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.

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.

GENERAL In accordance with point 1.3 of Annex V to Regulation (EU) 2018/1139 (Essential Requirements for air operations), 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.

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.

IDENTIFICATION OF THE SEVERITY OF AN OCCURRENCE BY THE PILOT-IN-COMMAND The definitions of an accident and a serious incident as well as examples thereof can be found in Regulation (EU) No 996/2010 of the European Parliament and of the Council.

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.

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 competent authority. Such reports should be submitted as soon as possible and normally within 10 days.