Regulation (EU) No 965/2012 AIROPS : Air Operations
Revision 24, March 2026

• EASA - AIROPS :
  • Commission Regulation (EU) No 965/2012 of 5 October 2012 — Air Operations ( Easa )
  • Easy Access Rules for Air Operations (Regulation (EU) No 965/2012) ( Easy Access )
  • Easy Access Rules for Air Operations - Cover Regulation ( Easy Access )
  • Easy Access Rules for Air Operations - Incorporated Amendments ( Easy Access )
  • Easy Access Rules for Air Operations - Rule amendment status ( Easy Access )
  • EASA - Easy Access Rules for Air Operations - AIROPS - ANNEX VII (Part-NCO) ( Easy Access )
    Non Commercial Operations with other than complex motor powered aircraft
• FRANCE :
  • Règlementation pour l'exploitation d'avions et hélicoptères (AIROPS) ( Ecologie.gouv.fr )

AMC1 NCO.OP.101(a) Altimeter check and settings - ED Decision 2022/012/R

PRE-FLIGHT ALTIMETER CHECK

A serviceable altimeter indicates the elevation of the point selected, plus the height of the altimeter above this point, within a tolerance of ± 60 ft.

If the altimeter does not indicate the reference elevation or height exactly but is within the specified tolerances, no adjustment of this indication should be made at any stage of a flight. Also, any error which is within tolerance on the ground should be ignored by the pilot during flight.

If no altimeter setting is available at the aerodrome or operating site of departure, the altimeter should be set using the elevation of the aerodrome or operating site, and the altimeter setting should be verified on first contact with an ATS unit.

AMC1 NCO.OP.110 Aerodrome operating minima — aeroplanes and helicopters - ED Decision 2022/012/R

TAKE-OFF OPERATIONS

1. General
   Take-off minima should be expressed as visibility (VIS) or runway visual range (RVR) limits, taking into account all relevant factors for each runway/FATO/operating site planned to be used and aircraft characteristics and equipment. 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. 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 an engine failure after rotation.
   2. For night operations, sufficient lighting should be in operation to illuminate the runway/FATO and any relevant obstacles.
   3. For point-in-space (PinS) departures to an initial departure fix (IDF), the take-off minima should be selected to ensure sufficient guidance to see and avoid obstacles and return to the heliport if the flight cannot be continued visually to the IDF. The minimum VIS should be 800 m and the minimum ceiling should be 250 ft.
   4. For helicopters outside of a runway environment, the minimum VIS should be 800 m, and for offshore helideck operations, the minimum VIS should be 500 m.

AMC2 NCO.OP.110 Aerodrome operating minima — aeroplanes and helicopters - ED Decision 2023/007/R

RVR OR VIS FOR INSTRUMENT APPROACH OPERATIONS — AEROPLANES

1. The RVR (or for non-instrument runways, VIS) for straight-in instrument approach operations should not be less than the greatest of: (1) the minimum RVR for the type of runway used according to Table 1; (2) the minimum RVR determined according to the MDH or DH and class of lighting facility according to Table 2; (3) the minimum RVR according to the visual and non-visual aids and on-board equipment used according to Table 3.
2. For Category A and B aeroplanes, if the RVR determined in accordance with (a) is greater than 1 500 m, then 1 500 m should be used.

Table 1 — Type of runway versus minimum RVR or VIS (aeroplanes)

Table 2 — RVR versus DH/MDH and class of lighting facility (m)

Table 3 — Visual and non-visual aids and/or on-board equipment versus minimum RVR (aeroplanes)

DETERMINATION OF RVR FOR INSTRUMENT APPROACH OPERATIONS — HELICOPTERS

5. For IFR operations, the RVR should not be less than the greatest of: (1) the minimum RVR for the type of runway/FATO used according to Table 4; (2) the minimum RVR determined according to the MDH or DH and class of lighting facility according to Table 5; (3) for PinS operations with instructions to 'proceed visually', the distance between the MAPt of the PinS and the FATO/approach light system.
6. For PinS operations with instructions to 'proceed VFR', the VIS should be compatible with visual flight rules.

