Regulation No: 2025/R-50 MCAR-SPO (Specialised Operations)

` Volume: 54 Issue: 87 Date: 9 Zul Qaidaa 1446 – 7 May 2025 Wednesday Regulation No: 2025/R-50 MCAR-SPO (Specialised Operations) • For publication of regulations and The President’s Office guidelines in the Gazette, send to Boduthakurufaanu Magu legalaffairs@po.gov.mv Male, Maldives’ Phone: 3336211 Mobile: 7242885 Website: www.gazette.gov.mv Volume: 54 Issue No: 87 Regulation No: 2025/R-50 Government Gazette Maldives Civil Aviation Authority Republic of Maldives MCAR-Specialised Operations (MCAR-SPO) Issue 1.00, 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Foreword FOREWORD Maldives Civil Aviation Authority, in exercise of the powers conferred on it under Articles 5 and 6 of the Maldives Civil Aviation Authority Act 2/2012 has adopted this Regulation. This Regulation shall be cited as MCAR- Specialised Operations (MCAR-SPO) and shall come into force on 07 May 2025. Existing operators shall comply with this regulation in accordance with an implementation plan submitted to CAA no later than 30th October 2025 and be in full compliance with the regulations before 31st December 2025. Organisation and personnel involved in the operation of certain aircraft shall comply with the relevant essential requirements set out regulation MCAR-Air Operations and the following regulations as applicable; 1. MCAR-ORO (Organisation Requirements for Air Operations) 2. MCAR-CAT (Commercial Air Transport Operation) 3. MCAR-SPA (Specific Approvals for Air Operations) 4. MCAR-NCC (Non-Commercial Air Operations with Complex Motor-powered Aircraft) 5. MCAR-NCO (Non-Commercial Air Operations with Other-than-complex Motor-powered aircraft) 6. MCAR-SPO (Specialised Operations) 7. MCAR-ARO (Authority Requirements for Air Operations) This Regulation consists of the following Subparts: 1. Subpart A: General Requirements 2. Subpart B: Operational Procedures 3. Subpart C: Aircraft Performance and Operating Limitations 4. Subpart D: Instruments, Data and Equipment 5. Subpart E: Specific Requirements Definitions of the terms and abbreviations used in this regulation, unless the context requires otherwise, are in MCAR-1 Definitions and Abbreviations. AMCs illustrate a means, or several alternative means, but not necessarily the only possible means by which a requirement can be met. ‘Guidance Material’ (GM) helps to illustrate the meaning of a requirement. Issue 1.00 Page 1 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority List of Amendments LIST OF AMENDMENTS Rev # Date Remarks Issue 1.00 07-05-2025 Initial issue Issue 1.00 Page 2 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority List of Effective Pages LIST OF EFFECTIVE PAGES Subpart AMC Page Issue Date Forward 1 Issue: 1.00 07 May 2025 List of Amendments 2 Issue: 1.00 07 May 2025 List of Effective Pages 3 Issue: 1.00 07 May 2025 Table of Contents 4-7 Issue: 1.00 07 May 2025 A General Requirements 8-55 Issue: 1.00 07 May 2025 B Operational Procedures 56-150 Issue: 1.00 07 May 2025 Aircraft Performance and C 151-162 Issue: 1.00 07 May 2025 Operating Limitations D Instruments, Data and Equipment 163-264 Issue: 1.00 07 May 2025 E Specific Requirements 265-288 Issue: 1.00 07 May 2025 Issue 1.00 Page 3 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority List of Effective Pages TABLE OF CONTENTS FOREWORD .............................................................................................................................................. 1 LIST OF AMENDMENTS ............................................................................................................................... 2 LIST OF EFFECTIVE PAGES .......................................................................................................................... 3 TABLE OF CONTENTS ................................................................................................................................ 4 MCAR-SPO ...................................................................................................................................... 8 SPO.GEN.005 Scope ................................................................................................................................... 8 SUBPART A: GENERAL REQUIREMENTS ................................................................................................... 10 SPO.GEN.100 Competent authority ............................................................................................................ 10 SPO.GEN.101 Means of compliance ........................................................................................................... 10 SPO.GEN.105 Crew responsibilities ............................................................................................................ 10 SPO.GEN.106 Task specialists responsibilities ............................................................................................. 12 SPO.GEN.107 Pilot-in-command responsibilities and authority .................................................................... 12 SPO.GEN.110 Compliance with laws, regulations and procedures ................................................................ 16 SPO.GEN.115 Common language ............................................................................................................... 16 SPO.GEN.119 Taxiing of aircraft................................................................................................................... 16 SPO.GEN.120 Taxiing of aeroplanes ............................................................................................................ 17 SPO.GEN.125 Rotor engagement ................................................................................................................ 18 SPO.GEN.130 Portable electronic devices ................................................................................................... 18 SPO.GEN.131 Use of electronic flight bags (EFBs) ........................................................................................ 20 SPO.GEN.135 Information on emergency and survival equipment carried ..................................................... 39 SPO.GEN.140 Documents, manuals and information to be carried ............................................................... 39 SPO.GEN.145 Handling of flight recorder recordings: preservation, production, protection and use ................ 43 SPO.GEN.150 Transport of dangerous goods ............................................................................................... 51 SPO.GEN.155 Release of dangerous goods .................................................................................................. 54 SPO.GEN.160 Carriage and use of weapons ................................................................................................ 54 SPO.GEN.165 Admission to the flight crew compartment ............................................................................. 