ARO.OPS.200 Specific approval procedure

PROCEDURES FOR THE APPROVAL OF CARRIAGE OF DANGEROUS GOODS When verifying compliance with the applicable requirements of SPA.DG.100, the competent authority should check that:

(a)the procedures specified in the operations manual are sufficient for the safe transport of dangerous goods;

(b)operations personnel are properly trained in accordance with the ICAO Technical Instructions for the Safe Transport of Dangerous Goods by Air (ICAO Doc 9284-AN/905); and

(c)a reporting scheme is in place.

PROCEDURES FOR THE APPROVAL FOR REDUCED VERTICAL SEPARATION MINIMA (RVSM) OPERATIONS

(a)When verifying compliance with the applicable requirements of Subpart D of Annex V (SPA.RVSM), the competent authority should verify that:

(1)each aircraft holds an adequate RVSM airworthiness approval;

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

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

(4)operating procedures have been established.

(b)Demonstration flight(s) The content of the RVSM application may be sufficient to verify the aircraft performance and procedures. However, the final step of the approval process may require a demonstration flight. The competent authority may appoint an inspector for a flight in RVSM airspace to verify that all relevant procedures are applied effectively. If the performance is satisfactory, operation in RVSM airspace may be permitted.

(c)Form of approval documents Each aircraft group for which the operator is granted approval should be listed in the approval.

(d)Airspace monitoring For airspace, where a numerical target level of safety is prescribed, monitoring of aircraft height keeping performance in the airspace by an independent height monitoring system is necessary to verify that the prescribed level of safety is being achieved. However, an independent monitoring check of an aircraft is not a prerequisite for the grant of an RVSM approval.

(1)Suspension, revocation and reinstatement of RVSM approval The incidence of height keeping errors that can be tolerated in an RVSM environment is small. It is expected of each operator to take immediate action to rectify the conditions that cause an error. The operator should report an occurrence involving poor height keeping to the competent authority within 72 hours. The report should include an initial analysis of causal factors and measures taken to prevent repeat occurrences. The need for follow-up reports should be determined by the competent authority. Occurrences that should be reported and investigated are errors of:

(i)total vertical error (TVE) equal to or greater than ±90 m (±300 ft);

(ii)altimeter system error (ASE) equal to or greater than ±75 m (±245 ft); and

(iii)assigned altitude deviation equal to or greater than ±90 m (±300 ft). Height keeping errors fall into two broad categories: errors caused by malfunction of aircraft equipment; and operational errors.

(2)An operator that consistently experiences errors in either category should have approval for RVSM operations suspended or revoked. If a problem is identified that is related to one specific aircraft type, then RVSM approval may be suspended or revoked for that specific type within that operator's fleet.

(3)Operators’ actions: The operator should make an effective, timely response to each height keeping error. The competent authority may consider suspending or revoking RVSM approval if the operator's responses to height keeping errors are not effective or timely. The competent authority should consider the operator's past performance record in determining the action to be taken.

(4)Reinstatement of approval: The operator should satisfy the competent authority that the causes of height keeping errors are understood and have been eliminated and that the operator's RVSM programmes and procedures are effective. At its discretion and to restore confidence, the competent authority may require an independent height monitoring check of affected aircraft to be performed.

APPROVAL OF HELICOPTER OFFSHORE OPERATIONS

(a)Approval When verifying compliance with the applicable requirements of Subpart K of Annex V (Part-SPA) to Regulation (EU) No 965/2012, the competent authority should ensure prior to issuing an approval that:

(1)the hazard identification, risk assessment and risk mitigation processes are in place;

(2)operating procedures have been established applicable to the area of operation;

(3)helicopters are appropriately certified and equipped for the area of operation;

(4)flight crew involved in these operations are trained and checked in accordance with the training and checking programmes established by the operator; and

(5)all requirements of Part-SPA, Subpart K are met.

(b)Demonstration flight(s) The final step of the approval process may require a demonstration flight performed in the area of operation. The competent authority may appoint an inspector for a flight to verify that all relevant procedures are applied effectively. If the performance is satisfactory, helicopter offshore operations may be approved.