Table 4 — Type of runway/FATO versus minimum RVR (helicopters)

Table 5 — DH/MDH versus minimum RVR (helicopters, in m)

* Minima on 2D approach operations should be no lower than 800 m.

Table 6 — Approach lighting systems

AMC3 NCO.OP.110 Aerodrome operating minima — aeroplanes and helicopters - ED Decision 2022/012/R

VISUAL APPROACH

For a visual approach operation, the RVR should not be less than 800 m.

GM1 NCO.OP.110 Aerodrome operating minima — aeroplanes and helicopters - ED Decision 2023/007/R

AIRCRAFT CATEGORIES

1. 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 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.
2. Table 7 — 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

3. Helicopters are also eligible for Category H where applicable.

GM2 NCO.OP.110 Aerodrome operating minima — aeroplanes and helicopters - ED Decision 2022/012/R

FLIGHTS WITH VFR AND IFR SEGMENTS

Where a flight contains VFR and IFR segments, aerodrome operating minima need be established only as far as relevant to the IFR segments. Attention is drawn to NCO.OP.160(a) and (c), according to which, the pilot-in-command shall be satisfied that the VFR segments will be conducted in conditions at or above the applicable VFR operating minima.

GM3 NCO.OP.110 Aerodrome operating minima — aeroplanes and helicopters - ED Decision 2022/012/R

MEANS TO DETERMINE THE REQUIRED RVR BASED ON DH AND LIGHTING FACILITIES

1. The values in Table 2 are derived from the formula:
   RVR (m) = [(DH/MDH (ft) × 0.3048)/tan α] − length of approach lights (m), where α is the calculation angle, being a default value of 3.00° increasing in steps of 0.10° for each line in Table 2 up to 3.77° and then remaining constant. An upper RVR limit of 2 400 m has been applied to the table.
2. The lighting system classes in Table 2 have the meaning specified in Table 6.

GM4 NCO.OP.110 Aerodrome operating minima — aeroplanes and helicopters - ED Decision 2022/012/R

USE OF THIRD-PARTY INFORMATION

If a pilot-in-command uses information provided by a third party for aerodrome operating minima, the pilot-in-command verifies that the method for calculating minima is in accordance with this Regulation.

GM5 NCO.OP.110 Aerodrome operating minima — aeroplanes and helicopters - ED Decision 2022/012/R

EFFECT OF TEMPORARILY FAILED OR DOWNGRADED GROUND EQUIPMENT ON LANDING MINIMA

1. Lighting in Table 5 should be considered only if the relevant lighting is operating. For example, if components of a FALS have failed leaving only the last 250 m operating normally, the lighting facilities should be treated as BALS.
2. Failures of standby equipment, standby power systems, middle markers and RVR assessment systems have no effect on minima.

GM1 NCO.OP.110(b)(5) Aerodrome operating minima — aeroplanes and helicopters - ED Decision 2022/012/R

VISUAL AND NON-VISUAL AIDS AND INFRASTRUCTURE

'Visual and non-visual aids and infrastructure' refers to all equipment and facilities required for the procedure to be used for the intended instrument approach operation. This includes but is not limited to, lights, markings, ground or space-based radio aids, etc.

AMC1 NCO.OP.111 Aerodrome operating minima — 2D and 3D approach operations - ED Decision 2022/012/R

DETERMINATION OF DH/MDH FOR INSTRUMENT APPROACH OPERATIONS AND RUNWAY

When determining the DH/MDH in accordance with the obstacle clearance height (OCH) for the category of aircraft and the published approach procedure DH or MDH, the pilot should determine whether the obstacle limitation surface is appropriate for the type of instrument approach flown and runway.

