal deviation — the approach aid in use should be recorded. For

22
autoland/category III operations, each system should be recorded:
22a LS/GPS/GLS localiser
22b MLS azimuth
22c Integrated approach navigation (IAN) /Integrated Area Navigation IRNAV lateral
deviation, vertical deviation
26 Distance measuring equipment (DME) 1 and 2 distances:

26a Distance to runway threshold (GLS)
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28 Ground proximity warning system (GPWS)/terrain awareness warning system

(TAWS)/ground collision avoidance system (GCAS) status — a suitable combination of
discretes unless recorder capacity is limited in which case a single discrete for all modes
is acceptable:
29 Angle of attack
30 Low pressure warning (each system):

31 Ground speed
32 Landing gear:
33 Navigation data:
33a Drift angle
33b Wind speed
33c Wind direction
33d Latitude
33e Longitude
34 Brakes:
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35 Additional engine parameters (if not already recorded in Parameter 9 of Table 1, and if
the aeroplane is equipped with a suitable data source):
Engine pressure ratio (EPR)
35a
N1
35b
Indicated vibration level
35c
N2
35d
Exhaust gas temperature (EGT)
35e
Fuel flow
35f
Fuel cut-off lever position
35g
N3
35h
Engine fuel metering valve position (or equivalent parameter from the system that directly
35i
controls the flow of fuel into the engine) — for aeroplanes type certified before 1 January
2023, to be recorded only if this does not require extensive modification.
36 Traffic alert and collision avoidance system (TCAS)/airborne collision avoidance system
(ACAS) — a suitable combination of discretes should be recorded to determine the status
of the system:
36a
Combined control
36b
Vertical control
36c
Up advisory
36d
Down advisory
36e
Sensitivity level
38 Selected barometric setting — to be recorded for the aeroplane where the parameter is
displayed electronically:
Pilot selected barometric setting
38a
Co-pilot selected barometric setting
38b
42 Selected vertical speed (all pilot selectable modes of operation) — to be recorded for the
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44 Selected flight path (all pilot selectable modes of operation) — to be recorded for the
Course/desired track (DSTRK)
44a
Path angle
44b
Coordinates of final approach path (IRNAV/IAN)
44c
46 Electronic flight instrument system (EFIS) display format, showing the display system
status:
Pilot
46a
Co-pilot
46b
47 Multi-function/engine/alerts display format, showing the display system status
48 Alternating current (AC) electrical bus status — each bus
49 Direct current (DC) electrical bus status — each bus
50 Engine bleed valve(s) position
51 Auxiliary power unit (APU) bleed valve(s) position
52 Computer failure — all critical flight and engine control systems
58 Paravisual display on

60a GNSS
60c VHF omnidirectional radio range (VOR)/distance measuring equipment (DME)
60d MLS
60e Loran C
60f ILS
61 Ice detection
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65 Engine warning — each engine overspeed
72 Trim control input position in the flight crew compartment, pitch — when mechanical
means for control inputs are not available, displayed trim position or trim command
should be recorded
73 Trim control input position in the flight crew compartment, roll — when mechanical means
for control inputs are not available, displayed trim position or trim command should be
recorded.
74 Trim control input position in the flight crew compartment, yaw — when mechanical
should be recorded.
75a Control wheel input forces
75b Control column input forces
75c Rudder pedal input forces
76 Event marker
77 Date

79 Cabin pressure altitude — for aeroplanes type certified before 1 January 2023, to be
recorded only if this does not require extensive modification
80 Aeroplane computed weight — for aeroplanes type certified before 1 January 2023, to be
81 Flight director command:
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81a Left flight director pitch command — for aeroplanes type certified before 1 January 2023,
to be recorded only if this does not require extensive modification
Left flight director roll command — for aeroplanes type certified before 1 January 2023, to
81b
be recorded only if this does not require extensive modification
81c
Right flight director pitch command — for aeroplanes type certified before 1 January
81d 2023, to be recorded only if this does not require extensive modification
81e Right flight director roll command — for aeroplanes type certified before 1 January 2023,
82 Vertical speed — for aeroplanes type certified before 1 January 2023, to be recorded only
if this does not require extensive modification
112A.
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SPO.IDE.A.150 Data link recording
(a) Aeroplanes first issued with an individual CofA on or after 1 January 2016 that have
the capability to operate data link communications and are required to be equipped
with a CVR shall record on a recorder, where applicable:
(1) data link communication messages related to ATS communications to and
from the aeroplane, including messages applying to the following applic ations:
(i) data link initiation;
(ii) controller–pilot communication;
(iii) addressed surveillance;
(iv) flight information;
(v) as far as is practicable, given the architecture of the system, aircraft
broadcast surveillance;
(vi) as far as is practicable, given the architecture of the system, aircraft
operational control data; and
(vii) as far as is practicable, given the architecture of the system, graphics;
(2) information that enables correlation to any associated records related to data
link communications and stored separately from the aeroplane; and
(3) information on the time and priority of data link communications messages,
taking into account the system’s architecture.
(b) The recorder shall use a digital method of recording and storing data and information
and a method for readily retrieving that data. The recording method shall allow the data
to match the data recorded on the ground.
(c) The recorder shall be capable of retaining data recorded for at least the same duration
as set out for CVRs in SPO.IDE.A.140.
(d) If the recorder is not deployable, it shall have a device to assist in locating it under
water. By 1 January 2020 at the latest, this device shall have a minimum underwater
transmission time of 90 days. If the recorder is deployable, it shall have an automatic
(e) The requirements applicable to the start and stop logic of the recorder are the same as
the requirements applicable to the start and stop logic of the CVR contained in
SPO.IDE.A.140 (d) and (e).
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AMC1 SPO.IDE.A.150 Data link recording
General
(a) As a means of compliance with SPO.IDE.A.150 (a) the recorder on which the data link
messages are recorded may be:
(1) the CVR;
(2) the FDR;
(3) a combination recorder when SPO.IDE.A.155 is applicable; or
(4) a dedicated flight recorder. In that case, the operational performan ce
requirements for this recorder should be those laid down in EUROCAE
Document ED-112 (Minimum Operational Performance Specification for
Crash Protected Airborne Recorder Systems), dated March 2003, including
amendments No°1 and No 2, or any later equivalent standard produced by
EUROCAE.
(b) As a means of compliance with SPO.IDE.A.150 (a)(2) the operator should enable
correlation by providing information that allows an accident investigator to understand
what data was provided to the aircraft and, when the provider identification is contained
in the message, by which provider.
(c) The timing information associated with the data link communications messages
required to be recorded by SPO.IDE.A.150 (a)(3) should be capable of being
determined from the airborne-based recordings. This timing information should include
at least the following:
(1) the time each message was generated;
(2) the time any message was available to be displayed by the flight crew;
(3) the time each message was actually displayed or recalled from a queue; an d
(4) the time of each status change.
(d) The message priority should be recorded when it is defined by the protocol of the data
link communication message being recorded.
(e) The expression ‘taking into account the system’s architecture’, in SPO.IDE.A.150
(a)(3), means that the recording of the specified information may be omitted if the
existing source systems involved would require a major upgrade. The following should
be considered:
(1) the extent of the modification required;
(2) the down-time period; and
(3) equipment software development.
(f) Data link communications messages that support the applications in Table 1 below
should be recorded.
(g) Further details on the recording requirements can be found in the recording
requirement matrix in Appendix D.2 of EUROCAE Document ED-93 (Minimum Aviation
System Performance Specification for CNS/ATM Recorder Systems), dated November
1998.
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Table 1: Data link recording
Item No Application Type Application Description Required

Recording
Content
1 Data link initiation This includes any application used to log on to, or initiate, C
a data link service. In future air navigation system (FANS)-
1/A and air traffic navigation (ATN), these are ATS
facilities notification (AFN) and context management (CM),
respectively.
2 Controller/pilot This includes any application used to exchange requests, C

communication clearances, instructions and reports between the flight
crew and controllers on the ground. In FANS-1/A and
ATN, this includes the controller pilot data link
communications (CPDLC) application.
It also includes applications used for the exchange of
oceanic clearances (OCL) and departure clearances
(DCL), as well as data link delivery of taxi clearances.
3 Addressed This includes any surveillance application in which the C, F2

surveillance ground sets up contracts for delivery of surveillance data.
In FANS-1/A and ATN, this includes the automatic
dependent surveillance- contract (ADS-C) application.
4 Flight information This includes any application used for delivery of flight C
information data to specific aeroplanes. This includes for
example digital automatic terminal information service (D
ATIS), data link operational terminal information service (D
OTIS), digital weather information services (data link-
meteorological aerodrome or aeronautical report (D-
METAR) or terminal weather information for pilots (TWIP)),
data link flight information service (D-FIS), and Notice to
Airmen (electronic NOTAM) delivery.
5 Broadcast This includes elementary and enhanced surveillance M*, F2

surveillance systems, as well as automatic dependent surveillance-
broadcast (ADS-B) output data.
6 Aeronautical This includes any application transmitting or receiving data M*

operational control used for AOC purposes (in accordance with the ICAO
(AOC) data definition of AOC). Such systems may also process
aeronautical administrative communication (AAC)
messages, but there is no requirement to record AAC
messages
7 Graphics This includes any application receiving graphical data to M*

be used for operational purposes (i.e. excluding
applications that are receiving such things as updates to F1
manuals).
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GM1 SPO.IDE.A.150 Data link recording
General
(a) The letters and expressions in Table 1 of AMC1 SPO.IDE.A.150 have the following
meaning:
(1) C: complete contents recorded.
(2) M: information that enables correlation with any associated records stored
separately from the aeroplane.
(3) *: applications that are to be recorded only as far as is practicable, given the
architecture of the system.
(4) F1: graphics applications may be considered as AOC messages when they
are part of a data link communications application service run on an individual
basis by the operator itself in the framework of the operational control.
(5) F2: where parametric data sent by the aeroplane, such as Mode S, is reported
within the message, it should be recorded unless data from the same source
is recorded on the FDR.
(b) The definitions of the applications type in Table 1 of AMC1 SPO.IDE.A.150 are
described in Table 1 below.
Table 1: Definitions of the applications type
Item No Application Type Messages Comments
1 CM CM is an ATN service
2 AFN AFN is a FANS 1/A service
3 CPDLC All implemented up and downlink messages to be

recorded
4 ADS-C ADS-C reports All contract requests and reports recorded
Position reports Only used within FANS 1/A. Mainly used in oceanic
and remote areas.
5 ADS-B Surveillance data Information that enables correlation with any

associated records stored separately from the
aeroplane.
6 D-FIS D-FIS is an ATN service. All implemented up and

downlink messages to be recorded
7 TWIP TWIP messages Terminal weather information for pilots
8 D-ATIS ATIS messages Refer to EUROCAE ED-89A, dated December

2003: Data Link Application System Document
(DLASD) for the ‘ATIS’ data link service
9 OCL OCL messages Refer to EUROCAE ED-106A, dated March 2004:

Data Link Application System Document (DLASD)
for ‘Oceanic Clearance’ (OCL) data link service
10 DCL DCL messages Refer to EUROCAE ED-85A, dated December

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(DLASD) for ‘Departure Clearance’ data link service
11 Graphics Weather maps & Graphics exchanged in the framework of

other graphics procedures within the operational control, as
specified in Part-ORO.
Information that enables correlation with any
aeroplane.
12 AOC Aeronautical Messages exchanged in the framework of

operational control procedures within the operational control, as
messages specified in Part-ORO.
aeroplane. Definition in EUROCAE ED-112, dated
March 2003.
13 Surveillance Downlinked As defined in ICAO Annex 10 Volume IV

aircraft parameters (Surveillance systems and ACAS).
(DAP)
AAC aeronautical administrative communications

ADS-B automatic dependent surveillance — broadcast
ADS-C automatic dependent surveillance — contract
AFN aircraft flight notification
AOC aeronautical operational control
ATIS automatic terminal information service
ATSC air traffic service communication
CAP controller access parameters
CPDLC controller pilot data link communications
CM configuration/context management
D-ATIS digital ATIS
D-FIS data link flight information service
D-METAR data link meteorological airport report
DCL departure clearance
FANS Future Air Navigation System
FLIPCY flight plan consistency
OCL oceanic clearance
SAP system access parameters
TWIP terminal weather information for pilots
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GM1 SPO.IDE.A.150(a) Data link recording
Applicability of the data link recording requirement

(a) If it is certain that the aeroplane cannot use data link communication messages for
ATS communications corresponding to any application designated by
SPO.IDE.A.150(a)(1), then the data link recording requirement does not apply.
(b) Examples where the aeroplane cannot use data link communication messages for ATS
communications include but are not limited to the cases where:
(1) the aeroplane data link communication capability is disabled permanently a nd
in a way that it cannot be enabled again during the flight;
(2) data link communications are not used to support air traffic service (ATS) in
the area of operation of the aeroplane; and
(3) the aeroplane data link communication equipment cannot communicate with
the equipment used by ATS in the area of operation of the aeroplane.
SPO.IDE.A.155 Flight data and cockpit voice combination recorder
Compliance with CVR requirements and FDR requirements may be achieved by:
(a) one flight data and cockpit voice combination recorder if the aeroplane has to be
equipped with a CVR or an FDR; or
(b) two flight data and cockpit voice combination recorders if the aeroplane has to be
equipped with a CVR and an FDR.
AMC1 SPO.IDE.A.155 Flight data and cockpit voice combination recorder
General
When two flight data and cockpit voice combination recorders are installed, one should be
located near the flight crew compartment in order to minimise the risk of data loss due to a
failure of the wiring that gathers data to the recorder. The other should be located at the rear
section of the aeroplane, in order to minimise the risk of data loss due to recorder damage in
the case of a crash.
GM1 SPO.IDE.A.155 Flight data and cockpit voice combination recorder
General
(a) A flight data and cockpit voice combination recorder is a flight recorder that records:
(1) all voice communications and the aural environment required by
SPO.IDE.A.140; and
(2) all parameters and specifications required by SPO.IDE.A.145, with the same
specifications required by SPO.IDE.A.140 and SPO.IDE.A.145.
(b) In addition a flight data and cockpit voice combination recorder may record data link
communication messages and related information required by SPO.IDE.A.150.
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SPO.IDE.A.160 Seats, seat safety belts and restraint systems
Aeroplanes shall be equipped with:

(a) a seat or station for each crew member or task specialist on board;
(b) a seat belt on each seat, and restraint devices for each station;
(c) for other-than-complex motor-powered aeroplanes, a seat belt with upper torso
restraint system on each flight crew seat, having a single point release for aeroplanes
having a CofA first issued on or after 25 August 2016;
(d) for complex motor-powered aeroplanes, a seat belt with upper torso restraint system,
incorporating a device that will automatically restrain the occupant's torso in the event
of rapid deceleration:
(1) on each flight crew seat and on any seat alongside a pilot's seat; and
(2) on each observer's seat located in the flight crew compartment.
(e) The seat belt with upper torso restraint system required by (d) shall have:
(1) a single point release;
(2) on flight crew seats and on any seat alongside a pilot's seat:
(i) two shoulder straps and a seat belt that may be used independently; or
(ii) a diagonal shoulder strap and a seat belt that may be used independently
for the following aeroplanes:
(A) aeroplanes with an MCTOM of less than 5 700 kg and with an
MOPSC of less than nine that are compliant with the emergency
landing dynamic conditions defined in the applicable certification
specification;
(B) aeroplanes with an MCTOM of less than 5 700 kg and with an
MOPSC of less than nine that are not compliant with the emergency
landing dynamic conditions defined in the applicable certification
specification and having an individual CofA first issued before 25
August 2016.
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AMC1 SPO.IDE.A.160 Seats, seat safety belts and restraint systems
Upper Torso Restraint System For Other-Than-Complex Motor-Powered Aeroplanes

(a) The following systems are deemed to be compliant with the requirement for an upper
torso restraint system:
(1) A seat belt with a diagonal shoulder strap;
(2) A restraint system having a seat belt and two shoulder straps that may be
used independently;
(3) A restraint system having a seat belt, two shoulder straps and additi onal
straps that may be used independently.
(b) The use of the upper torso restraint independently from the use of the seat belt is
intended as an option for the comfort of the occupant of the seat in those phases of
flight where only the seat belt is required to be fastened. A restraint system including a
seat belt and an upper torso restraint that both remain permanently fastened is also
acceptable.
Upper Torso Restraint System For Complex Motor-Powered Aeroplanes
(a) A restraint system, including a seat belt, two shoulder straps and additional straps is
deemed to be compliant with the requirement for restraint systems with two shoulder
straps.
(b) An upper torso restraint system which restrains permanently the torso of the occupant
is deemed to be compliant with the requirement for an upper torso restraint system
incorporating a device that will automatically restrain the occupant’s torso in the event
of rapid deceleration.
(c) The use of the upper torso restraint independently from the use of the seat belt is
intended as an option for the comfort of the occupant of the seat in those phases of
flight where only the seat belt is required to be fastened. A restraint system including a
seat belt and an upper torso restraint that both remain permanently fastened is also
acceptable.
Seat Belt
A seat belt with a diagonal shoulder strap (three anchorage points) is deemed to be
compliant with the requirement for a seat belt (two anchorage points).
GM1 SPO.IDE.A.160 Seats, seat safety belts, restraint systems
Emergency Landing Dynamic Conditions

Emergency landing dynamic conditions are defined in 23.562 of CS-23 or equivalent and in
25.562 of CS-25 or equivalent.
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SPO.IDE.A.165 First-aid kit
(a) Aeroplanes shall be equipped with a first-aid kit.