55 SUBPART B: OPERATIONAL PROCEDURES ............................................................................................... 56 SPO.OP.100 Use of aerodromes and operating sites ..................................................................................... 56 SPO.OP.101 Altimeter check and settings .................................................................................................... 57 SPO.OP.105 Specification of isolated aerodromes – aeroplanes .................................................................... 57 SPO.OP.110 Aerodrome operating minima – aeroplanes and helicopters ....................................................... 57 GM7 SPO.OP.110 Aerodrome operating minima — aeroplanes and helicopters .............................................. 73 SPO.OP.112 Aerodrome operating minima — circling operations with aeroplanes .......................................... 74 SPO.OP.113 Aerodrome operating minima – onshore circling operations with helicopters............................... 78 SPO.OP.115 Departure and approach procedures – aeroplanes and helicopters ............................................ 78 SPO.OP.116 Performance-based navigation – aeroplanes and helicopters ..................................................... 78 SPO.OP.120 Noise abatement procedures ................................................................................................... 83 SPO.OP.125 Minimum obstacle clearance altitudes – IFR flights ................................................................... 84 SPO.OP.130 Fuel/energy scheme – aeroplanes and helicopters .................................................................... 85 SPO.OP.131 Fuel/energy scheme – fuel/energy planning and in flight re-planning policy – aeroplanes and helicopters ................................................................................................................................................ 85 SPO.OP.135 Safety briefing ......................................................................................................................... 89 SPO.OP.140 Flight preparation .................................................................................................................... 90 SPO.OP.143 Destination alternate aerodromes planning minima — aeroplanes ............................................. 91 Issue 1.00 Page 4 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority List of Effective Pages SPO.OP.144 Destination alternate aerodrome planning minima — helicopters .............................................. 91 SPO.OP.145 Take-off alternate aerodromes — complex motor-powered aeroplanes ....................................... 91 SPO.OP.150 Destination alternate aerodromes – aeroplanes ........................................................................ 92 SPO.OP.151 Destination alternate aerodromes – helicopters ........................................................................ 92 SPO.OP.152 Destination aerodromes – instrument approach operations ....................................................... 93 SPO.OP.155 Refuelling with persons embarking, on board or disembarking ................................................... 95 SPO.OP.157 Refuelling with engine(s) and/or rotors turning – helicopters ....................................................... 96 SPO.OP.160 Use of headset ........................................................................................................................ 98 SPO.OP.165 Smoking ................................................................................................................................. 98 SPO.OP.170 Meteorological conditions ....................................................................................................... 98 SPO.OP.175 Ice and other contaminants – ground procedures .................................................................... 100 SPO.OP.176 Ice and other contaminants – flight procedures ....................................................................... 107 SPO.OP.180 Take-off conditions — aeroplanes and helicopters .................................................................. 108 SPO.OP.185 Simulated situations in flight .................................................................................................. 108 SPO.OP.190 Fuel/energy scheme – in-flight fuel/energy management policy ................................................ 108 SPO.OP.195 Use of supplemental oxygen .................................................................................................. 109 SPO.OP.200 Ground proximity detection .................................................................................................... 110 SPO.OP.205 Airborne collision avoidance system (ACAS) ........................................................................... 117 SPO.OP.210 Approach and landing conditions — aeroplanes and helicopters .............................................. 126 SPO.OP.211 Approach and landing conditions – helicopters ....................................................................... 132 SPO.OP.215 Commencement and continuation of approach ...................................................................... 132 SPO.OP.230 Standard operating procedures .............................................................................................. 134 SPO.OP.235 EFVS 200 operations .............................................................................................................. 141 SUBPART C: AIRCRAFT PERFORMANCE AND OPERATING LIMITATIONS ................................................... 151 SPO.POL.100 Operating limitations – all aircraft ......................................................................................... 151 SPO.POL.105 Mass and balance ............................................................................................................... 151 SPO.POL.110 Mass and balance system – commercial operations with aeroplanes and helicopters and non- commercial operations with complex motor-powered aircraft .................................................................... 153 SPO.POL.115 Mass and balance data and documentation – commercial operations with aeroplanes and helicopters and non-commercial operations with complex motor-powered aircraft ..................................... 155 SPO.POL.116 Mass and balance data and documentation – alleviations ..................................................... 157 SPO.POL.120 Performance – general ......................................................................................................... 158 SPO.POL.125 Take-off mass limitations – complex motor-powered aeroplanes ........................................... 158 SPO.POL.130 Take-off – complex motor-powered aeroplanes ..................................................................... 