Table 8 — Runway type minima (aeroplanes)

Table 9 — Type of runway/FATO minima (helicopters)

Table 8 does not apply to helicopter PinS approaches with instructions to 'proceed VFR'.

GM1 NCO.OP.111 Aerodrome operating minima — 2D and 3D approach operations - ED Decision 2022/012/R

APPROACH OPERATIONS — VERTICAL PATH CONTROL FOR NPA

1. During a 3D instrument approach operation, the displayed vertical path should be followed continuously. The approach may be continued to DA/H, at which point a missed approach must be initiated if visual reference is not acquired.
2. During a 2D instrument approach operation flown using the CDFA technique, the vertical path should be approximated continuously. The approach may be continued to DA/H or the MAPt (whichever is reached first), at which point a missed approach must be initiated if visual reference is not acquired.
3. During a 2D instrument approach operation flown using the step-down (non-CDFA) technique, the vertical path consists of a sequence of one or more descents to the next published level. The aircraft may fly level at the MDA/H until reaching the MAPt, where a missed approach must be initiated if visual reference is not acquired.

GM2 NCO.OP.111 Aerodrome operating minima — 2D and 3D approach operations - ED Decision 2022/012/R

DH/MDH — CALCULATION OF DA/MDA

NCO.OP.111 refers to DH and MDH because the rule compares heights with other heights (system minima, minimum DH in the AFM, etc.). Usually, the DH or MDH will be converted to DA or MDA for operational use by adding the threshold elevation.

GM3 NCO.OP.111 Aerodrome operating minima — 2D and 3D approach operations - ED Decision 2022/012/R

DH/MDH — PinS APPROACHES WITH VIRTUAL DESTINATION

For PinS approaches with instructions to 'proceed VFR' that are not associated with a runway/FATO/operating site, DH/MDH can be established with reference to the ground below the MAPt.

GM1 NCO.OP.112 Aerodrome operating minima — circling operations with aeroplanes - ED Decision 2022/012/R

SUPPLEMENTAL INFORMATION

1. The purpose of this Guidance Material is to provide pilots with supplemental information regarding the application of aerodrome operating minima in relation to circling approaches.
2. Conduct of flight — general: (1) the MDH and OCH included in the procedure are referenced to aerodrome elevation; (2) the MDA is referenced to mean sea level; and (3) for these procedures, the applicable visibility is the flight visibility.

GM2 NCO.OP.112 Aerodrome operating minima — circling operations with aeroplanes - ED Decision 2022/012/R

DH/MDH — CALCULATION OF DA/MDA

NCO.OP.112 refers to MDH because the rule compares heights with other heights (minimum circling height, OCH, etc.). Usually, the MDH will be converted to MDA for operational use by adding the aerodrome elevation.

AMC1 NCO.OP.115 Departure and approach procedures — aeroplanes and helicopters - ED Decision 2022/012/R

ARRIVALS AND DEPARTURES UNDER IFR WHERE NO INSTRUMENT FLIGHT PROCEDURES ARE PUBLISHED

When arriving or departing under IFR to/from an aerodrome or operating site with no published instrument flight procedure, the pilot-in-command should ensure that sufficient obstacle clearance is available for safe operation. This may be achieved, for example, by climbing or descending visually when below a minimum altitude at which obstacle clearance is known to exist.

When operating IFR in uncontrolled airspace, separation from other aircraft remains the responsibility of the pilot-in-command. The pilot-in-command should also comply with any flight planning and communication requirements designated by the competent authority under SERA.4001(b)(3) and SERA.5025(b). Any ATC clearance required to enter controlled airspace must be obtained prior to entry.