(b) The first-aid kit shall be:
(1) readily accessible for use; and
(2) kept up-to-date.
AMC1 SPO.IDE.A.165 First-aid kit
Content of First-Aid Kits — Other Than Complex Motor-Powered Aeroplanes

(a) First-aid kits (FAKs) should be equipped with appropriate and sufficient medications
and instrumentation. However, these kits should be amended by the operator
according to the characteristics of the operation (scope of operation, flight duration,
number and demographics of passengers, etc.).
(b) The following should be included in the FAKs:
(1) bandages (assorted sizes),
(2) burns dressings (large and small),
(3) wound dressings (large and small),
(4) adhesive dressings (assorted sizes),
(5) antiseptic wound cleaner,
(6) safety scissors, and
(7) disposable gloves.
Content of First-Aid Kits — Complex Motor-Powered Aeroplanes

(a) First-aid kits should be equipped with appropriate and sufficient medications and
instrumentation. However, these kits should be amended by the operator according to
the characteristics of the operation (scope of operation, flight duration, number and
demographics of persons on board etc.).
(1) Equipment:
(i) bandages (assorted sizes);
(ii) burns dressings (unspecified);
(iii) wound dressings (large and small);
(iv) adhesive dressings (assorted sizes);
(v) adhesive tape;
(vi) adhesive wound closures;
(vii) safety pins;
(viii) safety scissors;
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(ix) antiseptic wound cleaner;

(x) disposable resuscitation aid;
(xi) disposable gloves;
(xii) tweezers: splinter; and
(xiii) thermometers (non-mercury).
(2) Medications:
(i) simple analgesic (may include liquid form);
(ii) antiemetic;
(iii) nasal decongestant;
(iv) gastrointestinal antacid, in the case of aeroplanes carrying more than nine
persons;
(v) anti-diarrhoeal medication, in the case of aeroplanes carrying more than
nine persons; and
(vi) antihistamine.
(3) Other:
(i) a list of contents in at least two languages (English and one other). This
should include information on the effects and side effects of medications
carried;
(ii) first-aid handbook, current edition;
(iii) medical incident report form; and
(iv) biohazard disposal bags.
(4) An eye irrigator, although not required to be carried in the FAK, should, where
possible, be available for use on the ground.
Maintenance of First-Aid Kit

To be kept up to date, the first-aid kit should be:
(c) inspected periodically to confirm, to the extent possible, that contents are maintained in
the condition necessary for their intended use;
(d) replenished at regular intervals, in accordance with instructions contained on their
labels, or as circumstances warrant; and
(e) replenished after use in-flight at the first opportunity where replacement items are
available.
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SPO.IDE.A.170 Supplemental oxygen - pressurised aeroplanes
(a) Pressurised aeroplanes operated at flight altitudes for which the oxygen supply is
required in accordance with (b) shall be equipped with oxygen storage and dispensing
apparatus capable of storing and dispensing the required oxygen supplies.
(b) Pressurised aeroplanes operated above flight altitudes at which the pressure altitude in
the cabin compartments is above 10 000 ft shall carry enough breathing oxygen to
supply all crew members and task specialists at least:
(1) for any period when the cabin pressure altitude exceeds 15 000 ft, but in no
case less than 10 minutes’ supply;
(2) for any period when, in the event of loss of pressurisation and taking into
account the circumstances of the flight, the pressure altitude in the flight crew
and cabin compartment will be between 14 000 ft and 15 000 ft;
(3) for any period in excess of 30 minutes when the pressure altitude in the flight
crew and cabin compartment will be between 10 000 ft and 14 000 ft; and
(4) for no less than 10 minutes, in the case of aeroplanes operated at pressure
altitudes above 25 000 ft, or operated below that altitude, but under conditions
that will not allow them to descend safely to a pressure altitude of 13 000 ft
within 4 minutes.
(c) Pressurised aeroplanes operated at flight altitudes above 25 000 ft shall, in addition, be
equipped with:
(1) a device to provide a warning indication to the flight crew of any loss of
pressurisation; and
(2) in the case of complex motor-powered aeroplanes, quick donning masks for
flight crew members.
AMC1 SPO.IDE.A.170 Supplemental oxygen — pressurised aeroplanes
Determination of Oxygen
(a) In the determination of oxygen for the routes to be flown, it is assumed that the
aeroplane will descend in accordance with the emergency procedures specified in the
AFM, without exceeding its operating limitations, to a flight altitude that will allow the
flight to be completed safely (i.e. flight altitudes ensuring adequate terrain clearance,
navigational accuracy, hazardous weather avoidance, etc.).
(b) The amount of oxygen should be determined on the basis of cabin pressure altitude,
flight duration and on the assumption that a cabin pressurisation failure will occur at the
pressure altitude or point of flight that is most critical from the standpoint of oxygen
need.
(c) Following a cabin pressurisation failure, the cabin pressure altitude should be
considered to be the same as the aeroplane pressure altitude unless it can be
demonstrated to the Brunei DCA that no probable failure of the cabin or pressurisation
system will result in a cabin pressure altitude equal to the aeroplane pressure altitude.
Under these circumstances, the demonstrated maximum cabin pressure altitude may
be used as a basis for determination of oxygen supply.
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GM1 SPO.IDE.A.170(c)(2) Supplemental oxygen — pressurised aeroplanes
Quick Donning Masks

A quick donning mask is a type of mask that:
(a) can be placed on the face from its ready position, properly secured, sealed and
supplying oxygen upon demand, with one hand and within 5 seconds and will
thereafter remain in position, both hands being free;
(b) can be donned without disturbing eye glasses and without delaying the flight crew
member from proceeding with assigned emergency duties;
(c) once donned, does not prevent immediate communication between the flight crew
members and other crew members over the aircraft intercommunication system; and
(d) does not inhibit radio communications.
SPO.IDE.A.175 Supplemental oxygen - non-pressurised aeroplanes
(a) Non-pressurised aeroplanes operated at flight altitudes when the oxygen supply is
(b) Non-pressurised aeroplanes operated above flight altitudes at which the pressure
altitude in the cabin compartments is above 10 000 ft shall carry enough breathing
oxygen to supply:
(1) all crew members for any period in excess of 30 minutes when the
pressure altitude in the cabin compartment will be between 10 000 ft and 13
000 ft; and
(2) all persons on board for any period that the pressure altitude in the cabin
compartment will be above 13 000 ft.
(c) Notwithstanding (b), excursions of a specified duration between 13 000 ft and 16 000 ft
may be undertaken without oxygen supplies, in accordance with SPO.OP.195(b).
AMC1 SPO.IDE.A.175 Supplemental oxygen — non-pressurised aeroplanes
(a) In the determination of oxygen for the routes to be flown, it is assumed that the
aeroplane will descend in accordance with the emergency procedures specified in the
AFM, without exceeding its operating limitations, to a flight altitude that will allow the
flight to be completed safely (i.e. flight altitudes ensuring adequate terrain clearance,
navigational accuracy, hazardous weather avoidance etc.).
(b) The amount of oxygen should be determined on the basis of cabin pressure altitude
and flight duration.
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SPO.IDE.A.180 Hand fire extinguishers
(a) Aeroplanes, except ELA1 aeroplanes, shall be equipped with at least one hand fire
extinguisher:
(1) in the flight crew compartment; and
(2) in each cabin compartment that is separate from the flight crew
compartment, except if the compartment is readily accessible to the flight
crew.
(b) The type and quantity of extinguishing agent for the required fire extinguishers shall be
suitable for the type of fire likely to occur in the compartment where the extinguisher is
intended to be used and to minimise the hazard of toxic gas concentration in
compartments occupied by persons.
AMC1 SPO.IDE.A.180 Hand fire extinguishers
Number, Location and Type

(a) The number and location of hand fire extinguishers should be such as to provide
adequate availability for use, account being taken of the number and size of the cabin
compartments, the need to minimise the hazard of toxic gas concentrations and the
location of toilets, galleys, etc. These considerations may result in the number of fire
extinguishers being greater than the minimum required.
(b) There should be at least one hand fire extinguisher installed in the flight crew
compartment and this should be suitable for fighting both flammable fluid and electrical
equipment fires. Additional hand fire extinguishers may be required for the protection of
other compartments accessible to the flight crew or task specialist in flight. Dry
chemical fire extinguishers should not be used in the flight crew compartment, or in any
compartment not separated by a partition from the flight crew compartment, because of
the adverse effect on vision during discharge and, if conductive, interference with
electrical contacts by the chemical residues.
(c) Where only one hand fire extinguisher is required in the cabin compartments, it should
be located near the task specialist’s station, where provided.
(d) Where two or more hand fire extinguishers are required in the cabin compartments and
their location is not otherwise dictated by consideration of (a), an extinguisher should
be located near each end of the cabin with the remainder distributed throughout the
cabin as evenly as is practicable.
(e) Unless an extinguisher is clearly visible, its location should be indicated by a placard or
sign. Appropriate symbols may also be used to supplement such a placard or sign.
SPO.IDE.A.181 Crash axe and crowbar
Aeroplanes with an MCTOM of more than 5 700 kg shall be equipped with at least one
crash axe or crowbar located in the flight crew compartment.
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SPO.IDE.A.185 Marking of break-in points
If areas of the aeroplane’s fuselage suitable for break-in by rescue crews in an emergency
are marked, such areas shall be marked as shown in Figure 1.
Figure 1: Marking of break-in points
AMC1 SPO.IDE.A.185 Marking of break-in points
Colour and Corners’ Marking

(a) The colour of the markings should be red or yellow and, if necessary, should be
outlined in white to contrast with the background.
(b) If the corner markings are more than 2 m apart, intermediate lines 9 cm x 3 cm should
be inserted so that there is no more than 2 m between adjacent markings.
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SPO.IDE.A.190 Emergency locator transmitter (ELT)
(a) Aeroplanes shall be equipped with:

(1) an ELT of any type or an aircraft localisation means meeting the requirement
of CAT.GEN.MPA.210, when first issued with an individual CofA on or before
1 July 2008;
(2) an automatic ELT or an aircraft localisation means meeting the requirement of
CAT. GEN.MPA.210, when first issued with an individual CofA after 1 July 2008;
or
(3) a survival ELT (ELT(S)) or a personal locator beacon (PLB), carried by a
crew member or a task specialist, when certified for a maximum seating
configuration of six or less.
(b) ELTs of any type and PLBs shall be capable of transmitting simultaneously on 121.5
MHz and 406 MHz.
AMC1 SPO.IDE.A.190 Emergency locator transmitter (ELT)
Batteries
(a) All batteries used in ELTs or PLBs should be replaced (or recharged, if the battery is
rechargeable) when the equipment has been in use for more than 1 cumulative hour or
in the following cases:
(1) Batteries specifically designed for use in ELTs and having an airworthiness
release certificate (EASA Form 1 or equivalent) should be replaced (or
recharged, if the battery is rechargeable) before the end of their useful life in
accordance with the maintenance instructions applicable to the ELT.
(2) Standard batteries manufactured in accordance with an industry standard and
not having an airworthiness release certificate (EASA Form 1 or equivalent),
when used in ELTs should be replaced (or recharged, if the battery is
rechargeable) when 50 % of their useful life (or for rechargeable, 50 % of their
useful life of charge), as established by the battery manufacturer, has exp ired.
(3) All batteries used in PLBs should be replaced (or recharged, if the battery is
rechargeable) when 50 % of their useful life (or for rechargeable, 50 % of their
useful life of charge), as established by the battery manufacturer, has expired.
(4) The battery useful life (or useful life of charge) criteria in (1),(2) and (3) do not
apply to batteries (such as water-activated batteries) that are essentially
unaffected during probable storage intervals.
(b) The new expiry date for a replaced (or recharged) battery should be legibly marked on
the outside of the equipment.
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Types of ELT and General Technical Specifications

(a) The ELT required by this provision should be one of the following:
(1) Automatic fixed (ELT(AF)). An automatically activated ELT that is permanently
attached to an aircraft and is designed to aid search and rescue (SAR) teams
in locating the crash site.
(2) Automatic portable (ELT(AP)). An automatically activated ELT that is rigidly
attached to an aircraft before a crash, but is readily removable from the
aircraft after a crash. It functions as an ELT during the crash sequence. If the
ELT does not employ an integral antenna, the aircraft-mounted antenna may
be disconnected and an auxiliary antenna (stored on the ELT case) attached
to the ELT. The ELT can be tethered to a survivor or a life-raft. This type of
ELT is intended to aid SAR teams in locating the crash site or survivor(s).
(3) Automatic deployable (ELT(AD)). An ELT that is rigidly attached t o the aircraft
before the crash and that is automatically ejected, deployed and activated by
an impact, and, in some cases, also by hydrostatic sensors. Manual
deployment is also provided. This type of ELT should float in water and is
intended to aid SAR teams in locating the crash site.
(4) Survival ELT (ELT(S)). An ELT that is removable from an aircraft, stowed so
as to facilitate its ready use in an emergency and manually activated by a
survivor. An ELT(S) may be activated manually or automatically (e.g. by water
activation). It should be designed to be tethered to a life-raft or a survivor. A
water-activated ELT(S) is not an ELT(AP).
(b) To minimise the possibility of damage in the event of crash impact, the automatic ELT
should be rigidly fixed to the aircraft structure, as far aft as is practicable, with its
antenna and connections arranged so as to maximise the probability of the signal
being transmitted after a crash.
(c) Any ELT carried should operate in accordance with the relevant provisions of ICAO
Annex 10, Volume III and should be registered with the national agency responsible for
initiating search and rescue or other nominated agency.
PLB Technical Specifications

(a) A personal locator beacon (PLB) should have a built-in GNSS receiver with a
cosmicheskaya sistyema poiska avariynich sudov — search and rescue satellite- aided
tracking (COSPAS-SARSAT) type approval number. However, devices with a
COSPAS-SARSAT with a number belonging to series 700 are excluded as this series
of numbers identifies the special-use beacons not meeting all the technical
requirements and all the tests specified by COSPAS-SARSAT.
(b) Any PLB carried should be registered with the national agency responsible for initiating
search and rescue or other nominated agency.
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Briefing on PLB Use

When a PLB is carried by a task specialist, he/she should be briefed on its characteristics
and use by the pilot-in-command before the flight.
GM1 SPO.IDE.A.190 Emergency locator transmitter (ELT)
Terminology
(a) An ELT is a generic term describing equipment that broadcasts distinctive signals on
designated frequencies and, depending on application, may be activated by impact or
may be manually activated.
(b) A PLB is an emergency beacon other than an ELT that broadcasts distinctive signals
on designated frequencies, is standalone, portable and is manually activated by the
survivors.
GM2 SPO.IDE.A.190 Emergency locator transmitter (ELT)
Maximum Certified Seating Configuration

The maximum certified seating configuration does not include flight crew seats.
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SPO.IDE.A.195 Flight over water
(a) The following aeroplanes shall be equipped with a life-jacket for each person on board,
that shall be worn or stowed in a position that is readily accessible from the seat or
station of the person for whose use it is provided:
(1) single-engine landplanes when:
(i) flying over water beyond gliding distance from land; or
(ii) taking off or landing at an aerodrome or operating site where, in the
opinion of the pilot-in-command, the take-off or approach path is so
disposed over water that there would be a likelihood of a ditching;
(2) seaplanes operated over water; and
(3) aeroplanes operated at a distance away from land where an emergency
landing is possible greater than that corresponding to 30 minutes at normal
cruising speed or 50 NM, whichever is less.
(b) Each life-jacket shall be equipped with a means of electric illumination for the purpose
of facilitating the location of persons.
(c) Seaplanes operated over water shall be equipped with:
(1) a sea anchor and other equipment necessary to facilitate mooring, anchoring
or manoeuvring the aeroplane on water, appropriate to its size, weight and
handling characteristics; and
(2) equipment for making the sound signals as prescribed in the International
Regulations for Preventing Collisions at Sea, where applicable.
(d) The pilot-in-command of an aeroplane operated at a distance away from land where an
emergency landing is possible greater than that corresponding to 30 minutes at normal
cruising speed or 50 NM, whichever is the lesser, shall determine the risks to survival
of the occupants of the aeroplane in the event of a ditching, based on which he/she
shall determine the carriage of:
(1) equipment for making the distress signals;
(2) life-rafts in sufficient numbers to carry all persons on board, stowed so as to
facilitate their ready use in emergency; and
(3) life-saving equipment, to provide the means of sustaining life, as appropriate
to the flight to be undertaken.
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AMC2 SPO.IDE.A.195 Flight over water
Life Rafts and Equipment for Making Distress Signals

(a) The following should be readily available with each life-raft:
(1) means for maintaining buoyancy;
(2) a sea anchor;
(3) life-lines and means of attaching one life-raft to another;
(4) paddles for life-rafts with a capacity of six or less;
(5) means of protecting the occupants from the elements;
(6) a water-resistant torch;
(7) signalling equipment to make the pyrotechnic distress signals described in
ICAO Annex 2, Rules of the Air;
(8) 100 g of glucose tablets for each four, or fraction of four, persons that the life-
raft is designed to carry:
(9) at least 2 litres of drinkable water provided in durable containers or means of
making sea water drinkable or a combination of both; and
(10) first-aid equipment.
(b) As far as practicable, items listed in (a) should be contained in a pack.
GM1 SPO.IDE.A.195 Flight over water
Seat Cushions
Seat cushions are not considered to be flotation devices.
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SPO.IDE.A.200 Survival equipment
(a) Aeroplanes operated over areas in which search and rescue would be especially
difficult shall be equipped with:
(1) signalling equipment to make the distress signals;
(2) at least one survival ELT (ELT(S)); and
(3) additional survival equipment for the route to be flown taking account of the
number of persons on board.
(b) The additional survival equipment specified in (a)(3) does not need to be carried when
the aeroplane:
(1) remains within a distance from an area where search and rescue is not
especially difficult corresponding to:
(i) 120 minutes at one-engine-inoperative (OEI) cruising speed for aeroplanes
capable of continuing the flight to an aerodrome with the critical engine(s)
becoming inoperative at any point along the route or planned diversion
routes; or
(ii) 30 minutes at cruising speed for all other aeroplanes; or
(2) remains within a distance no greater than that corresponding to 90 minutes at
cruising speed from an area suitable for making an emergency landing, for
aeroplanes certified in accordance with the applicable airworthiness standard.
AMC1 SPO.IDE.A.200 Survival equipment
Additional Survival Equipment

(a) The following additional survival equipment should be carried when required:
(1) 500 ml of water for each four, or fraction of four, persons on board;
(2) one knife;
(3) first-aid equipment; and
(4) one set of air/ground codes.
(b) In addition, when polar conditions are expected, the following should be carried:
(1) a means of melting snow;
(2) one snow shovel and one ice saw;
(3) sleeping bags for use by 1/3 of all persons on board and space blankets for
the remainder or space blankets for all persons on board; and
(4) one arctic/polar suit for each crew member
(c) If any item of equipment contained in the above list is already carried on board the
aircraft in accordance with another requirement, there is no need for this to be
duplicated.
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AMC1 SPO.IDE.A.200(a)(2) Survival equipment
Survival ELT
An ELT(AP) may be used to replace one required ELT(S) provided that it meets the ELT(S)
requirements. A water-activated ELT(S) is not an ELT(AP).
AMC1 SPO.IDE.A.200(b)(2) Survival equipment
Applicable Airworthiness Standard

The applicable airworthiness standard should be CS-25 or equivalent.
GM1 SPO.IDE.A.200 Survival equipment
Signalling Equipment
The signalling equipment for making distress signals is described in ICAO Annex 2, Rules of
the Air.
GM2 SPO.IDE.A.200 Survival equipment
Areas in which Search and Rescue would be Especially Difficult

The expression ‘areas in which search and rescue would be especially difficult’ should be
interpreted, in this context, as meaning:
(a) areas so designated by the authority responsible for managing search and rescue; or
(b) areas that are largely uninhabited and where:
(1) the authority referred to in (a) not published any information to confirm
whether search and rescue would be or would not be especially difficult; and
(2) the authority referred to in (a) does not, as a matter of policy, designate areas
as being especially difficult for search and rescue.
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SPO.IDE.A.205 Individual protective equipment
Each person on board shall wear individual protective equipment that is adequate for the
type of operation being undertaken.
GM1 SPO.IDE.A.205 Individual protective equipment
Types Of Individual Protective Equipment