PROCEDURES FOR THE APPROVAL OF COMMERCIAL AIR TRANSPORT OPERATIONS WITH SINGLE-ENGINED TURBINE AEROPLANES AT NIGHT OR IN INSTRUMENT METEOROLOGICAL CONDITIONS (SET-IMC)

(a)When verifying compliance with the applicable requirements of Subpart L (SET-IMC) of Annex V (Part-SPA) to Regulation (EU) No 965/2012, the competent authority should check that:

(1)the aeroplane is eligible for SET-IMC operations;

(2)the maintenance and operational procedures are adequate;

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

(4)the operator has adequately assessed the risks of the intended operations. In particular, the competent authority should assess the operator’s safety performance, experience and flight crew training, as reflected in the data provided by the operator with its application, to ensure that the intended safety level is achieved. With regard to the operator’s specific SET-IMC flight crew training, the competent authority should ensure that it complies with the applicable requirements of Subpart FC (FLIGHT CREW) of Annex III (Part-ORO) and Subpart L (SET-IMC) of Annex V (Part-SPA) to Regulation (EU) No 965/2012, and that it is appropriate to the operations envisaged. The competent authority should assess the operator’s ability to achieve and maintain an acceptable level of power plant reliability by reviewing its engine-trend-monitoring programme and propulsion reliability programme, which are established in accordance with Annex I (Part-M) to Regulation (EU) No 1321/2014.

(b)The competent authority may impose temporary restrictions to the operations (e.g. limitation to specific routes) until the operator is able to demonstrate that it has the capability to operate safely in compliance with all the applicable requirements.

(c)When issuing the approval, the competent authority should specify:

(1)the particular engine-airframe combination;

(2)the identification by registration of the individual aeroplanes designated for single-engined turbine aeroplane operations at night and/or in IMC; and

(3)the authorised areas and/or routes of operation.

VALIDATION OF OPERATIONAL CAPABILITY Observation by the competent authority of a validation flight, simulating the proposed operation in the aeroplane, should be carried out before an approval is granted. This should include flight planning and preflight procedures, as well as a demonstration of the following simulated emergency procedures in simulated IMC/night:

(a)total failure of the propulsion system; and

(b)total loss of normally generated electrical power. In order to mitigate the risks associated with the conduct of such emergency procedures, the following should be ensured:

(a)in case of planned single-pilot operations, the crew should be composed of the commander using view-limiting devices for the purpose of simulating IMC/night and a second rated pilot whose responsibility is to help maintain visual separation from other aircraft, clouds, and terrain;

(b)the flight should be conducted in visual meteorological conditions (VMC) by day, and additional, more restrictive weather minima may be established for the demonstration of the procedures involving higher risks; and

(c)touch drills should be used when simulating a total failure of the propulsion system.

PROCEDURES FOR THE APPROVAL OF LOW-VISIBILITY OPERATIONS Before issuing an approval for low-visibility operations (LVOs), the competent authority should verify that the applicant has:

(a)taken account of the relevant airworthiness requirements and limitations;

(b)established the relevant aerodrome operating minima;

(c)established and documented the relevant operating procedures;

(d)established and conducted adequate training and checking programmes;

(e)adopted the minimum equipment list (MEL) for the LVOs to be undertaken;

(f)processes to ensure that only runways and instrument procedures suitable for the intended operations are used; and

(g)established and conducted the relevant risk assessment and monitoring programmes.

LIMITATIONS FOR HELICOPTER OFFSHORE OPERATIONS The competent authority may impose limitations related to routes and areas of operation for offshore helicopter operations. Such limitations may be specified in the operations specifications (OPSSPEC) or specific approved documents or in the aeronautical information publication (AIP) or by other means. For operations over sea areas, limitations may include a maximum significant wave height under which there is a good prospect of recovery of survivors. This should be linked with the available search and rescue capabilities in the different sea areas.

SPECIFIC APPROVALS FOR TRAINING ORGANISATIONS The specific approvals, as established in Appendix III, for non-commercial operations and specialised operations, also apply to training organisations with a principal place of business in a Member State.

INSERTION OF RELEVANT INFORMATION INTO THE OPERATIONS SPECIFICATIONS When issuing the operations specifications in accordance with Appendix II, where the operation does not include helicopter operations, the helicopter-related elements contained in the operations specifications may be omitted.