AMC1 NCO.OP.125(b) Fuel/energy and oil supply - ED Decision 2025/023/R

PLANNING CRITERIA — FINAL RESERVE FUEL/ENERGY

The final reserve fuel (FRF)/energy should be no less than the required fuel/energy to fly:

1. for aeroplanes:
   1. for 10 minutes at maximum continuous cruise power at 1 500 ft (450 m) above the destination under VFR by day, taking off and landing at the same aerodrome/landing site, and always remaining within sight of that aerodrome/landing site;
   2. for 30 minutes at holding speed at 1 500 ft (450 m) above the destination under VFR by day; and
   3. for 45 minutes at holding speed at 1 500 ft (450 m) above the destination or destination alternate aerodrome under VFR flights by night and IFR; and
2. for rotorcraft:
   1. for 10 minutes at best-range speed under VFR by day, taking off and landing at the same aerodrome/landing site, and always remaining within 25 NM of that aerodrome/landing site, when needed for the purpose of specialised operations;
   2. for 20 minutes at best-range speed for other VFR flights; and
   3. for 30 minutes at holding speed at 1 500 ft (450 m) above the destination or destination alternate aerodrome under IFR.

AMC2 NCO.OP.125(b) Fuel/energy and oil supply - ED Decision 2025/023/R

FINAL RESERVE FUEL/ENERGY

The quantity of the FRF/energy should be planned before flight and be an easily recalled figure against which the pilot-in-command can assess the current fuel/energy state of the aircraft.

AMC3 NCO.OP.125(b) Fuel/energy and oil supply - ED Decision 2025/023/R

FINAL RESERVE FUEL/ENERGY PROTECTION

The planned FRF/energy should be protected as a reserve in normal operations. If the fuel/energy on board falls below the FRF/energy, the pilot-in-command should consider this to be an emergency. The FRF/energy should not be used as contingency fuel in normal operations.

When the FRF/energy can no longer be protected, then a fuel/energy emergency should be declared and any landing option explored, including deviating from rules, operational procedures, and methods in the interest of safety (as per point CAT.GEN.MPA.105(b)).

GM1 NCO.OP.125(b) Fuel/energy and oil supply - ED Decision 2025/023/R

LIKELIHOOD OF UNEXPECTED CIRCUMSTANCES TO INCREASE WITH FLIGHT DURATION

The likelihood of unexpected circumstances arising after the aircraft is fuelled may increase with the duration of the planned flight (for example, during a long flight, a problem at the destination aerodrome or operating site is more likely to have occurred than during a short local flight).

GM2 NCO.OP.125(b) Fuel/energy and oil supply - ED Decision 2025/023/R

PLANNING of FUEL/ENERGY QUANTITY — HOLDING

When planning the fuel/energy quantity, in case of holding, and if the aircraft documentation does not provide approved data for the holding regime, the pilot should derive the fuel/energy flow data from the long-range/best-range cruise data or, if this is not provided, from the lowest available cruise data in power setting tables.

AMC1 NCO.OP.130 Passenger briefing - ED Decision 2019/008/R

GENERAL

1. The briefing should include the locations and use of seat belts and if applicable:
   • emergency exits;
   • passenger emergency briefing cards;
   • life-jackets;
   • oxygen dispensing equipment;
   • life rafts; and
   • other emergency equipment provided for individual passenger use.
2. The briefing should also include the location and general manner of use of the principal emergency equipment carried for collective use.

AMC1 NCO.OP.135(a) Flight preparation - ED Decision 2023/004/R

ADEQUACY OF GROUND FACILITIES

1. The pilot-in-command, in ascertaining the adequacy of facilities and services available at an aerodrome of intended operation, should assess the safety risk that is associated with the type of the operation in relation to the availability of rescue and fire-fighting services (RFFS).
2. The safety risk assessment may conclude that there is no need for availability of RFFS at the aerodrome of intended landing because of the low risk that is associated with the type of aircraft and type of operation specific to NCO.

AMC1 NCO.OP.142(b)(1) Destination alternate aerodromes — instrument approach operations - ED Decision 2023/007/R

SBAS-CAPABLE GNSS EQUIPMENT

GNSS systems which are authorised under (E)TSO-C145 or (E)TSO-C146 or later revisions are SBAS-capable. Aircraft certified for RNP APCH to LPV minima are considered compliant.