Personal protective equipment should include, but is not limited to: flying suits, gloves,
helmets, protective shoes, etc.
SPO.IDE.A.210 Headset
(a) Aeroplanes shall be equipped with a headset with a boom microphone or equivalent for
each flight crew member at their assigned station in the flight crew compartment.
(b) Aeroplanes operated under IFR or at night shall be equipped with a transmit button on
the manual pitch and roll control for each required flight crew member.
AMC1 SPO.IDE.A.210 Headset
General
(a) A headset consists of a communication device that includes two earphones to receive
and a microphone to transmit audio signals to the aeroplane’s communication system.
To comply with the minimum performance requirements, the earphones and
microphone should match the communication system’s characteristics and the flight
crew compartment environment. The headset should be adequately adjustable in order
to fit the flight crew’s head. Headset boom microphones should be of the noise
cancelling type.
(b) If the intention is to utilise noise cancelling earphones, the operator should ensure that
the earphones do not attenuate any aural warnings or sounds necessary for alerting
the flight crew on matters related to the safe operation of the aeroplane.
GM1 SPO.IDE.A.210 Headset
General
The term ‘headset’ includes any aviation helmet incorporating headphones and microphone
worn by a flight crew member.
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SPO.IDE.A.215 Radio communication equipment
(a) Aeroplanes operated under IFR or at night, or when required by the applicable
airspace requirements, shall be equipped with radio communication equipment that,
under normal radio propagating conditions, shall be capable of:
(1) conducting two-way communication for aerodrome control purposes;
(2) receiving meteorological information at any time during flight;
(3) conducting two-way communication at any time during flight with those
aeronautical stations and on those frequencies prescribed by the appropriate
authority; and
(4) providing for communication on the aeronautical emergency frequency 121.5
MHz.
(b) When more than one communication equipment unit is required, each shall be
independent of the other or others to the extent that a failure in any one will not result
in failure of any other.
GM1 SPO.IDE.A.215 Radio communication equipment
Applicable Airspace Requirements

For aeroplanes being operated under Brunei Darussalam air traffic control, the applicable
airspace requirements.
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SPO.IDE.A.220 Navigation equipment
(a) Aeroplanes shall be equipped with navigation equipment that will enable them to
proceed in accordance with:
(1) the ATS flight plan, if applicable; and
(2) the applicable airspace requirements.
(b) Aeroplanes shall have sufficient navigation equipment to ensure that, in the event of
the failure of one item of equipment at any stage of the flight, the remaining equipment
shall allow safe navigation in accordance with (a), or an appropriate contingency action
to be completed safely.
(c) Aeroplanes operated on flights in which it is intended to land in IMC shall be equipped
with suitable equipment capable of providing guidance to a point from which a visual
landing can be performed. This equipment shall be capable of providing such guidance
for each aerodrome at which it is intended to land in IMC and for any designated
(d) For PBN operations the aircraft shall meet the airworthiness certification requirements
for the appropriate navigation specification.
AMC1 SPO.IDE.A.220 Navigation equipment
Navigation With Visual Reference To Landmarks — Other-than-Complex Aeroplanes

Where other-than-complex aeroplanes, with the surface in sight, can proceed according to
the ATS flight plan by navigation with visual reference to landmarks, no additional equipment
is needed to comply with SPO.IDE.A.220 (a)(1).
GM1 SPO.IDE.A.220 Navigation equipment
Aircraft Eligibility For PBN Specification Not Requiring Specific Approval

(a) The performance of the aircraft is usually stated in the AFM.
(b) Where such a reference cannot be found in the AFM, other information provided by the
aircraft manufacturer as TC holder, the STC holder or the design organisation having a
privilege to approve minor changes may be considered.
(c) The following documents are considered acceptable sources of information:
(1) AFM, supplements thereto, and documents directly referenced in the AFM;
(2) FCOM or similar document;
(3) Service Bulletin or Service Letter issued by the TC holder or STC holder;
(4) approved design data or data issued in support of a design change approval;
(5) any other formal document issued by the TC or STC holders stating
compliance with PBN specifications, AMC, Advisory Circulars (AC) or similar
documents issued by the State of Design; and
(6) written evidence obtained from the State of Design.
(d) Equipment qualification data, in itself, is not sufficient to assess the PBN capabilities of
the aircraft, since the latter depend on installation and integration.
(e) As some PBN equipment and installations may have been certified prior to the
publication of the PBN Manual and the adoption of its terminology for the navigation
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specifications, it is not always possible to find a clear statement of aircraft PBN

capability in the AFM. However, aircraft eligibility for certain PBN specifications can
rely on the aircraft performance certified for PBN procedures and routes prior to the
publication of the PBN Manual.
(f) Below, various references are listed which may be found in the AFM or other
acceptable documents (see listing above) in order to consider the aircraft’s eligibility for
a specific PBN specification if the specific term is not used.
(g) RNAV 5
(1) If a statement of compliance with any of the following specifications or
standards is found in the acceptable documentation as listed above, the
aircraft is eligible for RNAV 5 operations.
(i) B-RNAV;
(ii) RNAV 1;
(iii) RNP APCH;
(iv) RNP 4;
(v) A-RNP;
(vi) AMC 20-4;
(vii) JAA TEMPORARY GUIDANCE MATERIAL, LEAFLET NO. 2 (TGL 2);
(viii) JAA AMJ 20X2;
(ix) FAA AC 20-130A for en route operations;
(x) FAA AC 20-138 for en route operations; and
(xi) FAA AC 90-96.
(h) RNAV 1/RNAV 2
aircraft is eligible for RNAV 1/RNAV 2 operations.
(i) RNAV 1;
(ii) PRNAV
(iii) US RNAV type A;
(iv) FAA AC 20-138 for the appropriate navigation specification;
(v) FAA AC 90-100A;
(vi) JAA TEMPORARY GUIDANCE MATERIAL, LEAFLET NO. 10 Rev1 (TGL
10); and
(vii) FAA AC 90-100.
(2) However, if position determination is exclusively computed based on VOR-
DME, the aircraft is not eligible for RNAV 1/RNAV 2 operations.
(i) RNP 1/RNP 2 continental
aircraft is eligible for RNP 1/RNP 2 continental operations.
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(i) A-RNP;
(ii) FAA AC 20-138 for the appropriate navigation specification; and
(iii) FAA AC 90-105.
(2) Alternatively, if a statement of compliance with any of the following
specifications or standards is found in the acceptable documentation as listed
above and position determination is primarily based on GNSS, the aircraft is
eligible for RNP 1/RNP 2 continental operations. However, in these cases,
loss of GNSS implies loss of RNP 1/RNP 2 capability.
(i) JAA TEMPORARY GUIDANCE MATERIAL, LEAFLET NO. 10 (TGL 10)
(any revision); and
(ii) FAA AC 90-100.
(j) RNP APCH — LNAV minima
aircraft is eligible for RNP APCH — LNAV operations.
(i) A-RNP;
(ii) AMC 20-27;
(iii) AMC 20-28;
(iv) FAA AC 20-138 for the appropriate navigation specification; and
(v) FAA AC 90-105 for the appropriate navigation specification.
(2) Alternatively, if a statement of compliance with RNP 0.3 GNSS approaches in
accordance with any of the following specifications or standards is found in
the acceptable documentation as listed above, the aircraft is eligible for RNP
APCH — LNAV operations. Any limitation such as ‘within the US National
Airspace’ may be ignored since RNP APCH procedures are assumed to meet
the same ICAO criteria around the world.
(i) JAA TEMPORARY GUIDANCE MATERIAL, LEAFLET NO. 3 (TGL 3);
(ii) AMC 20-4;
(iii) FAA AC 20-130A; and
(iv) FAA AC 20-138.
(k) RNP APCH — LNAV/VNAV minima
aircraft is eligible for RNP APCH — LNAV/VNAV operations.
(i) A-RNP;
(ii) AMC 20-27 with Baro VNAV;
(iii) AMC 20-28;
(iv) FAA AC 20-138; and
(2) Alternatively, if a statement of compliance with FAA AC 20-129 is found in the
acceptable documentation as listed above, and the aircraft complies with the
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requirements and limitations of EASA SIB 2014-041, the aircraft is eligible for
RNP APCH — LNAV/VNAV operations. Any limitation such as ‘within the US
National Airspace’ may be ignored since RNP APCH procedures are assumed
to meet the same ICAO criteria around the world.
(l) RNP APCH — LPV minima
aircraft is eligible for RNP APCH — LPV operations.
(i) AMC 20-28;
(2) For aircraft that have a TAWS Class A installed and do not provide Mode -5
protection on an LPV approach, the DH is limited to 250 ft.
(m) RNAV 10
(i) RNP 10;
(ii) FAA AC 20-138 for the appropriate navigation specification;
(iii) AMC 20-12;
(iv) FAA Order 8400.12 (or later revision); and
(v) FAA AC 90-105.
(n) RNP 4
aircraft is eligible for RNP 4 operations.
(i) FAA AC 20-138B or later, for the appropriate navigation specification;
(ii) FAA Order 8400.33; and
(iii) FAA AC 90-105 for the appropriate navigation specification.
(o) RNP 2 oceanic
(1) If a statement of compliance with FAA AC 90-105 for the appropriate
navigation specification is found in the acceptable documentation as listed
above, the aircraft is eligible for RNP 2 oceanic operations.
(2) If the aircraft has been assessed eligible for RNP 4, the aircraft is eligible for
RNP 2 oceanic.
(p) Special features
(1) RF in terminal operations (used in RNP 1 and in the initial segment of the
RNP APCH)
(i) If a statement of demonstrated capability to perform an RF leg, certified in
accordance with any of the following specifications or standards, is found in
the acceptable documentation as listed above, the aircraft is eligible for RF
in terminal operations:
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(A) AMC 20-26; and

(B) FAA AC 20-138B or later.
(ii) If there is a reference to RF and a reference to compliance with AC 90-105,
then the aircraft is eligible for such operations.
(q) Other considerations
(1) In all cases, the limitations in the AFM need to be checked, in particular the
use of AP or FD which can be required to reduce the FTE primarily for RNP
APCH, RNAV 1, and RNP 1.
(2) Any limitation such as ‘within the US National Airspace’ may be ignored since
RNP APCH procedures are assumed to meet the same ICAO criteria around
the world.
GM2 SPO.IDE.A.220 Navigation equipment
General
(a) The PBN specifications for which the aircraft complies with the relevant airworthiness
criteria are set out in the AFM, together with any limitations to be observed.
(b) Because functional and performance requirements are defined for each navigation
specification, an aircraft approved for an RNP specification is not automatically
approved for all RNAV specifications. Similarly, an aircraft approved for an RNP or
RNAV specification having a stringent accuracy requirement (e.g. RNP 0.3
specification) is not automatically approved for a navigation specification having a less
stringent accuracy requirement (e.g. RNP 4).
RNP 4
(c) For RNP 4, at least two LRNSs, capable of navigating to RNP 4, and listed in the AFM,
may be operational at the entry point of the RNP 4 airspace. If an item of equipment
required for RNP 4 operations is unserviceable, then the flight crew may consider an
alternate route or diversion for repairs. For multisensor systems, the AFM may permit
entry if one GNSS sensor is lost after departure, provided one GNSS and one inertial
sensor remain available.
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SPO.IDE.A.225 Transponder
Where required by the airspace being flown, aeroplanes shall be equipped with a
secondary surveillance radar (SSR) transponder with all the required capabilities.
AMC1 SPO.IDE.A.225 Transponder
General
(a) The secondary surveillance radar (SSR) transponders of aeroplanes being operated
under Brunei Darussalam air traffic control should comply with applicable Brunei
Darussalam legislation.
(b) If the Brunei Darussalam legislation is not applicable, the SSR transponders should
operate in accordance with the relevant provisions of Volume IV of ICAO Annex 10.
SPO.IDE.A.230 Management of aeronautical databases
(a) Aeronautical databases used on certified aircraft system applications shall meet data
quality requirements that are adequate for the intended use of the data.
(b) The operator shall ensure the timely distribution and insertion of current and unaltered
aeronautical databases to all aircraft that require them.
(c) Notwithstanding any other occurrence reporting requirements as defined in Civil
Aviation Regulation 2017 the operator shall report to the database provider instances
of erroneous, inconsistent or missing data that might be reasonably expected to
constitute a hazard to flight.
In such cases, the operator shall inform flight crew and other personnel concerned, and shall
ensure that the affected data is not used.
AMC1 SPO.IDE.A.230 Management of aeronautical databases
Aeronautical Databases
When the operator of an aircraft uses an aeronautical database that supports an airborne
navigation application as a primary means of navigation used to meet the airspace usage
requirements, the database provider should be a Type 2 DAT provider certified in
accordance with Regulation (EU) 2017/373 or equivalent.
GM1 SPO.IDE.A.230 Management of aeronautical databases
Aeronautical Database Applications

(a) Applications using aeronautical databases for which Type 2 DAT providers should be
certified in accordance with Regulation (EU) 2017/373 may be found in GM1
DAT.OR.100.
(b) The certification of a Type 2 DAT provider in accordance with Regulation (EU)
2017/373 ensures data integrity and compatibility with the certified aircraft
application/equipment.
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Timely Distribution
The operator should distribute current and unaltered aeronautical databases to all aircraft
requiring them in accordance with the validity period of the databases or in accordance with
a procedure established in the operations manual if no validity period is defined.
Standards For Aeronautical Databases And Dat Providers

(a) A ‘Type 2 DAT provider’ is an organisation as defined in Article 2(5)(b) Regulation (EU)
2017/373.
(b) Equivalent to a certified ‘Type 2 DAT provider’ is defined in any Aviation Safety
Agreement between the European Union and a third country, including any Technical
Implementation Procedures, or any Working Arrangements between EASA and the
competent authority of a third country.
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Section 2 - Helicopters
SPO.IDE.H.100 Instruments and equipment - general
(a) Instruments and equipment required by this Subpart shall be approved in accordance
with the applicable airworthiness requirements if they are:
(1) used by the flight crew to control the flight path;
(2) used to comply with SPO.IDE.H.215;
(3) used to comply with SPO.IDE.H.220; or
(4) installed in the helicopter.
(b) The following items, when required by this Subpart, do not need an equipment
approval:
(1) independent portable light,
(2) an accurate time piece,
(3) chart holder,
(4) first-aid kit,
(5) survival and signalling equipment, and
(6) sea anchor and equipment for mooring.
(c) Instruments and equipment not required by this Subpart as well as any other
equipment that is not required by other applicable Parts, but is carried on a flight, shall
comply with the following:
(1) the information provided by these instruments, equipment or accessories shall
not be used by the flight crew to comply with Civil Aviation (General)
Regulations 2016 or SPO.IDE.H.215 and SPO.IDE.H.220; and
(2) the instruments and equipment shall not affect the airworthiness of the
helicopter, even in the case of failures or malfunction.
(d) Instruments and equipment shall be readily operable or accessible from the station
where the flight crew member that needs to use it is seated.
(e) Those instruments that are used by a flight crew member shall be so arranged as to
permit the flight crew member to see the indications readily from his/her station, with
the minimum practicable deviation from the position and line of vision which he/she
normally assumes when looking forward along the flight path.
(f) All required emergency equipment shall be easily accessible for immediate use.
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GM1 SPO.IDE.H.100(a) Instruments and equipment — general
Applicable Airworthiness Requirements

The applicable airworthiness requirements for approval of instruments and equipment
required by this Part are the following:
(a) Part 21 for helicopters registered in the Brunei Darussalam; and
(b) Airworthiness requirements of the state of registry for helicopters registered outside the
State of Brunei.
GM1 SPO.IDE.H.100(b) Instruments and equipment — general
Required Instruments and Equipment that do not Need to be Approved in Accordance

with the Applicable Airworthiness Requirements
The functionality of non-installed instruments and equipment required by this Subpart and
that do not need an equipment approval, as listed in SPO.IDE.H.100 (b), should be checked
against recognised industry standards appropriate to the intended purpose. The operator is
responsible for ensuring the maintenance of these instruments and equipment.
GM1 SPO.IDE.H.100(c) Instruments and equipment — general
Not Required instruments and equipment that do not need to be approved In

accordance with the applicable airworthiness requirements, but are carried on a flight
(a) The provision of this paragraph does not exempt any installed instrument or item of
equipment from complying with the applicable airworthiness requirements. In this case,
the installation should be approved as required in the applicable airworthiness
requirements and should comply with the applicable certification specifications or
airworthiness codes.
(b) The failure of additional non-installed instruments or equipment not required by this
Part or by the applicable airworthiness requirements or any applicable airspace
requirements should not adversely affect the airworthiness and/or the safe operation of
the helicopter. Examples may be the following:
(1) portable electronic flight bag (EFB);
(2) portable electronic devices carried by crew members or task specialists; and
(3) non-installed task specialists equipment.
GM1 SPO.IDE.H.100(d) Instruments and equipment — general
Positioning of Instruments
This requirement implies that whenever a single instrument is required in a helicopter
operated in a multi-crew environment, the instrument needs to be visible from each flight
crew station.
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SPO.IDE.H.105 Minimum equipment for flight
A flight shall not be commenced when any of the helicopter’s instruments, items of
equipment or functions required for the intended flight are inoperative or missing, unless:
(a) the helicopter is operated in accordance with the minimum equipment list (MEL), if
established;
(b) for complex motor-powered helicopters, and for any helicopter used in commercial
operations, the operator is approved by the Brunei DCA to operate the helicopter within
the constraints of the master minimum equipment list (MMEL); or
(c) the helicopter is subject to a permit to fly issued in accordance with the applicable
SPO.IDE.H.115 Operating lights
Helicopters operated at night shall be equipped with:

(a) an anti-collision light system;
(b) navigation/position lights;
(c) a landing light;
(d) lighting supplied from the helicopter's electrical system to provide adequate illumination
for all instruments and equipment essential to the safe operation of the helicopter;
(e) lighting supplied from the helicopter's electrical system to provide illumination in all
cabin compartments;
(f) an independent portable light for each crew member station; and
(g) lights to conform with the International Regulations for Preventing Collisions at Sea if
the helicopter is amphibious.
AMC1 SPO.IDE.H.115 Operating lights
Landing Light
The landing light should be trainable, at least in the vertical plane, or optionally be an
additional fixed light or lights positioned to give a wide spread of illumination.
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SPO.IDE.H.120 Operations under VFR - flight and navigational instruments

(a) Helicopters operated under VFR by day shall be equipped with a means of measuring
and displaying the following:
(4) indicated airspeed, and
(5) slip.
(b) Helicopters operated under VMC overwater and out of sight of the land, under VMC at
night, shall be, in addition to (a), equipped with:
(1) a means of measuring and displaying:
(i) attitude,
(ii) vertical speed, and
(iii) stabilised heading;
(2) a means of indicating when the supply of power to the gyroscopic instruments
is not adequate; and
(3) for complex motor-powered helicopters, a means of preventing malfunction of
the airspeed indicating system required in (a)(4) due to condensation or icing.
(c) Helicopters operated when the visibility is less than 1500 m, or in conditions where
they cannot be maintained in a desired flight path without reference to one or more
additional instruments, shall be, in addition to (a) and (b), equipped with a means of
preventing malfunction of the airspeed indicating system required in (a)(4) due to
condensation or icing.
(d) Whenever two pilots are required for the operation, helicopters shall be equipped with
an additional separate means of displaying:
(3) slip,
(4) attitude, if applicable,
(5) vertical speed, if applicable, and
(6) stabilised heading, if applicable.
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AMC1 SPO.IDE.H.120(d) & SPO.IDE.H.125(c) Operations under VFR &

equipment

AMC1 SPO.IDE.H.120(b)(1)(iii) & SPO.IDE.H.125(a)(8) Operations under VFR &

equipment
Stabilised Heading
Stabilised direction should be achieved for VFR flights by a gyroscopic direction indicator,
whereas for IFR flights, this should be achieved through a magnetic gyroscopic direction
indicator.
AMC1 SPO.IDE.H.120(b)(3) & SPO.IDE.H.125(d) Operations under VFR &

equipment

AMC1 SPO.IDE.H.120(a)(4) & SPO.IDE.H.125(a)(4) Operations under VFR &

equipment
Calibration of The Instrument Indicating Airspeed

(a) The instrument indicating airspeed should be calibrated in knots (kt).
(b) In the case of helicopters with an MCTOM below 2 000 kg, calibration in kilometres
(km) per hour or in miles per hour (mph) is acceptable when such units are used in the
AFM.
AMC1 SPO.IDE.H.120(a)(5) Operations under VFR — flight and navigational