158 SPO.POL.135 En-route – one engine inoperative – complex motor-powered aeroplanes ............................... 160 SPO.POL.140 Landing – complex motor-powered aeroplanes ..................................................................... 160 SPO.POL.145 Performance and operating criteria – aeroplanes .................................................................. 161 SPO.POL.146 Performance and operating criteria – helicopters .................................................................. 161 SUBPART D: INSTRUMENTS, DATA AND EQUIPMENT ............................................................................... 163 SECTION 1 – Aeroplanes ....................................................................................................................... 163 SPO.IDE.A.100 Instruments and equipment – general ................................................................................ 163 SPO.IDE.A.105 Minimum equipment for flight ............................................................................................ 165 SPO.IDE.A.110 Spare electrical fuses ........................................................................................................ 165 SPO.IDE.A.115 Operating lights ................................................................................................................ 166 SPO.IDE.A.120 Operations under VFR – flight and navigational instruments and associated equipment ........ 166 SPO.IDE.A.125 Operations under IFR – flight and navigational instruments and associated equipment ......... 169 SPO.IDE.A.126 Additional equipment for single-pilot operation under IFR ................................................... 171 SPO.IDE.A.130 Terrain awareness warning system (TAWS) .......................................................................... 171 SPO.IDE.A.131 Airborne collision avoidance system (ACAS II)..................................................................... 172 SPO.IDE.A.132 Airborne weather detecting equipment – complex motor-powered aeroplanes ..................... 172 Issue 1.00 Page 5 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority List of Effective Pages SPO.IDE.A.133 Additional equipment for operations in icing conditions at night – complex motor-powered aeroplanes .............................................................................................................................................. 172 SPO.IDE.A.135 Flight crew interphone system ........................................................................................... 172 SPO.IDE.A.140 Cockpit voice recorder ...................................................................................................... 173 SPO.IDE.A.145 Flight data recorder ........................................................................................................... 174 SPO.IDE.A.146 Lightweight flight recorder ................................................................................................. 184 SPO.IDE.A.150 Data link recording ............................................................................................................ 187 SPO.IDE.A.155 Flight data and cockpit voice combination recorder ............................................................ 192 SPO.IDE.A.160 Seats, seat safety belts and restraint systems ..................................................................... 192 SPO.IDE.A.165 First-aid kit ....................................................................................................................... 194 SPO.IDE.A.170 Supplemental oxygen – pressurised aeroplanes .................................................................. 197 SPO.IDE.A.175 Supplemental oxygen – non-pressurised aeroplanes ........................................................... 198 SPO.IDE.A.180 Hand fire extinguishers ...................................................................................................... 199 SPO.IDE.A.181 Crash axe and crowbar ...................................................................................................... 199 SPO.IDE.A.190 Emergency locator transmitter (ELT) ................................................................................... 200 SPO.IDE.A.195 Flight over water................................................................................................................ 202 SPO.IDE.A.200 Survival equipment ........................................................................................................... 204 SPO.IDE.A.205 Individual protective equipment ......................................................................................... 206 SPO.IDE.A.210 Headset ........................................................................................................................... 206 SPO.IDE.A.215 Radio communication equipment ...................................................................................... 207 SPO.IDE.A.220 Navigation equipment ....................................................................................................... 211 SPO.IDE.A.225 Transponder ..................................................................................................................... 216 SPO.IDE.A.230 Management of aeronautical databases ............................................................................. 216 SECTION 2 – Helicopters ....................................................................................................................... 217 SPO.IDE.H.100 Instruments and equipment – general ................................................................................ 217 SPO.IDE.H.105 Minimum equipment for flight ........................................................................................... 219 SPO.IDE.H.115 Operating lights ................................................................................................................ 219 SPO.IDE.H.120 Operations under VFR – flight and navigational instruments and associated equipment ........ 220 SPO.IDE.H.125 Operations under IFR – flight and navigational instruments and associated equipment ......... 223 SPO.IDE.H.126 Additional equipment for single-pilot operation under IFR ................................................... 225 SPO.IDE.H.132 Airborne weather detecting equipment – complex motor-powered helicopters ..................... 225 SPO.IDE.H.133 Additional equipment for operations in icing conditions at night – complex motor-powered helicopters .............................................................................................................................................. 225 SPO.IDE.H.135 Flight crew interphone system ........................................................................................... 225 SPO.IDE.H.140 Cockpit voice recorder ...................................................................................................... 