AMC2 NCO.OP.142(b)(3) Destination alternate aerodromes — instrument approach operations - ED Decision 2022/012/R

USE OF RAIM FOR SBAS

Where a receiver with RAIM is used to meet the requirement for SBAS, its availability should be predicted by a pre-flight RAIM check, in accordance with AMC1 NCO.GEN.105(c).

GM1 NCO.OP.142(b)(4) Destination alternate aerodromes — instrument approach operations - ED Decision 2022/012/R

IAPs THAT DO NOT RELY ON SBAS

This instrument approach can be an RNP APCH to LNAV minima. It can also be an RNP APCH to LNAV/VNAV minima using Baro VNAV if the aircraft is equipped with a Baro VNAV function certified for APV. This requirement is only used for planning purposes to cover the possibility of an SBAS loss; it does not prevent the pilot from flying an approach relying on SBAS if SBAS is available.

AMC1 NCO.OP.142(b)(5) Destination alternate aerodromes — instrument approach operations - ED Decision 2023/007/R

APPROPRIATE CONTINGENCY ACTION

An appropriate contingency action is an alternative offered in NCO.OP.142(b)(5) to completion of the planned flight to a safe landing, using navigation equipment meeting the requirements of NCO.IDE.A/H.100, installed for redundancy or as a backup. The contingency action should be considered before flight. Examples include:

• seeking navigational assistance from ATS using communication and surveillance systems that remain operational, to enable safe descent to VMC;
• the emergency use of navigation equipment not meeting the requirements of NCO.IDE.A/H.100 by making use of the provisions in NCO.GEN.105(e);
• descent over water or very flat terrain to levels with reduced (but reasonable) obstacle clearance; and
• unusually long periods of dead reckoning.

GM1 NCO.OP.143 Destination alternate aerodromes planning minima — aeroplanes - ED Decision 2022/012/R

MINIMUM SAFE IFR HEIGHT

For the purpose of NCO.OP.143, the minimum safe IFR height is the height above the aerodrome of the lowest level compatible with SERA.5015(b) for en-route flight at a point from which visual flight to the aerodrome could reasonably be commenced.

GM1 NCO.OP.144 Destination alternate aerodromes planning minima — helicopters - ED Decision 2022/012/R

MINIMUM SAFE IFR HEIGHT

For the purpose of NCO.OP.144, the minimum safe IFR height is the height above the aerodrome of the lowest level compatible with SERA.5015(b) for en-route flight at a point from which visual flight to the aerodrome could reasonably be commenced.

AMC1 NCO.OP.145 Refuelling with passengers embarking, on board or disembarking - ED Decision 2014/016/R

OPERATIONAL PROCEDURES

If passengers are on board when refuelling with other than aviation gasoline (AVGAS), wide-cut type fuel or a mixture of these types of fuel, the following precautions should be taken:

1. the pilot-in-command should remain at a location during fuelling operations with passengers on board which allows him to handle emergency procedures concerning fire protection and fire-fighting and initiate and direct an evacuation;
2. personnel and passengers should be warned that refuelling will take place;
3. passengers should be instructed to unfasten their seat belts and refrain from smoking; and
4. if the presence of fuel vapour is detected inside the aircraft, or any other hazard arises during refuelling, fuelling should be stopped immediately.

AMC1 NCO.OP.147 Refuelling with the engine(s) running and/or rotors turning — helicopters - ED Decision 2022/005/R

CHECKLIST — HELICOPTERS

1. Before commencing a refuelling with rotors turning, the pilot-in-command should conduct a risk assessment, assessing the complexity of the activity in order to determine the hazards and associated risks inherent in the operation, and establish mitigating measures.
2. Refuelling with rotors turning should be performed in accordance with a checklist. Based on the risk assessment, the pilot-in-command should establish a checklist appropriate to the activity and aircraft used, taking into account this AMC.
3. The checklist should cover relevant elements of GM1 NCO.SPEC.105.
4. The checklist that is relevant to the duties of the pilot-in-command, crew members, and task specialists should be readily accessible.
5. The checklist should be regularly reviewed and updated, as appropriate.