Slip
For other-than-complex helicopters the means of measuring and displaying slip may be a slip
string for operations under VFR.

equipment

or equivalent.
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equipment
Means of Measuring and Displaying The Time — Complex Motor-Powered Aircraft

Means of Measuring and Displaying The Time — Other-Than-Complex Motor-Powered
Aircraft

equipment
Calibration of The Means Of Measuring And Displaying Pressure Altitude

AMC1 SPO.IDE.H.120 & SPO.IDE.H.125 Operations under VFR & operations

should be approved during type certification of the helicopter for the intended type of
operation.
(b) The means of measuring and indicating turn and slip, helicopter attitude and stabilised
helicopter heading may be met by combinations of instruments or by integrated flight
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SPO.IDE.H.125 Operations under IFR - flight and navigational instruments

Helicopters operated under IFR shall be equipped with:

(a) a means of measuring and displaying:
(5) vertical speed,
(6) slip,
(7) attitude,
(8) stabilised heading, and
(9) outside air temperature;
(b) a means of indicating when the supply of power to the gyroscopic instruments is not
adequate;
(c) whenever two pilots are required for the operation, an additional separate means of
displaying:
(3) vertical speed,
(4) slip,
(5) attitude, and
(6) stabilised heading;
(d) a means of preventing malfunction of the airspeed indicating system required by (a)(4)
and (c)(2) due to condensation or icing;
(e) an additional means of measuring and displaying attitude as a standby instrument; and
(f) the following for complex motor-powered helicopters:
(1) an alternate source of static pressure; and
(2) a chart holder in an easily readable position that can be illuminated for night
operations.
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AMC1 SPO.IDE.H.120 & SPO.IDE.H.125 Operations under VFR & operations

should be approved during type certification of the helicopter for the intended type of
operation.
(b) The means of measuring and indicating turn and slip, helicopter attitude and stabilised
helicopter heading may be met by combinations of instruments or by integrated flight

equipment

or equivalent.

equipment
Means of Measuring and Displaying The Time — Complex Motor-Powered Aircraft

Means of Measuring and Displaying The Time — Other-Than-Complex Motor-Powered
Aircraft

equipment
Calibration of The Means Of Measuring And Displaying Pressure Altitude

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GM1 SPO.IDE.H.125(a)(3) Operations under IFR — flight and navigational

Altimeters
Altimeters with counter drum-pointer or equivalent presentation are considered to be less
susceptible to misinterpretation for helicopters operating above 10 000 ft.

equipment
Calibration of The Instrument Indicating Airspeed

(a) The instrument indicating airspeed should be calibrated in knots (kt).
(b) In the case of helicopters with an MCTOM below 2 000 kg, calibration in kilometres
(km) per hour or in miles per hour (mph) is acceptable when such units are used in the
AFM.
AMC1 SPO.IDE.H.125(a)(9) Operations under IFR — flight and navigational

Means of Displaying Outside Air Temperature

(a) The means of displaying outside air temperature should be calibrated in degrees
Celsius.
(b) In the case of helicopters with a maximum certified take-off mass (MCTOM) below
2000 kg, calibration in degrees Fahrenheit is acceptable, when such unit is used in the
AFM.
(c) The means of displaying outside air temperature may be an air temperature indicator
that provides indications that are convertible to outside air temperature.
AMC1 SPO.IDE.H.120(d) & SPO.IDE.H.125(c) Operations under VFR &

equipment

AMC1 SPO.IDE.H.120(b)(1)(iii) & SPO.IDE.H.125(a)(8) Operations under VFR &

equipment
Stabilised Heading
Stabilised direction should be achieved for VFR flights by a gyroscopic direction indicator,
whereas for IFR flights, this should be achieved through a magnetic gyroscopic direction
indicator.
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AMC1 SPO.IDE.H.120(b)(3) & SPO.IDE.H.125(d) Operations under VFR &

equipment

AMC1 SPO.IDE.H.125(f)(2) Operations under IFR — flight and navigational

Chart Holder
An acceptable means of compliance with the chart holder requirement would be to display a
pre-composed chart on an electronic flight bag (EFB).
SPO.IDE.H.126 Additional equipment for single-pilot operation under IFR
Helicopters operated under IFR with a single pilot shall be equipped with an autopilot with at
least altitude hold and heading mode.
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SPO.IDE.H.132 Airborne weather detecting equipment - complex motor-

powered helicopters
Helicopters operated under IFR or at night shall be equipped with airborne weather detecting
equipment when current weather reports indicate that thunderstorms or other potentially
hazardous weather conditions, regarded as detectable with airborne weather detecting
equipment, may be expected to exist along the route to be flown.
AMC1 SPO.IDE.H.132 Airborne weather detecting equipment — complex

motor-powered helicopters
General
The airborne weather detecting equipment should be an airborne weather radar.
SPO.IDE.H.133 Additional equipment for operations in icing conditions at

night - complex motor-powered helicopters
(a) Helicopters operated in expected or actual icing conditions at night shall be equipped
with a means to illuminate or detect the formation of ice.
(b) The means to illuminate the formation of ice shall not cause glare or reflection that
would handicap flight crew members in the performance of their duties.
SPO.IDE.H.135 Flight crew interphone system
Helicopters operated by more than one flight crew member shall be equipped with a flight
crew interphone system, including headsets and microphones for use by all flight crew
members.
AMC1 SPO.IDE.A.135 Flight crew interphone system
Type of Flight Crew Interphone

The flight crew interphone system should not be of a handheld type.
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SPO.IDE.H.140 Cockpit voice recorder
(a) Helicopters with an MCTOM of more than 7 000 kg and first issued with an individual
CofA on or after 1 January 2016 shall be equipped with a CVR.
(b) The CVR shall be capable of retaining data recorded during at least the preceding 2
hours.
(c) The CVR shall record with reference to a timescale:
(1) voice communications transmitted from or received in the flight crew
compartment by radio;
(2) flight crew members’ voice communications using the interphone system and
the public address system, if installed;
(3) the aural environment of the cockpit, including, without interruption, the audio
signals received from each crew microphone; and
(4) voice or audio signals identifying navigation or approach aids introduced into
a headset or speaker.
(d) The CVR shall start automatically to record prior to the helicopter moving under its own
power and shall continue to record until the termination of the flight when the helicopter
is no longer capable of moving under its own power.
(e) In addition to (d), depending on the availability of electrical power, the CVR shall start
to record as early as possible during the cockpit checks prior to engine start at the
beginning of the flight until the cockpit checks immediately following engine shutdown
at the end of the flight.
(f) If the CVR is not deployable, it shall have a device to assist in locating it under water.
transmission time of 90 days. If the CVR is deployable, it shall have an automatic
AMC1 SPO.IDE.H.140 Cockpit voice recorder
General
(a) The operational performance requirements for cockpit voice recorders (CVRs) should
be those laid down in EUROCAE Document ED-112 (Minimum Operational
Performance Specification for Crash Protected Airborne Recorder Systems March
2003, including Amendments No°1 and 2, or any later equivalent standard produced by
EUROCAE.
(b) The operational performance requirements for equipment dedicated to the CVR should
(EUROCAE) Document ED-56A (Minimum Operational Performance Requirements
For Cockpit Voice Recorder Systems) dated December 1993, or EUROCAE Document
ED-112 (Minimum Operational Performance Specification for Crash Protected Airborne
Recorder Systems) dated March 2003, including Amendments n°1 and n°2 , or any
later equivalent standard produced by EUROCAE.
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SPO.IDE.H.145 Flight data recorder
(a) Helicopters with an MCTOM of more than 3 175 kg and first issued with an individual
CofA on or after 1 January 2016 shall be equipped with an FDR that uses a digital
method of recording and storing data and for which a method of readily retrieving that
data from the storage medium is available.
(b) The FDR shall record the parameters required to determine accurately the helicopter
flight path, speed, attitude, engine power, configuration and operation and be capable
of retaining data recorded during at least the preceding 10 hours.
(c) Data shall be obtained from helicopter sources that enable accurate correlation with
information displayed to the flight crew.
(d) The FDR shall start automatically to record the data prior to the helicopter being
capable of moving under its own power and shall stop automatically after the helicopter
is incapable of moving under its own power.
(e) If the FDR is not deployable, it shall have a device to assist in locating it under water.
transmission time of 90 days. If the FDR is deployable, it shall have an automatic
Operational Performance Requirements For Aeroplanes First Issued With An

Individual C of A On Or After 1 January 2016 And Before 1 January 2023
those laid down in EUROCAE Document ED-112 (Minimum Operational Performance
Specification for Crash Protected Airborne Recorder Systems) dated March 2003,
including amendments No 1 and No 2, or any later equivalent standard produced by
EUROCAE.
(b) The flight data recorder should record, with reference to a timescale, the list of
parameters in Table 1 and Table 2, as applicable.
(c) The parameters to be recorded should meet the performance specifications
(designated ranges, sampling intervals, accuracy limits and minimum resolution in
read-out) as defined in the relevant tables of EUROCAE Document ED-112 (Minimum
Operational Performance Specification for Crash Protected Airborne Recorder
Systems), dated March 2003, including amendments No 1 and No 2, or any later
equivalent standard produced by EUROCAE.
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Table 1: All Aeroplanes
No* Parameter
1a Time; or
2 Pressure altitude
3 Indicated airspeed; or calibrated airspeed
selected, the primary heading reference, a discrete indicating selection, should be
recorded
6 Pitch attitude
7 Roll attitude
8 Manual radio transmission keying and CVR/FDR synchronisation reference.
9 Engine thrust/power
9a Parameters required to determine propulsive thrust/power on each engine
9b Flight crew compartment thrust/power lever position for aeroplanes with no mechanical
link between engine and flight crew compartment))
18 Primary flight control surface and primary flight control pilot input (for multiple or split
surfaces, a suitable combination of inputs is acceptable instead of recording each
surface separately. For aeroplanes that have a flight control break-away capability that
allows either pilot to operate the controls independently, record both inputs):
18a Pitch axis
18b Roll axis
18c Yaw axis
24 Warnings - in addition to the master warning each ‘red’ warning (including smoke
warnings from other compartments) should be recorded when the warning condition
cannot be determined from other parameters or from the CVR.
27 Air–ground status Air - ground status and a sensor of each landing gear if installed
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Table 2: Aeroplanes for which the data source for the parameter is either used by
aeroplane systems or is available on the instrument panel for use by the flight crew to
operate the aeroplane
No* Parameter
10 Flaps
11 Slats

15 Autopilot, autothrottle, automatic flight control system (AFCS) mode and engagement
status
20 Radio altitude. For autoland/Category III operations, each radio altimeter should be
recorded.
21 Vertical deviation - the approach aid in use should be recorded. For autoland/ Category
III operations, each system should be recorded.
21a ILS/GPS/GLS glide path
21b MLS elevation
21c Integrated approach navigation (IAN)/integrated area navigation (IRNAV), vertical
deviation
22 Horizontal deviation — the approach aid in use should be recorded. For autoland/CAT
III operations, each system should be recorded. It is acceptable to arrange them so that
at least one is recorded every second).
22a ILS/GPS/GLS localiser
22b MLS azimuth
22c GNSS approach path/IRNAV lateral deviation
26 Distance measuring equipment (DME) 1 and 2 distances

26a Distance to runway threshold(GLS)
28 Ground proximity warning system (GPWS)/TAWS/ground collision avoidance system

(GCAS) status:
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No* Parameter
29 Angle of attack
30 Low pressure warning (each system ):

31 Ground speed
32 Landing gear:
33 Navigation data:
33a Drift angle
33b Wind speed
33c Wind direction
33d Latitude
33e Longitude
34 Brakes:
35 Additional engine parameters (if not already recorded in parameter 9 of Table 1 of

AMC1 SPO.IDE.A.145 and if the aeroplane is equipped with a suitable data source):
35a Engine pressure ratio (EPR)
35b N1
35c Indicated vibration level
35d N2
35e Exhaust gas temperature (EGT)
35f Fuel flow
35g Fuel cut-off lever position
35h N3
36 Traffic alert and collision avoidance system (TCAS)/ACAS - a suitable combination of

discrete should be recorded to determine the status of the system:
36a Combined control
36b Vertical control
36c Up advisory
36d Down advisory
36e Sensitivity level
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No* Parameter
38 Selected barometric setting

38a Pilot
38b Co-pilot
42 Selected vertical speed (all pilot selectable modes of operation) — to be recorded for
the aeroplane where the parameter is displayed electronically
44 Selected flight path (All pilot selectable modes of operation) — to be recorded for the
44a Course/desired track (DSTRK)
44b Path angle
44c Coordinates of final approach path (IRNAV/IAN)
46 Electronic flight instrument system (EFIS) display format:

46a Pilot
46b Co-pilot
47 Multi-function/engine/alerts display format
48 AC electrical bus status — each bus
49 DC electrical bus status — each bus
50 Engine bleed valve position
51 Auxiliary power unit (APU) bleed valve position
52 Computer failure — (all critical flight and engine control systems)
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No* Parameter
58 Para visual display on

60a GNSS
60c VHF omnidirectional radio range (VOR)/DME
60d MLS
60e Loran C
60f ILS
61 Ice detection
65 Engine warning — each engine over speed
72 Trim control input position in the flight crew compartment,pitch— when mechanical
should be recorded
73 Trim control input position in the flight crew compartment roll— when mechanical means
for control inputs are not available, displayed trim positions or trim command should be
recorded
74 Trim control input position in the flight crew compartment , yaw- — when mechanical
should be recorded
75a Control wheel
75b Control column
75c Rudder pedal
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No* Parameter
76 Event marker
77 Date

OPERATIONAL PERFORMANCE REQUIREMENTS FOR AEROPLANES FIRST ISSUED

WITH AN INDIVIDUAL Cofa ON OR AFTER 1 JANUARY 2023
those laid down in EUROCAE Document 112A (Minimum Operational Performance
Specification for Crash Protected Airborne Recorder Systems) dated September 2013,
or any later equivalent standard produced by EUROCAE.
(b) The FDR should, with reference to a timescale, record:
(1) the list of parameters in Table 1 below;
(2) the additional parameters listed in Table 2 below, when the information data
source for the parameter is used by aeroplane systems or is available on the
instrument panel for use by the flight crew to operate the aeroplane; and
(3) any dedicated parameters related to novel or unique design or operational
characteristics of the aeroplane as determined by the Agency.
(c) The parameters to be recorded should meet the performance specifications (range,
sampling intervals, accuracy limits and resolution in read-out) as defined in the relevant
tables of EUROCAE Document 112A, or any later equivalent standard produced by
EUROCAE.
Table 1: FDR — all aeroplanes
No* Parameter
1a Time; or

2 Pressure altitude (including altitude values displayed on each flight crew member’s
primary flight display)
3 Indicated airspeed or calibrated airspeed (including values of indicated airspeed or

calibrated airspeed displayed on each flight crew member’s primary flight display)
selected, the primary heading reference, a discrete indicating selection should be
recorded
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6 Pitch attitude — pitch attitude values displayed on each flight crew member’s primary
flight display should be recorded, unless the aeroplane is type certified before 1 January
2023 and recording the values displayed at the captain position or the first officer position
7 Roll attitude — roll attitude values displayed on each flight crew member’s primary flight
display should be recorded, unless the aeroplane is type certified before 1 January 2023
and recording the values displayed at the captain position or the first officer position
8 Manual radio transmission keying and CVR/FDR synchronisation reference
9 Engine thrust/power:
9a Parameters required to determine propulsive thrust/power on each engine, in both normal
and reverse thrust
Flight crew compartment thrust/power lever position (for aeroplanes with non-
9b
mechanically linked engine controls in the flight crew compartment)
18 Primary flight control surface and/or primary flight control pilot input (For aeroplanes with
control systems in which the movement of a control surface will back drive the pilot’s
control, ‘or’ applies. For aeroplanes with control systems in which the movement of a
control surface will not back drive the pilot’s control, ‘and’ applies. For multiple or split
surfaces, a suitable combination of inputs is acceptable in lieu of recording each surface
separately. For aeroplanes that have a flight control break-away capability that allows
either pilot to operate the controls independently, record both inputs):
18a Pitch axis
18b Roll axis
18c Yaw axis
24 Warnings — in addition to the master warning, each ‘red’ warning that cannot be
determined from other parameters or from the CVR and each smoke warning from other
compartments should be recorded.
27 Air-ground status . Air–ground status and a sensor of each landing gear if installed
112A.
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Table 2: FDR — Aeroplanes for which the data source for the parameter is either used by the
aeroplane systems or is available on the instrument panel for use by the flight crew to operate the
aeroplane
No* Parameter
10 Flaps:
11 Slats:

15 Autopilot, autothrottle and automatic flight control system (AFCS): mode and engagement
status (showing which systems are engaged and which primary modes are controlling the
flight path and speed of the aircraft)
20 Radio altitude. For auto-land/category III operations, each radio altimeter should be
recorded.
21 Vertical deviation — the approach aid in use should be recorded. For auto-land/category
III operations, each system should be recorded:
21a
ILS/GPS/GLS glide path
MLS elevation
21b
Integrated approach navigation (IAN)/Integrated Area Navigation (IRNAV), vertical
21c
deviation
Horizontal deviation — the approach aid in use should be recorded. For

22
autoland/category III operations, each system should be recorded:
22a LS/GPS/GLS localiser
22b MLS azimuth
22c Integrated approach navigation (IAN) /Integrated Area Navigation IRNAV lateral
deviation, vertical deviation
26 Distance measuring equipment (DME) 1 and 2 distances:

26a Distance to runway threshold (GLS)
28 Ground proximity warning system (GPWS)/terrain awareness warning system

(TAWS)/ground collision avoidance system (GCAS) status — a suitable combination of
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discretes unless recorder capacity is limited in which case a single discrete for all modes
is acceptable:
Selection of terrain display mode, including pop-up display status
28a
Terrain alerts, including cautions and warnings and advisories
28b
On/off switch position
28c
29 Angle of attack
30 Low pressure warning (each system):

31 Ground speed
32 Landing gear:
33 Navigation data:
33a Drift angle
33b Wind speed
33c Wind direction
33d Latitude
33e Longitude
34 Brakes:
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35 Additional engine parameters (if not already recorded in Parameter 9 of Table 1, and if
the aeroplane is equipped with a suitable data source):
Engine pressure ratio (EPR)
35a
N1
35b
Indicated vibration level
35c
N2
35d
Exhaust gas temperature (EGT)
35e
Fuel flow
35f
Fuel cut-off lever position
35g
N3
35h
Engine fuel metering valve position (or equivalent parameter from the system that directly
35i
controls the flow of fuel into the engine) — for aeroplanes type certified before 1 January
2023, to be recorded only if this does not require extensive modification.
36 Traffic alert and collision avoidance system (TCAS)/airborne collision avoidance system
(ACAS) — a suitable combination of discretes should be recorded to determine the status
of the system:
36a
Combined control
36b
Vertical control
36c
Up advisory
36d
Down advisory
36e
Sensitivity level
38 Selected barometric setting — to be recorded for the aeroplane where the parameter is
displayed electronically:
Pilot selected barometric setting
38a
Co-pilot selected barometric setting
38b
42 Selected vertical speed (all pilot selectable modes of operation) — to be recorded for the
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44 Selected flight path (all pilot selectable modes of operation) — to be recorded for the
Course/desired track (DSTRK)
44a
Path angle
44b
Coordinates of final approach path (IRNAV/IAN)
44c
46 Electronic flight instrument system (EFIS) display format, showing the display system
status:
Pilot
46a
Co-pilot
46b
47 Multi-function/engine/alerts display format, showing the display system status
48 Alternating current (AC) electrical bus status — each bus
49 Direct current (DC) electrical bus status — each bus
50 Engine bleed valve(s) position
51 Auxiliary power unit (APU) bleed valve(s) position
52 Computer failure — all critical flight and engine control systems
58 Paravisual display on

60a GNSS
60c VHF omnidirectional radio range (VOR)/distance measuring equipment (DME)
60d MLS
60e Loran C
60f ILS
61 Ice detection
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65 Engine warning — each engine overspeed
72 Trim control input position in the flight crew compartment, pitch — when mechanical
should be recorded
73 Trim control input position in the flight crew compartment, roll — when mechanical means
for control inputs are not available, displayed trim position or trim command should be
recorded.
74 Trim control input position in the flight crew compartment, yaw — when mechanical
should be recorded.
75a Control wheel input forces
75b Control column input forces
75c Rudder pedal input forces
76 Event marker
77 Date

79 Cabin pressure altitude — for aeroplanes type certified before 1 January 2023, to be
80 Aeroplane computed weight — for aeroplanes type certified before 1 January 2023, to be
81 Flight director command:
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81a Left flight director pitch command — for aeroplanes type certified before 1 January 2023,
Left flight director roll command — for aeroplanes type certified before 1 January 2023, to
81b
be recorded only if this does not require extensive modification
81c
Right flight director pitch command — for aeroplanes type certified before 1 January
81d 2023, to be recorded only if this does not require extensive modification
81e Right flight director roll command — for aeroplanes type certified before 1 January 2023,
82 Vertical speed — for aeroplanes type certified before 1 January 2023, to be recorded only
if this does not require extensive modification
112A.
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SPO.IDE.H.150 Data link recording
(a) Helicopters first issued with an individual CofA on or after 1 January 2016 that have the
capability to operate data link communications and are required to be equipped with a
CVR shall record on a recorder, where applicable:
(1) data link communication messages related to ATS communications to and
from the helicopter, including messages applying to the following
applications:
(i) data link initiation;
(ii) controller–pilot communication;
(iii) addressed surveillance;
(iv) flight information;
(v) as far as is practicable, given the architecture of the system, aircraft
broadcast surveillance;
(vi) as far as is practicable, given the architecture of the system, aircraft
operational control data; and
(vii) as far as is practicable, given the architecture of the system, graphics;
(2) information that enables correlation to any associated records related to
data link communications and stored separately from the helicopter; and
(3) information on the time and priority of data link communications messages,
taking into account the system’s architecture.
(b) The recorder shall use a digital method of recording and storing data and information
and a method for readily retrieving that data. The recording method shall allow the data
to match the data recorded on the ground.
(c) The recorder shall be capable of retaining data recorded for at least the same duration
as set out for CVRs in SPO.IDE.H.140.
(d) If the recorder is not deployable, it shall have a device to assist in locating it under
water. By 1 January 2020 at the latest, this device shall have a minimum underwater
transmission time of 90 days. If the recorder is deployable, it shall have an automatic
(e) The requirements applicable to the start and stop logic of the recorder are the same as
the requirements applicable to the start and stop logic of the CVR contained in
SPO.IDE.H.140 (d) and (e).
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GM1 SPO.IDE.A.150 Data link recording
General
(a) The letters and expressions in Table 1 of AMC1 SPO.IDE.A.150 have the following
meaning:
(1) C: complete contents recorded.
(2) M: information that enables correlation with any associated records stored
separately from the aeroplane.
(3) *: applications that are to be recorded only as far as is practicable, given the
architecture of the system.
(4) F1: graphics applications may be considered as AOC messages when they are
part of a data link communications application service run on an individual basis
by the operator itself in the framework of the operational control.
(5) F2: where parametric data sent by the aeroplane, such as Mode S, is reported
within the message, it should be recorded unless data from the same source is
recorded on the FDR.
(b) The definitions of the applications type in Table 1 of AMC1 SPO.IDE.A.150 are
described in Table 1 below.
Table 1: Definitions of the applications type
1 CM CM is an ATN service
2 AFN AFN is a FANS 1/A service
3 CPDLC All implemented up and downlink messages to be

recorded
4 ADS-C ADS-C reports All contract requests and reports recorded
Position reports Only used within FANS 1/A. Mainly used in oceanic
and remote areas.
5 ADS-B Surveillance data Information that enables correlation with any

aeroplane.
6 D-FIS D-FIS is an ATN service. All implemented up and

downlink messages to be recorded
7 TWIP TWIP messages Terminal weather information for pilots
8 D-ATIS ATIS messages Refer to EUROCAE ED-89A, dated December

(DLASD) for the ‘ATIS’ data link service
9 OCL OCL messages Refer to EUROCAE ED-106A, dated March 2004:

Data Link Application System Document (DLASD)
for ‘Oceanic Clearance’ (OCL) data link service
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10 DCL DCL messages Refer to EUROCAE ED-85A, dated December

(DLASD) for ‘Departure Clearance’ data link service
11 Graphics Weather maps & Graphics exchanged in the framework of

other graphics procedures within the operational control, as
specified in Part-ORO.
aeroplane.
12 AOC Aeronautical Messages exchanged in the framework of

operational control procedures within the operational control, as
messages specified in Part-ORO.
aeroplane. Definition in EUROCAE ED-112, dated
March 2003.
13 Surveillance Downlinked As defined in ICAO Annex 10 Volume IV

aircraft parameters (Surveillance systems and ACAS).
(DAP)
AAC aeronautical administrative communications

ADS-B automatic dependent surveillance — broadcast
ADS-C automatic dependent surveillance — contract
AFN aircraft flight notification
AOC aeronautical operational control
ATIS automatic terminal information service
ATSC air traffic service communication
CAP controller access parameters
CPDLC controller pilot data link communications
CM configuration/context management
D-ATIS digital ATIS
D-FIS data link flight information service
D-METAR data link meteorological airport report
DCL departure clearance
FANS Future Air Navigation System
FLIPCY flight plan consistency
OCL oceanic clearance
SAP system access parameters
TWIP terminal weather information for pilots
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GM1 SPO.IDE.A.150(a) Data link recording
Applicability of the data link recording requirement

(a) If it is certain that the aeroplane cannot use data link communication messages for
ATS communications corresponding to any application designated by
SPO.IDE.A.150(a)(1), then the data link recording requirement does not apply.
(b) Examples where the aeroplane cannot use data link communication messages for ATS
communications include but are not limited to the cases where:
(1) the aeroplane data link communication capability is disabled permanently and
in a way that it cannot be enabled again during the flight;
(2) data link communications are not used to support air traffic service (ATS) in
the area of operation of the aeroplane; and
(3) the aeroplane data link communication equipment cannot communicate with
the equipment used by ATS in the area of operation of the aeroplane.
SPO.IDE.H.155 Flight data and cockpit voice combination recorder
Compliance with CVR and FDR requirements may be achieved by one flight data and
cockpit voice combination recorder.
GM1 SPO.IDE.H.155 Flight data and cockpit voice combination recorder
Combination Recorders
(a) A flight data and cockpit voice combination recorder is a flight recorder that records:
(1) all voice communications and the aural environment required by
SPO.IDE.H.140; and
(2) all parameters and specifications required by SPO.IDE.H.145, with the same
specifications required by SPO.IDE.H.140 and SPO.IDE.H.145.
(b) In addition, a flight data and cockpit voice combination recorder may record data link
communication messages and related information required by SPO.IDE.H.150.
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SPO.IDE.H.160 Seats, seat safety belts and restraint systems
(a) Helicopters shall be equipped with:

(1) a seat or station for each crew member or task specialist on board;
(2) a seat belt on each seat, and restraint devices for each station;
(3) for helicopters first issued with an individual CofA after 31 December 2012, a
seat belt with an upper torso restraint system for each seat; and
(4) a seat belt with upper torso restraint system incorporating a device that will
automatically restrain the occupant’s torso in the event of rapid deceleration
on each flight crew seat.
(b) A seat belt with upper torso restraint system shall have a single point release.
AMC2 SPO.IDE.H.160 Seats, seat safety belts and restraint systems
Upper Torso Restraint System

The following systems are deemed to be compliant with the requirement for an upper torso
restraint system:
(a) For other-than-complex helicopters, a seat belt with a diagonal shoulder strap;
(b) For all helicopters, a restraint system having a seat belt and two shoulder straps that
may be used independently.
(c) For all helicopters, a restraint system having a seat belt, two shoulder straps and
additional straps that may be used independently.
Seat Belt
A seat belt with a diagonal shoulder strap (three anchorage points) is deemed to be
compliant with the requirement for a seat belt (two anchorage points).
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SPO.IDE.H.165 First-aid kit
(a) Helicopters shall be equipped with a first-aid kit.

(b) The first-aid kit shall be:
(1) readily accessible for use; and
(2) kept up-to-date.
AMC1 SPO.IDE.H.165 First-aid kit
Content of First-Aid Kits — Other-Than-Complex Motor-Powered Helicopters

demographics of persons on board, etc.).
(1) bandages (assorted sizes),
(2) burns dressings (large and small),
(3) wound dressings (large and small),
(4) adhesive dressings (assorted sizes),
(5) antiseptic wound cleaner,
(6) safety scissors, and
(7) disposable gloves.
Content of First-Aid Kit — Complex Motor-Powered Helicopters

demographics of persons on board etc.).
(1) Equipment:
(i) bandages (assorted sizes);
(ii) burns dressings (unspecified);
(iii) wound dressings (large and small);
(iv) adhesive dressings (assorted sizes);
(v) adhesive tape;
(vi) adhesive wound closures;
(vii) safety pins;
(viii) safety scissors;
(ix) antiseptic wound cleaner;
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(x) disposable resuscitation aid;

(xi) disposable gloves;
(xii) tweezers: splinter; and
(xiii) thermometers (non-mercury).
(2) Medications:
(i) simple analgesic (may include liquid form);
(ii) antiemetic;
(iii) nasal decongestant;
(iv) gastrointestinal antacid, in the case of helicopters carrying more than nine
persons;
(v) anti-diarrhoeal medication in the case of helicopters carrying more than
nine persons; and
(vi) antihistamine.
(3) Other:
(i) a list of contents in at least two languages (English and one other). This
should include information on the effects and side effects of medications
carried;
(ii) first-aid handbook;
(iii) medical incident report form; and
(iv) biohazard disposal bags.
(4) An eye irrigator, although not required to be carried in the FAK, should, where
possible, be available for use on the ground.
Maintenance of First-Aid Kit

To be kept up to date, the first-aid kit should be:
(a) inspected periodically to confirm, to the extent possible, that contents are maintained in
the condition necessary for their intended use;
(b) replenished at regular intervals, in accordance with instructions contained on their
labels, or as circumstances warrant; and
(c) replenished after use in-flight at the first opportunity where replacement items are
available.
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SPO.IDE.H.175 Supplemental oxygen - non-pressurised helicopters
(a) Non-pressurised helicopters operated at flight altitudes when the oxygen supply is
(b) Non-pressurised helicopters operated above flight altitudes at which the pressure
altitude in the cabin compartments is above 10 000 ft shall carry enough breathing
oxygen to supply:
(1) all crew members for any period in excess of 30 minutes when the
pressure altitude in the cabin compartment will be between 10 000 ft and 13
000 ft; and
(2) all crew members and task specialists for any period that the pressure
altitude in the cabin compartment will be above 13 000 ft.
(c) Notwithstanding (b), excursions of a specified duration between 13 000 ft and 16 000 ft
may be undertaken without oxygen supplies, in accordance with SPO.OP.195(b).
AMC1 SPO.IDE.H.175 Supplemental oxygen — non-pressurised helicopters
The amount of oxygen should be determined on the basis of cabin pressure altitude and
flight duration, consistent with the operating procedures, including emergency, procedures,
established for each operation and the routes to be flown as specified in the AFM.
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SPO.IDE.H.180 Hand fire extinguishers
(a) Helicopters, except ELA2 helicopters, shall be equipped with at least one hand fire
extinguisher:
(1) in the flight crew compartment; and
(2) in each cabin compartment that is separate from the flight crew
compartment, except if the compartment is readily accessible to the flight crew.
(b) The type and quantity of extinguishing agent for the required fire extinguishers shall be
suitable for the type of fire likely to occur in the compartment where the extinguisher is
intended to be used and to minimise the hazard of toxic gas concentration in
compartments occupied by persons.
AMC1 SPO.IDE.H.180 Hand fire extinguishers
Number, Location and Type

(a) The number and location of hand fire extinguishers should be such as to provide
adequate availability for use, account being taken of the number and size of the cabin
compartments, the need to minimise the hazard of toxic gas concentrations and the
location of toilets, galleys, etc. These considerations may result in the number of fire
extinguishers being greater than the minimum required.
(b) There should be at least one hand fire extinguisher installed in the flight crew
compartment and this should be suitable for fighting both flammable fluid and electrical
equipment fires. Additional hand fire extinguishers may be required for the protection of
other compartments accessible to the flight crew or task specialist in flight. Dry
chemical fire extinguishers should not be used in the flight crew compartment, or in any
compartment not separated by a partition from the flight crew compartment, because of
the adverse effect on vision during discharge and, if conductive, interference with
electrical contacts by the chemical residues.
(c) Where only one hand fire extinguisher is required in the cabin compartments, it should
be located near the task specialist’s station, where provided.
(d) Where two or more hand fire extinguishers are required in the cabin compartments and
their location is not otherwise dictated by consideration of (a), an extinguisher should
be located near each end of the cabin with the remainder distributed throughout the
cabin as evenly as is practicable.
(e) Unless an extinguisher is clearly visible, its location should be indicated by a placard or
sign. Appropriate symbols may also be used to supplement such a placard or sign.
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SPO.IDE.H.185 Marking of break-in points
If areas of the helicopter’s fuselage suitable for break-in by rescue crews in an emergency
are marked, such areas shall be marked as shown in Figure 1.
Figure 1: Marking of break-in points
AMC1 SPO.IDE.H.185 Marking of break-in points
Colour and Corners’ Marking

(a) The colour of the markings should be red or yellow and, if necessary, should be
outlined in white to contrast with the background.
(b) If the corner markings are more than 2 m apart, intermediate lines 9 cm x 3 cm should
be inserted so that there is no more than 2 m between adjacent markings.
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SPO.IDE.H.190 Emergency locator transmitter (ELT)
(a) Helicopters certified for a maximum seating configuration above six shall be equipped
with:
(1) an automatic ELT; and
(2) one survival ELT (ELT(S)) in a life-raft or life-jacket when the helicopter is
operated at a distance from land corresponding to more than 3 minutes flying
time at normal cruising speed.
(b) Helicopters certified for a maximum seating configuration of six or less shall be
equipped with an ELT(S) or a personal locator beacon (PLB), carried by a crew
member or a task specialist.
(c) ELTs of any type and PLBs shall be capable of transmitting simultaneously on 121.5
MHz and 406 MHz.
AMC1 SPO.IDE.H.190 Emergency locator transmitter (ELT)
Batteries
(a) All batteries used in ELTs or PLBs should be replaced (or recharged if the battery is
rechargeable) when the equipment has been in use for more than 1 cumulative hour or
in the following cases:
(1) Batteries specifically designed for use in ELTs and having an airworthiness
release certificate (Brunei DCA Form 1 or equivalent) should be replaced (or
recharged, if the battery is rechargeable) before the end of their useful life in
accordance with the maintenance instructions applicable to the ELT.
(2) Standard batteries manufactured in accordance with an industry standard and
not having an airworthiness release certificate (Brunei DCA Form 1 or
equivalent), when used in ELTs should be replaced (or recharged if the
battery is rechargeable) when 50 % of their useful life (or for rechargeable, 50
% of their useful life of charge), as established by the battery manufacturer,
has expired.
(3) All batteries used in PLBs should be replaced (or recharged, if the battery is
rechargeable) when 50 % of their useful life (or for rechargeable 50 % of their
useful life of charge), as established by the battery manufacturer, has expired.
(4) The battery useful life (or useful life of charge) criteria in (1),(2) and (3) do not
apply to batteries (such as water-activated batteries) that are essentially
unaffected during probable storage intervals.
(b) The new expiry date for a replaced (or recharged) battery should be legibly marked on
the outside of the equipment.
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Types of ELT and General Technical Specifications

(a) The ELT required by this provision should be one of the following:
(1) Automatic fixed (ELT(AF)). An automatically activated ELT that is permanently
attached to an aircraft and is designed to aid SAR teams in locating the crash
site.
(2) Automatic portable (ELT(AP)). An automatically activated ELT that is rigidly
attached to an aircraft before a crash, but is readily removable from the
aircraft after a crash. It functions as an ELT during the crash sequence. If the
ELT does not employ an integral antenna, the aircraft-mounted antenna may
be disconnected and an auxiliary antenna (stored on the ELT case) attached
to the ELT. The ELT can be tethered to a survivor or a life-raft. This type of
ELT is intended to aid SAR teams in locating the crash site or survivor(s).
(3) Automatic deployable (ELT(AD)). An ELT that is rigidly attached to the aircraft
before the crash and that is automatically ejected, deployed and activated by
an impact, and, in some cases, also by hydrostatic sensors. Manual
deployment is also provided. This type of ELT should float in water and is
intended to aid SAR teams in locating the crash site.
(4) Survival ELT (ELT(S)). An ELT that is removable from an aircraft, stowed so
as to facilitate its ready use in an emergency, and manually activated by a
survivor. An ELT(S) may be activated manually or automatically (e.g. by water
activation). It should be designed to be tethered to a life-raft or a survivor. A
water-activated ELT(S) is not an ELT(AP).
(b) To minimise the possibility of damage in the event of crash impact, the automatic ELT
should be rigidly fixed to the aircraft structure, as far aft as is practicable, with its
antenna and connections arranged so as to maximise the probability of the signal
being transmitted after a crash.
(c) Any ELT carried should operate in accordance with the relevant provisions of ICAO
Annex 10, Volume III and should be registered with the national agency responsible for
initiating search and rescue or other nominated agency.
PLB Technical Specifications

(a) A personal locator beacon (PLB) should have a built-in GNSS receiver with a
cosmicheskaya sistyema poiska avariynich sudov — search and rescue satellite- aided
tracking (COSPAS-SARSAT) type approval number. However, devices with a
COSPAS-SARSAT with a number belonging to series 700 are excluded as this series
of numbers identifies the special-use beacons not meeting all the technical
requirements and all the tests specified by COSPAS-SARSAT.
(b) Any PLB carried should be registered with the national agency responsible for initiating
search and rescue or other nominated agency.
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Briefing on PLB Use