GM1 NCO.OP.147 Refuelling with the engine(s) running and/or rotors turning — helicopters - ED Decision 2022/005/R

PROCEDURES — HELICOPTERS

AMC1 SPO.OP.157 and GM1 SPO.OP.157 provide a generic framework for the development of standard operating procedures (SOPs) for refuelling with the rotors turning.

AMC1 NCO.OP.160 Meteorological conditions - ED Decision 2025/023/R

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:

1. 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.
2. 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.
3. Following FM (alone) or BECMG AT, any specified change should be applied from the time of the change.
4. 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.
5. In a period indicated by TEMPO (alone), TEMPO FM, TEMPO TL, TEMPO FM TL, PROB30/40 (alone):
   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.
6. 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 NCO.OP.160 Meteorological conditions - ED Decision 2025/023/R

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.

GM2 NCO.OP.160 Meteorological conditions - ED Decision 2025/023/R

EVALUATION OF METEOROLOGICAL CONDITIONS

It is recommended that the pilot-in-command carefully evaluates the available meteorological information relevant to the proposed flight, such as applicable surface observations, winds, 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. The pilot-in-command also should continue to re-evaluate changing weather conditions.

GM1 NCO.OP.170(b) Ice and other contaminants – flight procedures - Decision 2014/016/R

KNOWN ICING CONDITIONS

Known icing conditions are conditions where actual ice is observed visually to be on the aircraft by the pilot or identified by on-board sensors.

AMC1 NCO.OP.175 Take-off conditions - ED Decision 2025/023/R

METEOROLOGICAL CONDITIONS FOR TAKE-OFF — AEROPLANES

1. When the reported 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.
2. When no reported 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.

GM1.NCO.OP.180 Simulated situations in flight - Decision 2017/011/R

DESIGNATION OF PERSONS AS CREW MEMBERS

1. The operator may designate any person as a crew member (including a task specialist) provided that:
   1. the role, according to the reasonable expectation of the operator, will enhance the safety of the flight or achieve an operational objective of the flight;
   2. the person, according to the reasonable expectation of the operator, is capable of fulfilling the role;
   3. the person has been briefed on the role as a crew member and informed that they are crew, not a passenger; and
   4. the person agrees to the role as a crew member.
2. Crew members are not considered to be passengers.
3. Crew members may be required, by specific provisions of this Regulation and other Implementing Rules, to hold licences, ratings or other personnel certificates to fulfil certain roles such as instructor, examiner or flight engineer in certain circumstances.

GM1 NCO.OP.185(b)&(c) In-flight fuel/energy management - Decision 2022/005/R

'MINIMUM FUEL' DECLARATION

1. The pilot-in-command may consider reporting the remaining fuel/energy endurance after a 'MINIMUM FUEL' or 'MAYDAY MAYDAY MAYDAY FUEL' declaration.
   Note: For Part-NCO operators, the FRF/energy varies; therefore, the ATC may not be aware of the amount of the remaining fuel/energy endurance.
2. The 'MINIMUM FUEL' declaration informs the ATC that all planned landing options have been reduced to a specific aerodrome or operating site of intended landing, and that for helicopters, no other landing site is available. It also informs the ATC that any change to the existing clearance may result in landing with less than the planned FRF/energy. This is not an emergency situation but an indication that an emergency situation is possible, should any additional delay occur.
   The pilot should not expect any form of priority handling as a result of a 'MINIMUM FUEL' declaration. However, the ATC should advise the flight crew of any additional expected delays, as well as coordinate with other ATC units when transferring the control of the aircraft, to ensure that the other ATC units are aware of the flight's fuel/energy state.
3. The requirement for declaring 'MINIMUM FUEL' and 'MAYDAY MAYDAY MAYDAY FUEL' applies only to controlled flights; however, these declarations may also be made during uncontrolled flights if the pilot-in-command considers this advisable.