When a PLB is carried by a task specialist, he/she should be briefed on its characteristics
and use by the pilot-in-command before the flight.
GM1 SPO.IDE.H.190 Emergency locator transmitter (ELT)
Terminology
(a) An ELT is a generic term describing equipment that broadcasts distinctive signals on
designated frequencies and, depending on application, may be activated by impact or
may be manually activated.
(b) A PLB is an emergency beacon other than an ELT that broadcasts distinctive signals
on designated frequencies, is standalone, portable and is manually activated by the
survivors.
GM2 SPO.IDE.H.190 Emergency locator transmitter (ELT)
Maximum Certified Seating Configuration

The maximum certified seating configuration does not include flight crew seats.
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SPO.IDE.H.195 Flight over water - other-than complex motor-powered

helicopters
(a) Helicopters shall be equipped with a life-jacket for each person on board, that shall be
worn or stowed in a position that is readily accessible from the seat or station of the
person for whose use it is provided, when:
(1) flying over water beyond auto rotational distance from the land where in case
of the critical engine failure, the helicopter is not able to sustain level flight; or
(2) flying over water at a distance of land corresponding to more than 10 minutes
flying at normal cruising speed, where in case of the critical engine failure, the
helicopter is able to sustain level flight; or
(3) taking off or landing at an aerodrome/operating site where the take-off or
approach path is over water.
(c) The pilot-in-command of a helicopter operated on a flight over water at a distance from
land corresponding to more than 30 minutes flying time at normal cruising speed or 50
NM, whichever is less, shall determine the risks to survival of the occupants of the
helicopter in the event of a ditching, based on which he/she shall determine the
carriage of:
(1) equipment for making the distress signals;
(2) life-rafts in sufficient numbers to carry all persons on board, stowed so as to
facilitate their ready use in emergency; and
(3) life-saving equipment to provide the means of sustaining life, as appropriate
to the flight to be undertaken.
(d) The pilot-in-command shall determine the risks to survival of the occupants of the
helicopter in the event of a ditching, when deciding if the life-jackets required in (a)
shall be worn by all occupants.
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AMC1 SPO.IDE.H.195 Flight over water — other-than-complex motor-powered

helicopters
Accessibility of Life-Jackets
The life-jacket, if not worn, should be accessible from the seat or station of the person for
whose use it is provided, with a safety belt or a restraint system fastened.
Means of Illumination for Life-Jackets
The means of electric illumination should be a survivor locator light as defined in the
applicable ETSO issued by Brunei DCA or equivalent.
Risk Assessment
(a) When conducting the risk assessment, the pilot-in-command should base his/her
decision, as far as is practicable, on the regulations and AMCs applicable to the
operation of the helicopter.
(b) The pilot-in-command should, for determining the risk, take the following operating
environment and conditions into account:
(1) sea state;
(2) sea and air temperatures;
(3) the distance from land suitable for making an emergency landing; and
(4) the availability of search and rescue facilities.
GM1 SPO.IDE.H.195 Flight over water — other-than-complex motor-powered

helicopters
Seat Cushions
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SPO.IDE.H.197 Life-jackets - complex motor-powered helicopters
(a) Helicopters shall be equipped with a life-jacket for each person on board, that shall be
worn or stowed in a position that is readily accessible from the seat or station of the
person for whose use it is provided, when:
(1) operated on a flight over water at a distance from land corresponding to more
than 10 minutes flying time at normal cruising speed, where in the case of the
critical engine failure, the helicopter is able to sustain level flight;
(2) operated on a flight over water beyond auto-rotational distance from the land,
where in the case of the critical engine failure, the helicopter is not able to
sustain level flight; or
(3) taking off or landing at an aerodrome or operating site where the take-off or
approach path is so disposed over water that in the event of a mishap there
would be the likelihood of a ditching.
AMC1 SPO.IDE.H.197 Life-jackets — complex motor-powered helicopters
Accessibility of Life-Jackets
The life-jacket, if not worn, should be accessible from the seat or station of the person for
whose use it is provided, with a safety belt or a restraint system fastened.
Means of Illumination For Life-Jackets
The means of electric illumination should be a survivor locator light as defined in the
applicable ETSO issued by Brunei DCA or equivalent.
GM1 SPO.IDE.H.197 Life-jackets – complex motor-powered helicopters
Seat Cushions
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SPO.IDE.H.198 Survival suits - complex motor-powered helicopters
Each person on board shall wear a survival suit when so determined by the pilot-in-
command based on a risk assessment taking into account the following conditions:
(a) flights over water beyond autorotational distance or safe forced-landing distance from
land, where, in the case of a critical engine failure, the helicopter is not able to sustain
level flight; and
(b) the weather report or forecasts available to the pilot-in-command indicate that the sea
temperature will be less than plus 10 °C during the flight.
GM1 SPO.IDE.H.198 Survival suits — complex motor-powered helicopters
Estimating Survival Time

(a) Introduction
(1) A person accidentally immersed in cold seas (typically offshore Northern
Europe) will have a better chance of survival if he/she is wearing an effect ive
survival suit in addition to a life-jacket. By wearing the survival suit, he/she
can slow down the rate which his/her body temperature falls and,
consequently, protect himself/herself from the greater risk of drowning
brought about by incapacitation due to hypothermia.
(2) The complete survival suit system – suit, life-jacket and clothes worn under
the suit – should be able to keep the wearer alive long enough for the rescue
services to find and recover him/her. In practice the limit is about 3 hours. If a
group of persons in the water cannot be rescued within this time they are
likely to have become so scattered and separated that location will be
extremely difficult, especially in the rough water typical of Northern European
sea areas. If it is expected that in water protection could be required for
periods greater than 3 hours, improvements should, rather, be sought in the
search and rescue procedures than in the immersion suit protection.
(b) Survival times
(1) The aim should be to ensure that a person in the water can survive long
enough to be rescued, i.e. the survival time should be greater than the likely
rescue time. The factors affecting both times are shown in Figure 1. The
figure emphasises that survival time is influenced by many factors, physical
and human. Some of the factors are relevant to survival in cold water and
some are relevant in water at any temperature.
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Figure 1: The survival equation
(2) Broad estimates of likely survival times for the thin individual offshore are
given in Table 1 below. As survival time is significantly affected by the
prevailing weather conditions at the time of immersion, the Beaufort wind
scale has been used as an indicator of these surface conditions.
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Table 1: Timescale within which the most vulnerable individuals are likely to succumb
to the prevailing conditions
Clothing assembly Beaufort wind Times within which the most vulnerable individuals
force are likely to drown
(water temp 5°C) (water temp 13°C)
Working clothes (no 0–2 Within ¾ hour Within 1¼ hours

immersion suit)
3–4 Within ½ hour Within ½ hour
5 and above Significantly less than ½ Significantly less than ½

hour hour
Immersion suit worn 0 -2 May well exceed 3 hours May well exceed 3 hours
over
Working clothes (with 3–4 Within 2 ¾ hours May well exceed 3 hours
leakage inside suit)
5 and above Significantly less than 2¾ May well exceed 3 hours
hours. May well exceed 1
hour
(3) Consideration should also be given to escaping from the helicopter itself
should it submerge or invert in the water. In this case escape time is limited to
the length of time the occupants can hold their breath. The breath holding
time can be greatly reduced by the effect of cold shock. Cold shock is caused
by the sudden drop in skin temperature on immersion, and is char acterised by
a gasp reflex and uncontrolled breathing. The urge to breath rapidly becomes
overwhelming and, if still submerged, the individual will inhale water resulting
in drowning. Delaying the onset of cold shock by wearing an immersion suit
will extend the available escape time from a submerged helicopter.
(4) The effects of water leakage and hydrostatic compression on the insulation
quality of clothing are well recognised. In a nominally dry system the
insulation is provided by still air trapped within the clothing fibres and between
the layers of suit and clothes. It has been observed that many systems lose
some of their insulating capacity either because the clothes under the
'waterproof' survival suit get wet to some extent or because of hydrostatic
compression of the whole assembly. As a result of water leakage and
compression, survival times will be shortened. The wearing of warm clothing
under the suit is recommended.
(5) Whatever type of survival suit and other clothing is provided, it should not be
forgotten that significant heat loss can occur from the head.
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SPO.IDE.H.199 Life-rafts, survival ELTs and survival equipment on extended

overwater flights - complex motor-powered helicopters
Helicopters operated:
(a) on a flight over water at a distance from land corresponding to more than 10 minutes
flying time at normal cruising speed where in the case of the critical engine failure, the
helicopter is able to sustain level flight; or
(b) on a flight over water at a distance corresponding to more than 3 minutes flying time at
normal cruising speed, where in the case of the critical engine failure, the helicopter is
not able to sustain level flight, and if so determined by the pilot-in-command by means
of a risk assessment, shall be equipped with:
(1) at least one life-raft with a rated capacity of not less than the maximum
number of persons on board, stowed so as to facilitate their ready use in
emergency;
(2) at least one survival ELT (ELT(S)) for each required life-raft; and
(3) life-saving equipment, including means of sustaining life, as appropriate to the
flight to be undertaken.
AMC1 SPO.IDE.H.199 Life-rafts, survival ELTs and survival equipment on

extended overwater flights – complex motor-powered helicopters
Life–Rafts and Equipment for Making Distress Signals

(a) Each required life-raft should conform to the following specifications:
(1) be of an approved design and stowed so as to facilitate their ready use in an
emergency;
(2) be radar conspicuous to standard airborne radar equipment;
(3) when carrying more than one life-raft on board, at least 50% of the rafts
should be able to be deployed by the crew while seated at their normal
station, where necessary by remote control; and
(4) life-rafts that are not deployable by remote control or by the crew should be of
such weight as to permit handling by one person. 40 kg should be considered
a maximum weight.
(b) Each required life-raft should contain at least the following:
(5) One approved survivor locator light;
(6) one approved visual signalling device;
(7) one canopy (for use as a sail, sunshade or rain catcher) or other mean to
protect occupants from the elements;
(8) one radar reflector;
(9) one 20 m retaining line designed to hold the life-raft near the helicopter but to
release it if the helicopter becomes totally submerged;
(10) one sea anchor; and
(11) one survival kit, appropriately equipped for the route to be flown, which should
contain at least the following:
(i) one life-raft repair kit;
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(ii) one bailing bucket;

(iii) one signalling mirror;
(iv) one police whistle;
(v) one buoyant raft knife;
(vi) one supplementary means of inflation;
(vii) sea sickness tablets;
(viii) one first-aid kit;
(ix) one portable means of illumination;
(x) 500 ml of pure water and one sea water desalting kit; and
(xi) one comprehensive illustrated survival booklet in an appropriate language.
SPO.IDE.H.200 Survival equipment
Helicopters operated over areas in which search and rescue would be especially difficult
shall be equipped with:
(a) signalling equipment to make distress signals;
(b) at least one survival ELT (ELT(S)); and
(c) additional survival equipment for the route to be flown taking account of the number of
persons on board.
AMC1 SPO.IDE.H.200 Survival equipment
Additional Survival Equipment

(a) The following additional survival equipment should be carried when required:
(1) 500 ml of water for each four, or fraction of four, persons on board;
(2) one knife;
(3) first-aid equipment; and
(4) one set of air/ground codes.
(b) In addition, when polar conditions are expected, the following should be carried:
(1) a means of melting snow;
(2) one snow shovel and one ice saw;
(3) sleeping bags for use by 1/3 of all persons on board and space blankets for
the remainder or space blankets for all persons on board; and
(4) one arctic/polar suit for each crew member.
(c) If any item of equipment contained in the above list is already carried on board the
aircraft in accordance with another requirement, there is no need for this to be
duplicated.
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AMC1 SPO.IDE.H.200(b) Survival equipment
Survival ELT
An ELT(AP) may be used to replace one required ELT(S) provided that it meets the ELT(S)
requirements. A water-activated ELT(S) is not an ELT(AP).
GM1 SPO.IDE.H.200 Survival equipment
Signalling Equipment
The signalling equipment for making distress signals is described in ICAO Annex 2, Rules of
the Air.
GM2 SPO.IDE.H.200 Survival equipment
Areas in which Search and Rescue Would Be Especially Difficult

The expression ‘areas in which search and rescue would be especially difficult’ should be
interpreted, in this context, as meaning:
(a) areas so designated by the authority responsible for managing search and rescue; or
(b) areas that are largely uninhabited and where:
(1) the authority referred to in (a) has not published any information to confirm
whether search and rescue would be or would not be especially difficult; and
(2) the authority referred to in (a) does not, as a matter of policy, designate areas
as being especially difficult for search and rescue.
SPO.IDE.H.202 Helicopters certified for operating on water - miscellaneous

equipment
Helicopters certified for operating on water shall be equipped with:

(a) a sea anchor and other equipment necessary to facilitate mooring, anchoring or
manoeuvring the helicopter on water, appropriate to its size, weight and handling
characteristics; and
(b) equipment for making the sound signals prescribed in the International Regulations for
Preventing Collisions at Sea, where applicable.
GM1 SPO.IDE.H.202 Helicopters certificated for operating on water —

miscellaneous equipment
International Regulations for Preventing Collisions at Sea

International Regulations for Preventing Collisions at Sea are those that were published by
the International Maritime Organisation (IMO) in 1972.
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SPO.IDE.H.203 All helicopters on flights over water - ditching
Complex motor-powered helicopters operated on a flight over water in a hostile environment

at a distance from land corresponding to more than 10 minutes flying time at normal cruising
speed and other-than complex motor-powered helicopters flying over water in a hostile
environment beyond a distance of 50 NM from land shall be:
(a) designed for landing on water in accordance with the relevant airworthiness code;
(b) certified for ditching in accordance with the relevant airworthiness code; or
(c) fitted with emergency flotation equipment.
AMC1 SPO.IDE.H.203 All helicopters on flights over water — ditching
Emergency Flotation Equipment

The same considerations of AMC1 SPA.HOFO.165(d) should apply in respect of emergency
flotation equipment.
SPO.IDE.H.205 Individual protective equipment
Each person on board shall wear individual protective equipment that is adequate for the
type of operation being undertaken.
GM1 SPO.IDE.H.205 Individual protective equipment
Types of Individual Protective Equipment

Personal protective equipment should include, but is not limited to: flying suits, gloves,
helmets, protective shoes, etc.
SPO.IDE.H.210 Headset
Whenever a radio communication and/or radio navigation system is required,

helicopters shall be equipped with a headset with boom microphone or equivalent and a
transmit button on the flight controls for each required pilot, crew member and/or task
specialist at his/her assigned station.
AMC1 SPO.IDE.H.210 Headset
General
(a) A headset consists of a communication device that includes two earphones to receive
and a microphone to transmit audio signals to the helicopter’s communication system.
To comply with the minimum performance requirements, the earphones and
microphone should match the communication system’s characteristics and the flight
crew compartment environment. The headset should be adequately adjustable in order
to fit the flight crew’s head. Headset boom microphones should be of the noise
cancelling type.
(b) If the intention is to utilise noise cancelling earphones, the operator should ensure that
the earphones do not attenuate any aural warnings or sounds necessary for alerting
the flight crew on matters related to the safe operation of the helicopter.
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GM1 SPO.IDE.H.210 Headset
General
The term ‘headset’ includes any aviation helmet incorporating headphones and microphone
worn by a flight crew member.
SPO.IDE.H.215 Radio communication equipment
(a) Helicopters operated under IFR or at night, or when required by the applicable
airspace requirements, shall be equipped with radio communication equipment that,
under normal radio propagating conditions, shall be capable of:
(1) conducting two-way communication for aerodrome control purposes;
(2) receiving meteorological information;
(3) conducting two-way communication at any time during flight with those
aeronautical stations and on those frequencies prescribed by the
appropriate authority; and
(4) providing for communication on the aeronautical emergency frequency
121.5 MHz.
(b) When more than one communications equipment unit is required, each shall be
independent of the other or others to the extent that a failure in any one will not result
in failure of any other.
(c) When a radio communication system is required, and in addition to the flight crew
interphone system required in SPO.IDE.H.135, helicopters shall be equipped with a
transmit button on the flight controls for each required pilot and crew member at his/her
assigned station.
GM1 SPO.IDE.H.215 Radio communication equipment
Applicable Airspace Requirements

For helicopters being operated under Brunei Darussalam air traffic control, the applicable
airspace requirements.
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SPO.IDE.H.220 Navigation equipment
(a) Helicopters shall be equipped with navigation equipment that will enable them to
proceed in accordance with:
(1) the ATS flight plan, if applicable; and
(2) the applicable airspace requirements.
(b) Helicopters shall have sufficient navigation equipment to ensure that, in the event of
the failure of one item of equipment at any stage of the flight, the remaining equipment
shall allow safe navigation in accordance with (a), or an appropriate contingency action
to be completed safely.
(c) Helicopters operated on flights in which it is intended to land in IMC shall be equipped
with navigation equipment capable of providing guidance to a point from which a visual
landing can be performed. This equipment shall be capable of providing such guidance
for each aerodrome at which it is intended to land in IMC and for any designated
(d) For PBN operations the aircraft shall meet the airworthiness certification requirements
for the appropriate navigation specification.
AMC1 SPO.IDE.H.220 Navigation equipment
Navigation With Visual Reference to Landmarks — Other-Than-Complex Helicopters

Where other-than-complex helicopters, with the surface in sight, can proceed according to
the ATS flight plan by navigation with visual reference to landmarks, no additional equipment
is needed to comply with SPO.IDE.H.220 (a)(1).
GM1 SPO.IDE.H.220 Navigation equipment
Aircraft Eligibility For PBN Specification Not Requiring Specific Approval

(a) The performance of the aircraft is usually stated in the AFM.
(b) Where such a reference cannot be found in the AFM, other information provided by the
aircraft manufacturer as TC holder, the STC holder or the design organisation having a
privilege to approve minor changes may be considered.
(c) The following documents are considered acceptable sources of information:
(1) AFM, supplements thereto, and documents directly referenced in the AFM;
(2) FCOM or similar document;
(3) Service Bulletin or Service Letter issued by the TC holder or STC holder;
(4) approved design data or data issued in support of a design change approval;
(5) any other formal document issued by the TC or STC holders stating
compliance with PBN specifications, AMC, Advisory Circulars (AC) or similar
documents issued by the State of Design; and
(6) written evidence obtained from the State of Design.
(d) Equipment qualification data, in itself, is not sufficient to assess the PBN capabilities of
the aircraft, since the latter depend on installation and integration.
(e) As some PBN equipment and installations may have been certified prior to the
publication of the PBN Manual and the adoption of its terminology for the navigation
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specifications, it is not always possible to find a clear statement of aircraft PBN

capability in the AFM. However, aircraft eligibility for certain PBN specifications can
rely on the aircraft performance certified for PBN procedures and routes prior to the
publication of the PBN Manual.
(f) Below, various references are listed which may be found in the AFM or other
acceptable documents (see listing above) in order to consider the aircraft’s eligibility for
a specific PBN specification if the specific term is not used.
(g) RNAV 5
(i) B-RNAV;
(ii) RNAV 1;
(iii) RNP APCH;
(iv) RNP 4;
(v) A-RNP;
(vi) AMC 20-4;
(vii) JAA TEMPORARY GUIDANCE MATERIAL, LEAFLET NO. 2 (TGL 2)
(viii) JAA AMJ 20X2;
(ix) FAA AC 20-130A for en route operations;
(x) FAA AC 20-138 for en route operations; and
(xi) FAA AC 90-96.
(h) RNAV 1/RNAV 2
aircraft is eligible for RNAV 1/RNAV 2 operations.
(i) RNAV 1;
(ii) PRNAV;
(iii) US RNAV type A;
(iv) FAA AC 20-138 for the appropriate navigation specification;
(v) FAA AC 90-100A;
(vi) JAA TEMPORARY GUIDANCE MATERIAL, LEAFLET NO. 10 Rev1 (TGL
10);
(vii) FAA AC 90-100.
(2) However, if position determination is exclusively computed based on VOR-
DME, the aircraft is not eligible for RNAV 1/RNAV 2 operations.
(i) RNP 1/RNP 2 continental
aircraft is eligible for RNP 1/RNP 2 continental operations.
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(i) A-RNP;
(2) Alternatively, if a statement of compliance with any of the following
specifications or standards is found in the acceptable documentation as listed
above and position determination is primarily based on GNSS, the aircraft is
eligible for RNP 1/RNP 2 continental operations. However, in these cases,
loss of GNSS implies loss of RNP 1/RNP 2 capability.
(i) JAA TEMPORARY GUIDANCE MATERIAL, LEAFLET NO. 10 (TGL 10)
(any revision); and
(ii) FAA AC 90-100.
(j) RNP APCH — LNAV minima
aircraft is eligible for RNP APCH LNAV operations.
(i) A-RNP;
(ii) AMC 20-27;
(iii) AMC 20-28;
(iv) FAA AC 20-138 for the appropriate navigation specification; and
(2) Alternatively, if a statement of compliance with RNP 0.3 GNSS approaches in
accordance with any of the following specifications or standards is found in
the acceptable documentation as listed above, the aircraft is eligible for RNP
APCH — LNAV operations. Any limitation such as ‘within the US National
Airspace’ may be ignored since RNP APCH procedures are assumed to meet
the same ICAO criteria around the world.
(i) JAA TEMPORARY GUIDANCE MATERIAL, LEAFLET NO. 3 (TGL 3);
(ii) AMC 20-4;
(iii) FAA AC 20-130A; and
(iv) FAA AC 20-138.
(k) RNP APCH — LNAV/VNAV minima
aircraft is eligible for RNP APCH — LNAV/VNAV operations.
(i) A-RNP;
(ii) AMC 20-27 with Baro VNAV;
(iii) AMC 20-28;
(iv) FAA AC 20-138; and
(2) Alternatively, if a statement of compliance with FAA AC 20-129 is found in the
acceptable documentation as listed above, and the aircraft complies with the
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requirements and limitations of EASA SIB 2014-042, the aircraft is eligible for
RNP APCH — LNAV/VNAV operations. Any limitation such as ‘within the US
National Airspace’ may be ignored since RNP APCH procedures are assumed
to meet the same ICAO criteria around the world.
(l) RNP APCH — LPV minima
aircraft is eligible for RNP APCH — LPV operations.
(i) AMC 20-28;
(2) For aircraft that have a TAWS Class A installed and do not provide Mode-5
protection on an LPV approach, the DH is limited to 250 ft.
(m) (m) RNAV 10
(i) RNP 10;
(ii) FAA AC 20-138 for the appropriate navigation specification;
(iii) AMC 20-12;
(iv) FAA Order 8400.12 (or later revision); and
(v) FAA AC 90-105.
(n) RNP 4
aircraft is eligible for RNP 4 operations.
(i) FAA AC 20-138B or later, for the appropriate navigation specification;
(ii) FAA Order 8400.33; and
(iii) FAA AC 90-105 for the appropriate navigation specification.
(o) RNP 2 oceanic
(1) If a statement of compliance with FAA AC 90-105 for the appropriate
navigation specification is found in the acceptable documentation as listed
above, the aircraft is eligible for RNP 2 oceanic operations.
(2) If the aircraft has been assessed eligible for RNP 4, the aircraft is eligible for
RNP 2 oceanic.
(p) Special features
(1) RF in terminal operations (used in RNP 1 and in the initial segment of the
RNP APCH)
(i) If a statement of demonstrated capability to perform an RF leg, certified in
accordance with any of the following specifications or standards, is found in
the acceptable documentation as listed above, the aircraft is eligible for RF
in terminal operations:
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(A) AMC 20-26;

(B) FAA AC 20-138B or later.
(ii) If there is a reference to RF and a reference to compliance with AC 90-105,
then the aircraft is eligible for such operations.
(q) Other considerations
(1) In all cases, the limitations in the AFM need to be checked, in particular the
use of AP or FD which can be required to reduce the FTE primarily for RNP
APCH, RNAV 1, and RNP 1.
(2) Any limitation such as ‘within the US National Airspace’ may be ignored since
RNP APCH procedures are assumed to meet the same ICAO criteria around
the world.
GM2 SPO.IDE.H.220 Navigation equipment
General
(a) The PBN specifications for which the aircraft complies with the relevant airworthiness
criteria are set out in the AFM, together with any limitations to be observed.
(b) Because functional and performance requirements are defined for each navigation
specification, an aircraft approved for an RNP specification is not automatically
approved for all RNAV specifications. Similarly, an aircraft approved for an RNP or
RNAV specification having a stringent accuracy requirement (e.g. RNP 0.3
specification) is not automatically approved for a navigation specification having a less
stringent accuracy requirement (e.g. RNP 4).
RNP 4
(c) For RNP 4, at least two LRNSs, capable of navigating to RNP 4, and listed in the AFM,
may be operational at the entry point of the RNP 4 airspace. If an item of equipment
required for RNP 4 operations is unserviceable, then the flight crew may consider an
alternate route or diversion for repairs. For multisensor systems, the AFM may permit
entry if one GNSS sensor is lost after departure, provided one GNSS and one inertial
sensor remain available.
SPO.IDE.H.225 Transponder
Where required by the airspace being flown, helicopters shall be equipped with a
secondary surveillance radar (SSR) transponder with all the required capabilities.
AMC1 SPO.IDE.H.225 Transponder
General
(a) The SSR transponders of helicopters being operated under Brunei Darussalam air
traffic control should comply with any applicable legislation.
(b) If the legislation is not applicable, the SSR transponders should operate in accordance
with the relevant provisions of Volume IV of ICAO Annex 10.
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SPO.IDE.H.230 Management of aeronautical databases
(a) Aeronautical databases used on certified aircraft system applications shall meet data
quality requirements that are adequate for the intended use of the data.
(b) The operator shall ensure the timely distribution and insertion of current and unaltered
aeronautical databases to all aircraft that require them.
(c) Notwithstanding any other occurrence reporting requirements as defined in Civil
Aviation Regulation 2017 the operator shall report to the database provider instances
of erroneous, inconsistent or missing data that might be reasonably expected to
constitute a hazard to flight.
In such cases, the operator shall inform flight crew and other personnel concerned, and shall
ensure that the affected data is not used.
AMC1 SPO.IDE.H.230 Management of aeronautical databases
Aeronautical Databases
When the operator of an aircraft uses an aeronautical database that supports an airborne
navigation application as a primary means of navigation used to meet the airspace usage
requirements, the database provider should be a Type 2 DAT provider certified in
accordance with Regulation (EU) 2017/373 or equivalent.
GM1 SPO.IDE.H.230 Management of aeronautical databases
Aeronautical Database Applications

(a) Applications using aeronautical databases for which Type 2 DAT providers should be
certified in accordance with Regulation (EU) 2017/373 may be found in GM1
DAT.OR.100.
(b) The certification of a Type 2 DAT provider in accordance with Regulation (EU)
2017/373 ensures data integrity and compatibility with the certified aircraft
application/equipment.
Timely Distribution
The operator should distribute current and unaltered aeronautical databases to all aircraft
requiring them in accordance with the validity period of the databases or in accordance with
a procedure established in the operations manual if no validity period is defined.
Standards For Aeronautical Databases And Dat Providers

(a) A ‘Type 2 DAT provider’ is an organisation as defined in Article 2(5)(b) of Regulation
(EU) 2017/373.
(b) Equivalent to a certified ‘Type 2 DAT provider’ is defined in any Aviation Safety
Agreement between the European Union and a third country, including any Technical
Implementation Procedures, or any Working Arrangements between EASA and the
competent authority of a third country.
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Subpart E - Specific requirements

Section 1 - Helicopter external sling load operations (HESLO)
SPO.SPEC.HESLO.100 Standard operating procedures
The standard operating procedures for HESLO shall specify:

(a) the equipment to be carried, including its operating limitations and appropriate entries
in the MEL, as applicable;
(b) crew composition and experience requirements of crew members and task specialists;
(c) the relevant training for crew members and task specialists to perform their task and
the qualification and nomination of persons providing such training to the crew
members and task specialists;
(d) responsibilities and duties of crew members and task specialists;
(e) performance criteria necessary to be met to conduct HESLO operations;
(f) normal, abnormal and emergency procedures.
AMC1 SPO.SPEC.HESLO.100 Standard operating procedures
Standard Operating Procedures

(a) Before conducting any HESLO, the operator should develop its SOPs taking into
account the elements below.
(b) Nature and complexity of the activity
(1) Nature of the activity and exposure:
Helicopter flights for the purpose of transporting external loads by different
means, e.g. under slung, external pods or racks. These operations are usually
performed at a low height.
(2) Complexity of the activity:
The complexity of the activity varies with the size and the shape of the load,
the length of the rope and characteristics of the pick-up and drop-off zones,
the time per load cycle, etc.
Table 1: HESLO types
HESLO 1: short line, 20 metres (m) or less
HESLO 2: long line, more than 20 m
HESLO 3: Specialised sling load, such as: Logging, insulators and pullers,
traverse mounting, spinning of fibre cable, ice and snow removal
from power lines, sawing, geophysical surveys, cable laying onto the
ground or into ditches, avalanche control, landslide control.
HESLO 4: Advanced sling load such as: tower erecting, wire stringing,
disassembly of masts and towers.
(3) Operational environment and geographical area:
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HESLO may be performed over any geographical area. Special attention

should be given to:
(i) hostile and congested;
(ii) mountains;
(iii) sea;
(iv) jungle;
(v) desert; and
(vi) polar;
(vii) lakes and river canyons; and
(viii) environmentally sensitive areas (e.g. national parks, noise sensitive areas).
(c) Equipment
(1) The helicopter may be equipped with:
(i) additional mirror(s); and/or video camera(s);
(ii) a bubble window;
(iii) supplementary hook(s) or multi-hook device(s); and
(iv) load data recorder (lifts, weights, torques, power, forces, shocks and
electrical activities).
(2) When conducting single-pilot vertical reference operations with no assistance
of a task specialist or other crew member, additional engine monitoring in the
pilot line of vision or an audio warning system is recommended.
(3) All additional equipment used, e.g. ropes, cables, mechanical hooks, swivel
hooks, nets, buckets, chainsaws, baskets, containers, should be
manufactured according to applicable rules or recognised standards. The
operator should be responsible for maintaining the serviceability of this
equipment.
(4) Adequate radio communication equipment (e.g. VHF, UHF, FM) should be
installed and serviceable in the helicopter for co-ordination with the task
specialists involved in the operation.
(5) Task specialists involved in the operation should be equipped with hand -held
communication equipment, protective helmets with integrated earphones and
microphones , and the relevant personal protective equipment.
(d) Crew members
(1) Crew composition:
(i) The minimum flight crew as stated in the approved AFM. For operational or
training purposes, an additional crew member may assist the pilot-in-
command (PIC) in a single-pilot operation In such a case:
(A) procedures are in place for a crew member to monitor the flight,
especially during the departure, approach and HESLO cycle, to ensure
that a safe flight path is maintained; and
(B) when a task specialist is tasked with assisting the pilot, the procedures
according to which this assistance is taking place should be clearly
defined.
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(ii) For safety and/or operational purposes, task specialists should be

instructed by the operator to fulfil specified tasks.
(2) Pilot training for HESLO
Before acting as unsupervised PIC, the pilot should demonstrate to the
operator that he/she has the required skills and knowledge.
(i) Theoretical knowledge for HESLO 1:
(A) content of the operations manual (OM) including the relevant SOP;
(B) AFM (limitations, performance, mass and balance, abnormal and
emergency procedures, etc.);
(C) procedures (e.g. short line, long line, construction, wire stringing or
cable laying flying techniques, as required for the operation);
(D) load and site preparation including load rigging techniques and
external load procedures;
(E) special equipment used in the operation;
(F) training in human factor principles; and
(G) hazards and dangers.
(ii) Theoretical knowledge for other HESLO levels should include the elements
listed in point (i) above where additional knowledge to that of HESLO 1 is
needed for the adequate HESLO level.
(iii) Practical training defined in the operator’s training programme:
(A) Flight instruction provided by a HESLO instructor; and
(B) Flight under the supervision of a HESLO instructor. The supervision
should take place during HESLO missions, from inside the helicopter
and on-site.
For the purpose of this AMC, a HESLO mission is defined as a flight or
series of flights from point A to point B on a particular day and for
commercial specialised operations, for a particular client.
(3) Pilot experience
(i) Prior to commencing training:
(A) 10 hours flight experience on the helicopter type; .
(B) For HESLO 2: At least 100 HESLO cycles;
(C) For HESLO 3: At least 500 HESLO cycles; and
(D) For HESLO 4: At least 1 000 flight hours on helicopters and 2 000
HESLO cycles, including experience as unsupervised PIC in HESLO
2 or HESLO 3.
(ii) Before acting as PIC under the supervision of a HESLO instructor:
(A) For HESLO 1: At least 5 hours and 50 HESLO cycles flight
instruction;
(B) For HESLO 2: In addition to HESLO 1 training, at least 2 hours and
20 HESLO cycles flight instruction with a long line of more than 20
metres.
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(C) For HESLO 3 and 4: A number of HESLO cycles flight instruction, as

relevant to the activity to be performed and the required skills.
(iii) Before acting as unsupervised PIC:
(A) For HELSO 1, 300 hours helicopter flight experience as PIC; and
(B) For HESLO 1: At least 8 hours, 80 HESLO cycles and 5 HESLO
missions;
(C) For HESLO 2: At least 5 hours, 50 HESLO cycles and 5 HESLO
missions with long line of more than 20 metres;
(D) For HESLO 3 and 4: A number of HESLO missions under the
supervision of a HESLO instructor, as relevant to the activity to be
performed and the required skills;
(E) For HESLO 3 and 4, hours on the helicopter type, performing HESLO
1 and 2 operations.
(F) At least 20 hours gained in an operational environment similar to the
environment of intended operation (desert, sea, jungle, mountains,
etc.).
(4) Pilot proficiency: Before acting as unsupervised PIC, pilot proficiency has
been assessed as sufficient for the intended operations and environment
under the relevant HESLO type, by a HESLO instructor nominated by the
operator.
(5) Pilot recurrent training and checking at least every two years:
(i) review of the load rigging techniques;
(ii) external load procedures;
(iii) review of the applicable flying techniques; and
(iv) review of human factor principles.
(v) A pilot who has performed 20 hours of relevant HESLO within the past 12
months may not need any further flight training other than in accordance
with Part-ORO and Part-FCL.
(e) Task specialists

Before acting as task specialist, he/she should demonstrate to the operator that he/she
has been trained appropriately and has the required skill and knowledge.
(1) Initial training
(i) The initial training of task specialists should include at least:
(A) behaviour in a rotor turning environment and training in ground safety
and emergency procedures;
(B) procedures including load rigging, usage and conservation
(replacement) of LLD;
(C) helicopter marshalling signals;
(D) radio communication;
(E) selection and preparation of pick-up and drop-off sites, dangers on
working places (downwash, loose goods, third people);
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(F) handling and safety of the third party;

(G) relevant training for the helicopter type;
(H) duties and responsibilities as described in the appropriate manual;
(I) perception and classification of flight obstacles (none, critical,
danger), measures for safety; and
(J) human factor principles; and
(K) for task specialists seated in the cockpit and whose tasks are to
assist the pilot, the relevant CRM training elements as specified in
ORO.FC.115.
(ii) The individual safety equipment appropriate to the operational environment
and complexity of the activity should be described in the appropriate
manual.
(6) Recurrent training
(i) The annual recurrent training should include the items listed in the initial
training as described in (e)(1) above.
(ii) The operator should establish a formal qualification list for each task
specialist.
(iii) The operator should establish a system of record keeping that allows
adequate storage and reliable traceability of:
(A) the initial and recurrent training;
(B) Qualifications (qualification list).
(7) Briefing of task specialists
Briefings on the organisation and coordination between the flight crew and task
specialists involved in the operation should take place prior to each operation.
These briefings should include at least the following:
(i) location and size of pick-up and drop-off site, operating altitude;
(ii) location of refuelling site and procedures to be applied; and
(iii) load sequence, danger areas, performance and limitations, emergency
procedures.
(iv) for a task specialist who has not received the relevant elements of CRM
training as specified in ORO.FC.115, the operator’s crew coordination
concept including relevant elements of CRM.
(8) Responsibility of task specialists operating on the ground:
(i) Task specialists operating on the ground are responsible for the safe
organisation of the ground operation, including:
(A) adequate selection and preparation of the pick-up and drop-off points
and load rigging;
(B) appropriate communication and assistance to the flight crew and
other task specialists; and
(C) access restriction on the pick-up and drop-off site.
(ii) If more than one task specialist is required for a task, one should be
nominated as leading the activities. He/she should act as the main link
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between the flight crew and other task specialist(s) involved in the
operation and is responsible for:
(D) task specialist coordination and activities on the ground; and
(E) the safety of the working area (loading and fuelling).
(f) HESLO instructor
The HESLO instructor should be assigned by the operator on the basis of the
following:
(1) the HESLO instructor for pilots should:
(i) be suitably qualified as determined by the operator and have a minimum
experience of 500 hours HESLO:
(ii) have at least 10 hours HESLO experience as unsupervised PIC in the
appropriate HESLO level on which instruction, supervision and proficiency
assessments are to be provided; and
(iii) have attended the ‘teaching and learning’ part of the flight instructor or type
rating instructor training, or have prior experience as an aerial work
instructor subject to national rules
(2) the HESLO instructor for task specialists should be suitably qualified as
determined by the operator and have at least 2 years of experience in HESLO
operations.
(g) Performance
(1) Power margins for HESLO operations:
(i) HESLO 1 and 2
The mass of the helicopter should not exceed the maximum mass specified
in accordance with SPO.POL.146(c)(1) at the pick-up or drop- off site,
whichever is higher, as stated in the appropriate manual.
(ii) HESLO 3 and 4
The mass of the helicopter should not exceed the maximum mass specified
in accordance with SPO.POL.146(c)(1) at the pick-up or drop- off site,
whichever is higher, as stated in the appropriate manual, and in the case of
construction (montage) operations, reduced by 10% of the mass of the
sling load capacity.
(h) Normal procedures
(1) Operating procedures:
HESLO should be performed in accordance with the appropriate manual and
appropriate operating procedures. These procedures should include, for each
type of operation:
(i) crew individual safety equipment (e.g. helmet, fire retardant suits);
(ii) crew responsibilities;
(iii) crew coordination and communication;
(iv) selection and size of pick-up and drop-off sites;
(v) selection of flight routes;
(vi) fuel management in the air and on the ground;
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(vii) task management; and