AMC1 NCO.OP.190(a) Use of supplemental oxygen - Decision 2016/018/R

DETERMINATION OF SUPPLEMENTAL OXYGEN NEED

When determining the need for supplemental oxygen carriage and use, the pilot-in-command should:

1. in the preflight phase:
   1. be aware of hypoxia conditions and associated risks;
   2. consider the following objective conditions for the intended flight:
      1. altitude;
      2. duration of the flight; and
      3. any other relevant operational conditions.
   3. consider individual conditions of flight crew members and passengers in relation to:
      1. altitude of the place of residence;
      2. smoking;
      3. experience in flights at high altitudes;
      4. actual medical conditions and medications;
      5. age
      6. disabilities; and
      7. any other relevant factor that may be detected, or reported by the person; and
   4. when relevant, ensure that all flight crew members and passengers are briefed on hypoxia conditions and symptoms, as well as on the usage of supplemental oxygen equipment.
2. during flight:
   1. monitor for early symptoms of hypoxia conditions; and
   2. if detecting early symptoms of hypoxia conditions:
      1. consider to return to a safe altitude, and
      2. ensure that supplemental oxygen is used, if available.

GM1 NCO.OP.190 Use of supplemental oxygen - Decision 2016/018/R

GENERAL

1. The responsibility of the pilot-in-command for safety of all persons on board, as required by NCO.GEN.105(a)(1), includes the determination of need for supplemental oxygen use.
2. The altitudes above which NCO.OP.190(b) requires oxygen to be available and used are applicable to those cases when the pilot-in-command cannot determine the need for supplemental oxygen. However, if the pilot-in-command is able to make this determination, he/she may elect in the interest of safety to require oxygen also for operations at or below such altitudes.
3. The pilot-in-command should be aware that flying below altitudes mentioned in NCO.OP.190(b) does not provide absolute protection against hypoxia symptoms, should individual conditions and aptitudes be prevalent.

GM2 NCO.OP.190 Use of supplemental oxygen - Decision 2016/018/R

DETERMINATION OF OXYGEN NEED — BEFORE FLIGHT

Detailed information and guidance on hypoxia conditions and symptoms, content of the briefing on hypoxia and assessment of individual conditions may be found in the EASA leaflet 'Hypoxia'.

DETERMINATION OF OXYGEN NEED — IN FLIGHT

Several methods for monitoring hypoxia early symptoms may be used and some methods may be aided by personal equipment, such as finger-mounted pulse oximeters. Detailed information and guidance on entering hypoxia conditions, on hypoxia symptoms early detection, and on use of personal equipment such as finger-mounted pulse oximeters or equivalent may be found in the EASA leaflet 'Hypoxia'.

AMC1 NCO.OP.205 Approach and landing conditions – aeroplanes - Decision 2021/005/R

LANDING DISTANCE ASSESSMENT

1. The in-flight landing distance assessment should be based on the latest available weather report and, if available, runway condition report (RCR).
2. The assessment should be initially carried out when weather report and RCR, if available, are obtained, usually around top of descent. If the planned duration of the flight does not allow to carry out the assessment in non-critical phases of flight, the assessment should be carried out before departure.
3. When meteorological conditions may lead to a degradation of the runway surface condition, the assessment should include consideration of how much deterioration in runway surface friction characteristics may be tolerated, so that a quick decision can be made prior to landing.
4. Whenever the RCR is in use and the runway braking action encountered during the landing roll is not as good as reported by the aerodrome operator in the RCR, the pilot-in-command should notify the air traffic services (ATS) by means of a special air-report (AIREP) as soon as practicable.