(viii) third party risk management.
(2) Ground procedures:
The operator should specify appropriate procedures, including:
(i) use of ground equipment;
(ii) load rigging;
(iii) size and weight assessment of loads;
(iv) attachment of suitably prepared loads to the helicopter;
(v) two-way radio communication procedures;
(vi) selection of suitable pick-up and drop-off sites;
(vii) safety instructions for task specialists operating on the ground;
(viii) helicopter performances information;
(ix) fuel management on the ground;
(x) responsibility, organisation and task management of other personnel on the
ground involved in the operation;
(xi) third party risk management; and
(xii) environmental protection.
(i) Emergency procedures
(1) Operating procedures for the flight crew:
In addition to the emergency procedures published in the AFM or OM, the
operator should ensure that the flight crew:
(i) is familiar with the appropriate emergency procedures;
(ii) has appropriate knowledge of the emergency procedures for personnel on
the ground involved in the operation; and
(iii) reports emergencies as specified in the AFM or OM.
The operator should ensure that the task specialist on the ground involved in
the operation:
(ii) has appropriate knowledge of the flight crew emergency procedures;
(iii) reports emergencies as specified in the AFM or OM; and
(iv) prevents, as far as possible, environmental pollution.
(j) Ground equipment
The operator should specify the use of ground equipment, such as fuel trucks, cables,
strops etc. in the AFM or OM, including at least:
(1) minimum size of the operating site;
(2) surface condition;
(3) positioning of ground equipment on the operating site;
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(4) fuel handling;

(5) environment protection plan; and
(6) location and use of fire suppression equipment.
GM1 SPO.SPEC.HESLO.100 Standard operating procedures
Pilot Initial Training

The table below summarises minimum training standards.
Table 1: Training minimum standards
HESLO 1 CPL(H) or ATPL(H)

PPL(H) only for non-commercial operations
Minimum 10 hours on type
Type rating completed
HESLO ground instruction completed
Task specialist syllabus reviewed
HESLO 1 flight instruction completed: Minimum 5 hours/50 HESLO cycles
HESLO 1 flights under supervision completed
Minimum experience 8 hours/80 HESLO cycles/5 HESLO missions
Minimum 300 hours PIC(H)
HESLO 1 proficiency

HESLO level 1 completed
Minimum 10 hours PIC on type
HESLO 2 ground instruction completed
Minimum 100 HESLO cycles
HESLO 2 flight instruction completed: Minimum 2 hours/20 HESLO cycles with
long line
Minimum experience 5 hours/50 HESLO 2 cycles/5 HESLO 2 missions
HESLO 2 proficiency

HESLO level 1 completed to 20m
Min. 500 HESLO cycles
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Practical Task specialist training for logging
HESLO 3 flight instruction completed
HESLO 3 proficiency

Minimum 1 000 hours (H)
HESLO level 2 or 3 completed
Minimum 2 000 HESLO cycles
Practical load preparation training
HESLO 4 flight instruction completed
HESLO 4 proficiency
HESLO ground instruction, HESLO flight training, HESLO flights under supervision and
HESLO proficiency assessments may be combined with the operator’s conversion course.
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SPO.SPEC.HESLO.105 Specific HESLO equipment
The helicopter shall be equipped with at least:

(a) one cargo safety mirror or alternative means to see the hook(s)/load; and
(b) one load meter, unless there is another method of determining the weight of the load.
SPO.SPEC.HESLO.110 Transportation of dangerous goods
The operator transporting dangerous goods to or from unmanned sites or remote locations
shall apply to the Brunei DCA for an exemption from the provisions of the Technical
Instructions if they intend not to comply with other requirements of those Instructions.
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Section 2 - Human external cargo operations (HEC)

SPO.SPEC.HEC.100 Standard operating procedures
The standard operating procedures for HEC shall specify:

(e) performance criteria necessary to be met to conduct HEC operations;
AMC1 SPO.SPEC.HEC.100 Standard operating procedures
Standard Operating Procedures

(a) Before conducting any HEC operations, the operator should develop its SOPs taking
into account the elements below.
(b) Nature and complexity of the activity
(1) Nature of the activity and exposure:
HEC operations are usually performed at a low height.
(9) Complexity of the activity:
(v) The complexity of the activity varies with the length of the rope and
characteristics of the pick-up and drop-off zones, etc.
Table 1: HEC levels
HEC 1: Sling or cable length is less or equal to 25 m
HEC 2: Sling or cable length is greater than 25m
(10) Operational environment and geographical area:

HEC may be performed over any geographical area. Special attention should
be given to:
(i) hostile congested and non-congested environment;
(ii) mountains;
(iii) sea;
(iv) jungle;
(v) desert;
(vi) arctic;
(vii) lakes and river canyons; and
(viii) environmentally sensitive areas (e.g. national parks, noise sensitive areas).
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(c) Equipment
(1) The helicopter may be equipped with and/or video camera(s);
(i) additional mirror(s);
(ii) a bubble window;
(iii) supplementary hook(s) or multi-hook device(s); and
(iv) load data recorder (lifts, weights, torques, power, forces, shocks and
electrical activities).
(2) When conducting single-pilot vertical reference operations with no assistance
of a task specialist or other crew member, additional engine monitoring in the
pilot line of vision or an audio warning system is recommended.
(3) Adequate radio communication equipment (e.g. VHF, UHF, FM) should be
installed in the helicopter for co-ordination with the task specialist involved in
the operation.
(4) Task specialists involved in the operation should be equipped with hand -held
communication equipment, protective helmets with integrated earphones and
microphones as well as personal protective equipment.
(d) Crew members
(1) Crew composition:
(i) The minimum flight crew is stated in the approved AFM. For operational or
training purposes, an additional qualified crew member may assist the PIC
in a single-pilot operation. In such a case:
(A) (A) procedures are in place for a member of the flight crew to monitor
the flight, especially during the departure, approach and HEC
operations, to ensure that a safe flight path is maintained; and
(B) (B) when a task specialist is tasked with assisting the pilot, the
procedures according to which this assistance is taking place should
be clearly defined.
(ii) For safety and/or operational purposes, a task specialist may be required
by the operator to fulfil the task (e.g. to establish vertical reference or to
operate the release safety device for the belly rope).
(2) Pilot initial training:
Before acting as PIC, the pilot should demonstrate to the operator that he/she
has the required skills and knowledge, as follows:
(i) Theoretical knowledge:
(A) load rigging techniques;
(B) external load procedures;
(C) site organisation and safety measures;
(D) short line, long line, construction, wire stringing or cable laying flying
techniques, as required for the operation.
(ii) Pilot experience prior to commencing the training:
(A) 10 hours flight experience on the helicopter type;
(B) type rating completed;
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(C) HESLO type 1 or 2 completed;

(D) relevant experience in the field of operation;
(E) training in human factor principles; and
(F) ground instruction completed (marshaller syllabus).
(iii) Pilot experience prior to commencing unsupervised HEC flights:
(A) HEC flight instruction completed.
(B) 1 000 hours helicopter flight experience as PIC.
(C) for mountain operations, 500 hours of flight experience as PIC in
mountain operations.
(D) for HEC 2, HESLO type 2 completed.
(3) Pilot proficiency prior to commencing unsupervised HEC flights:
Pilot proficiency has been assessed as sufficient for the intended operations and
environment under the relevant HEC level, by a HEC instructor nominated by the
operator.
(4) Pilot recurrent training and checking at least every two years:
(i) review of the sling technique;
(ii) external load procedures;
(iii) training in human factor principles; and
(iv) review of the applicable flying techniques, which should take place during a
training flight if the pilot has not performed HEC or HHO operations within
the past 24 months.
(5) Conditions of HEC instruction:
(i) Maximum sling length according to the level applicable:
(A) 1 task specialist (with radio) at pickup point;
(B) 1 task specialist (with radio) at drop off point/on the line;
(C) helicopter fitted with cargo mirror/bubble window;
(D) flight instruction DC/: Cycles DC/minimum 10 cycles which of 5
Human Cargo Sling; and
(E) flight instruction solo with onsite supervision/Cycles solo/minimum 10
cycles.
(ii) HEC instructor:
The HEC instructor should be assigned by the operator on the basis of the
following:
(A) the HEC instructor for pilots should:
- have a minimum experience of 100 cycles in HEC operations
at HEC levels equal to or greater than that on which instruction,
supervision and proficiency assessments are to be provided;
and
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- have attended the ‘teaching and learning’ part of the flight

instructor or type rating instructor training, or have prior
experience as an aerial work instructor subject to national rules
(B) the HEC instructor for task specialists should be suitably qualified as
determined by the operator and have at least 2 years of experience in
HEC operations as a task specialist.
(e) Task specialists
Before acting as task specialists, they should demonstrate to the operator that they
have been appropriately trained and have the required skills and knowledge including
training on human factor principles.
(1) Task specialists should receive training relevant to their tasks including:
(i) fitting and removal of system; and
(ii) normal procedure.
For task specialists in charge of assisting the pilot, the relevant CRM training
elements as specified in AMC1.ORO.FC.115.
(2) Briefings
Briefings on the organisation and coordination between flight crew and task
specialist involved in the operation should take place prior to each operation.
These briefings should include at least the following:
(i) location and size of pick-up and drop-off site, operating altitude;
(ii) location of refuelling site and procedures to be applied;
(iii) load sequence, danger areas, performance and limitations, emergency
procedures; and
(iv) for task specialists who have not received the relevant elements of CRM
training as specified in AMC1.ORO.FC.115, the operator’s crew
coordination concept including relevant elements of crew resource
management.
(3) Recurrent training
(i) The annual recurrent training should include the items listed in the initial
training as described in (e)(1) above.
(ii) The operator should establish a formal qualification list for each task
specialist.
(iii) The operator should establish a system of record keeping that allows
adequate storage and reliable traceability of:
(A) the initial and recurrent training;
(B) qualifications (qualification list).
(f) Performance
HEC should be performed with the following power margins: the mass of the helicopter
should not exceed the maximum mass specified in accordance with SPO.POL.146
(c)(1).
(g) Normal procedures
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HEC should be performed in accordance with the AFM. Operating procedures

should include, for each type of operation:
(i) Crew individual safety equipment (e.g. helmet, fire retardant suits);
(ii) crew responsibilities;
(iii) crew coordination and communication;
(iv) selection and size of pick-up and drop-off sites;
(v) selection of flight routes;
(vi) fuel management in the air and on the ground;
(vii) task management; and
(viii) third party risk management.
The operator should specify appropriate procedures, including:
(i) use of ground equipment;
(ii) load rigging;
(iii) size and weight assessment of loads;
(iv) attachment of suitably prepared loads to the helicopter;
(v) two-way radio communication procedures;
(vi) selection of suitable pick-up and drop-off sites;
(vii) safety instructions for ground task specialists or other persons required for
the safe conduct of the operation;
(viii) helicopter performances information;
(ix) fuel management on the ground;
(x) responsibility and organisation of the personnel on the ground involved in
the operation;
(xi) task management of personnel on the ground involved in the operation;
(xii) third party risk management; and
(xiii) environmental protection.
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(h) Emergency procedures

In addition to the emergency procedures published in the AFM or OM, the
operator should ensure that the flight crew:
the ground involved in the operation; and
(iii) reports emergencies as specified in the AFM or OM.
The operator should ensure that the task specialist on the ground involved in
the operation:
the ground involved in the operation;
(iii) reports emergencies as specified in the AFM or OM; and
(iv) prevents, as far as possible, environmental pollution.
SPO.SPEC.HEC.105 Specific HEC equipment
(a) The helicopter shall be equipped with:

(1) hoist operations equipment or cargo hook;
(2) one cargo safety mirror or alternative means to see the hook; and
(3) one load meter, unless there is another method of determining the weight of
the load.
(b) The installation of all hoist and cargo hook equipment and any subsequent
modifications shall have an airworthiness approval appropriate to the intended
function.
AMC1 SPO.SPEC.HEC.105(b) Specific HEC equipment
Airworthiness Approval for HEC Equipment

(a) Hoist or cargo hook installations that have been certificated according to any of the
following standards should be considered to satisfy the airworthiness criteria for HEC
operations:
(1) CS 27.865 or CS 29.865;
(2) JAR 27 Amendment 2 (27.865) or JAR 29 Amendment 2 (29.865) or later;
(3) FAR 27 Amendment 36 (27.865) or later — including compliance with CS
27.865(c)(6); or
(4) FAR 29 Amendment 43 (29.865) or later.
(b) Hoist or cargo hook installations that have been certified prior to the issuance of the
airworthiness criteria for HEC as defined in (a) may be considered as eligible for HEC
provided that following a risk assessment either:
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(1) the service history of the hoist or cargo hook installation is found satisfactory
to the Brunei DCA; or
(2) for hoist or cargo hook installations with an unsatisfactory service history,
additional substantiation to allow acceptance by the Brunei DCA should be
provided by the hoist or cargo hook installation certificate holder (type
certificate (TC) or supplemental type certificate (STC)) on the basis of the
following requirements:
(i) The hoist or cargo hook installation should withstand a force equal to a limit
static load factor of 3.5, or some lower load factor, not less than 2.5,
demonstrated to be the maximum load factor expected during hoist
operations, multiplied by the maximum authorised external load.
(ii) The reliability of the primary and back up quick release systems at
helicopter level should be established and failure mode and effect analysis
at equipment level should be available. The assessment of the design of
the primary and back up quick release systems should consider any failure
that could be induced by a failure mode of any other electrical or
mechanical rotorcraft system.
(iii) The appropriate manual should contain one-engine-inoperative (OEI) hover
performance data or single engine failures procedures for the weights,
altitudes, and temperatures throughout the flight envelope for which hoist
or cargo hook operations are accepted.
(iv) Information concerning the inspection intervals and retirement life of the
hoist or cargo hook cable should be provided in the instructions for
continued airworthiness.
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Section 3 - Parachute operations (PAR)

SPO.SPEC.PAR.100 Standard operating procedures
The standard operating procedures for PAR shall specify:

(e) performance criteria necessary to be met to conduct parachute operations;
SPO.SPEC.PAR.105 Carriage of crew members and task specialists
The requirement laid down in SPO.GEN.106(c) shall not be applicable for task specialists
performing parachute jumping.
SPO.SPEC.PAR.110 Seats
Notwithstanding SPO.IDE.A.160(a) and SPO.IDE.H.160(a)(1), the floor may be used as a

seat, provided means are available for the task specialist to hold or strap on.
SPO.SPEC.PAR.115 Supplemental oxygen
Notwithstanding SPO.OP.195(a), the requirement to use supplemental oxygen is not

applicable for crew members other than the pilot-in-command and task specialists carrying
out duties essential to the specialised task whenever the cabin altitude:
(a) exceeds 13,000 ft, for a period of not more than 6 minutes.
(b) exceeds 15,000 ft, for a period of not more 3 minutes.
SPO.SPEC.PAR.125 Releasing of dangerous goods
Notwithstanding SPO.GEN.160, parachutists may exit the aircraft for the purpose of
approved parachute display over congested areas of cities, towns or settlements or over
an open-air assembly of persons whilst carrying smoke train devices, provided these are
manufactured for this purpose.
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Section 4 - Aerobatic flights (ABF)

SPO.SPEC.ABF.100 Standard operating procedures
The standard operating procedures for ABF shall specify:

(e) performance criteria necessary to be met to conduct aerobatic flights;
SPO.SPEC.ABF.105 Documents, manuals and information to be carried
The following documents listed in SPO.GEN.140(a) do not have to be carried during

aerobatic flights:
(a) details of the filed ATS flight plan, if applicable;
(b) current and suitable aeronautical charts for the route/area of the proposed flight and all
routes along which it is reasonable to expect that the flight may be diverted;
(c) procedures and visual signals information for use by intercepting and intercepted
aircraft; and
(d) information concerning search and rescue services for the area of the intended flight.
SPO.SPEC.ABF.115 Equipment
The following equipment requirements need not be applicable to aerobatic flights:

(a) first-aids kit as laid down in SPO.IDE.A.165 and SPO.IDE.H.165;
(b) hand-fire extinguishers as laid down in SPO.IDE.A.180 and SPO.IDE.H.180; and
(c) emergency locator transmitters or personal locator beacons as laid down in
SPO.IDE.A.190and SPO.IDE.H.190.

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BAR 6 Part SPO Special Operations

Brunei Department of Civil Aviation

Brunei Aviation Requirements

BAR 6 Part SPO Special Operations

Control of this Document ..................................................................................................................... 7

Subpart A - General requirements .................................................................................................... 11

SPO.GEN.131 Use of electronic flight bags (EFBs) ......................................................................... 23

Subpart B - Operational procedures ................................................................................................. 61

SPO.OP.120 Noise abatement procedures .................................................................................. 87

Subpart C - Aircraft performance and operating limitations ........................................................ 137

Subpart D - Instruments, data and equipment ............................................................................... 150

SPO.IDE.A.220 Navigation equipment ....................................................................................... 200

Section 2 - Helicopters .................................................................................................................... 207

SPO.IDE.H.230 Management of aeronautical databases .......................................................... 262

Subpart E - Specific requirements .................................................................................................. 264

Section 2 - Human external cargo operations (HEC) ..................................................................... 274

Section 3 - Parachute operations (PAR) ......................................................................................... 281

Section 4 - Aerobatic flights (ABF) .................................................................................................. 282

Control of this Document

DC.2 Authority for this Requirement

Part Air Operations Cover Requirement

Amendment Number Date of Issue Remarks

V01 1st February 2017 Initial Issue

V02 1st February 2018 First Amendment

V03 1st May 2018 Second Amendment

V04 1st May 2019 Third Amendment

Part-SPO Specific Operations

GM1 SPO.GEN.005 Scope

List of Specialised Operations

Subpart A - General requirements

SPO.GEN.101 Means of compliance

SPO.GEN.105 Crew responsibilities

GM1 SPO.GEN.105(e)(2) Crew member responsibilities

SPO.GEN.106 Task specialists responsibilities

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

(a) The pilot-in-command shall be responsible for:

(e) The pilot-in-command shall, in an emergency situation that requires immediate

AMC1 SPO.GEN.107 Pilot-in-command responsibilities and authority

Flight Preparation For PBN Operations

AMC2 SPO.GEN.107 Pilot-in-command responsibilities and authority

GM1 SPO.GEN.107 Pilot-in-command responsibilities and authority

GM1 SPO.GEN.107(a)(8) Pilot-in-command responsibilities and authority

Recording Utilisation Data

GM1 SPO.GEN.107(a)(9) Pilot-in-command responsibilities and authority

AMC1 SPO.GEN.107(c) Pilot-in-command responsibilities and authority

Reporting of Hazardous Flight Conditions

AMC1 SPO.GEN.107(e) Pilot-in-command responsibilities and authority —

SPO.GEN.110 Compliance with laws, regulations, requirements and

SPO.GEN.115 Common language

SPO.GEN.119 Taxiing of aircraft

AMC1 SPO.GEN.119 Taxiing of aircraft

Procedures for taxiing

SPO.GEN.120 Taxiing of aeroplanes

GM1 SPO.GEN.120 Taxiing of aeroplanes

Safety Critical Activity

GM1 SPO.GEN.120(b)(4) Taxiing of aeroplanes

Skills and Knowledge

SPO.GEN.125 Rotor engagement

GM1 SPO.GEN.125 Rotor engagement

Intent of The Rule