GM1 NCO.OP.205 Approach and landing conditions — aeroplanes - Decision 2021/005/R

RUNWAY CONDITION REPORT (RCR)

When the aerodrome reports the runway conditions by means of an RCR, the information contained therein includes a runway condition code (RWYCC). The determination of the RWYCC is based on the use of the runway condition assessment matrix (RCAM). The RCAM correlates the RWYCC with the contaminants present on the runway and the braking action.

A detailed description of the RCR format and content, the RWYCC and the RCAM may be found in Annex V (Part-ADR.OPS) to Regulation (EU) No 139/2014, in Regulation (EU) 2017/373 and in Regulation (EU) No 923/2012 (SERA). Further guidance may be found in the following documents:

1. ICAO Doc 9981 'PANS Aerodromes';
2. ICAO Doc 4444 'PANS ATM';
3. ICAO Doc 10064 'Aeroplane Performance Manual'; and
4. ICAO Circular 355 'Assessment, Measurement and Reporting of Runway Surface Conditions'.

AMC1 NCO.OP.206 Approach and landing conditions — helicopters - Decision 2021/005/R

FATO SUITABILITY

The in-flight determination of the FATO suitability should be based on the latest available meteorological report.

AMC1 NCO.OP.207 Approach and landing conditions — gyroplanes - ED Decision 2025/023/R

The in-flight determination of the landing distance suitability should be based on the latest available meteorological report.

AMC1 NCO.OP.210 Commencement and continuation of approach — aeroplanes and helicopters - Decision 2022/012/R

VISUAL REFERENCES

1. For a straight-in approach, at DH or MDH, at least one of the visual references specified below should be distinctly visible and identifiable to the pilot:
   1. elements of the approach lighting system;
   2. the threshold;
   3. the threshold markings;
   4. the threshold lights;
   5. the threshold identification lights;
   6. the visual glide path indicator;
   7. the touchdown zone (TDZ) or TDZ markings;
   8. the TDZ lights;
   9. FATO/runway edge lights;
   10. for helicopter PinS approaches, the identification beacon light and visual ground reference;
   11. for helicopter PinS approaches, the identifiable elements of the environment defined on the instrument chart; or
   12. for helicopter PinS approaches with instructions to 'proceed VFR', sufficient visual cues to determine that the conditions for VFR are met.
2. For a circling approach, the required visual reference is the runway environment.

AMC2 NCO.OP.210 Commencement and continuation of approach — aeroplanes and helicopters - Decision 2022/012/R

RVR MINIMA FOR CONTINUED APPROACH

1. The controlling RVR should be the touchdown RVR.
2. If the touchdown RVR is not reported, then the midpoint RVR should be the controlling RVR.
3. If neither the touchdown RVR nor the midpoint RVR is reported, then NCO.OP.210(a) is not applicable.

GM1 NCO.OP.210 Commencement and continuation of approach — aeroplanes and helicopters - ED Decision 2023/007/R

APPLICATION OF RVR REPORTS

1. There is no prohibition on the commencement of an approach based on reported RVR. The restriction in NCO.OP.210 applies only if the RVR is reported and applies to the continuation of the approach past a point where the aircraft is 1 000 ft above the aerodrome elevation or into the final approach segment (FAS) as applicable.
2. If a deterioration in the RVR is reported once the aircraft is below 1 000 ft on in the FAS, as applicable, then there is no requirement for the approach to be discontinued. In this situation, the normal visual reference requirements would apply at the DA/H.
3. Where additional RVR information is provided (e.g. midpoint and stop end), this is advisory; such information may be useful to the pilot in order to determine whether there will be sufficient visual reference to control the aircraft during roll-out and taxi.
4. If the RVR is less than the RVR calculated in accordance with AMC3 NCO.OP.110, a go-around is likely to be necessary since visual reference may not be established at the DH, or at the MDH at a point where a stable approach to landing in the TDZ remains possible. Similarly, in the absence of an RVR report, the reported visibility may indicate that a go-around is likely. The pilot‑in‑command should consider available options, based on a thorough assessment of risk, such as diverting to an alternate, before commencing the approach.