226 SPO.IDE.H.145 Flight data recorder ........................................................................................................... 227 SPO.IDE.H.146 Lightweight flight recorder ................................................................................................. 233 SPO.IDE.H.150 Data link recording ............................................................................................................ 236 SPO.IDE.H.155 Flight data and cockpit voice combination recorder ............................................................ 240 SPO.IDE.H.160 Seats, seat safety belts and restraint systems..................................................................... 241 SPO.IDE.H.165 First-aid kit ....................................................................................................................... 241 SPO.IDE.H.175 Supplemental oxygen – non-pressurised helicopters .......................................................... 244 SPO.IDE.H.180 Hand fire extinguishers ..................................................................................................... 245 SPO.IDE.H.185 Marking of break-in points ................................................................................................. 246 SPO.IDE.H.190 Emergency locator transmitter (ELT)................................................................................... 247 SPO.IDE.H.195 Flight over water – other-than complex motor-powered helicopters ..................................... 249 SPO.IDE.H.197 Life-jackets – complex motor-powered helicopters ............................................................. 250 SPO.IDE.H.198 Survival suits – complex motor-powered helicopters ........................................................... 251 SPO.IDE.H.199 Life-rafts, survival ELTs and survival equipment on extended overwater flights – complex motor- powered helicopters ................................................................................................................................ 253 SPO.IDE.H.200 Survival equipment ........................................................................................................... 255 SPO.IDE.H.202 Helicopters certified for operating on water – miscellaneous equipment .............................. 256 Issue 1.00 Page 6 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority List of Effective Pages SPO.IDE.H.203 All helicopters on flights over water – ditching..................................................................... 256 SPO.IDE.H.205 Individual protective equipment ........................................................................................ 257 SPO.IDE.H.210 Headset ........................................................................................................................... 257 SPO.IDE.H.215 Radio communication equipment...................................................................................... 258 SPO.IDE.H.220 Navigation equipment ....................................................................................................... 258 SPO.IDE.H.225 Transponder ..................................................................................................................... 263 SPO.IDE.H.230 Management of aeronautical databases ............................................................................ 263 SUBPART E: SPECIFIC REQUIREMENTS .................................................................................................. 265 SECTION 1 – Helicopter external sling load operations (HESLO) .............................................................. 265 SPO.SPEC.HESLO.100 Standard operating procedures .............................................................................. 265 SPO.SPEC.HESLO.105 Specific HESLO equipment .................................................................................... 273 SPO.SPEC.HESLO.110 Transportation of dangerous goods ......................................................................... 273 SECTION 2 – Human external cargo operations (HEC) ............................................................................. 273 SPO.SPEC.HEC.100 Standard operating procedures .................................................................................. 273 SPO.SPEC.HEC.105 Specific HEC equipment ............................................................................................ 278 SECTION 3 – Parachute operations (PAR) ............................................................................................... 279 SPO.SPEC.PAR.100 Standard operating procedures ................................................................................... 279 SPO.SPEC.PAR.105 Carriage of crew members and task specialists............................................................ 280 SPO.SPEC.PAR.110 Seats ......................................................................................................................... 280 SPO.SPEC.PAR.115 Supplemental oxygen ................................................................................................. 280 SPO.SPEC.PAR.125 Releasing of dangerous goods ..................................................................................... 280 SECTION 4 – Aerobatic flights (ABF) ....................................................................................................... 280 SPO.SPEC.ABF.100 Standard operating procedures ................................................................................... 280 SPO.SPEC.ABF.105 Documents, manuals and information to be carried ..................................................... 281 SPO.SPEC.ABF.115 Equipment ................................................................................................................. 281 SECTION 5 – Maintenance check flights (MCFs) ..................................................................................... 281 SPO.SPEC.MCF.100 Levels of maintenance check flight ............................................................................. 281 SPO.SPEC.MCF.105 Flight programme for a 'Level A' maintenance check flight ............................................ 281 SPO.SPEC.MCF.110 Maintenance check flight manual for a 'Level A' maintenance check flight ..................... 282 SPO.SPEC.MCF.115 Flight crew requirements for a 'Level A' maintenance check flight ................................. 283 SPO.SPEC.MCF.120 Flight crew training course for Level A maintenance check flights ................................. 284 SPO.SPEC.MCF.125 Crew composition and persons on board .................................................................... 286 SPO.SPEC.MCF.130 Simulated abnormal or emergency procedures in flight ................................................ 286 SPO.SPEC.MCF.135 Flight time limitations and rest requirements ............................................................... 286 SPO.SPEC.MCF.140 Systems and equipment ............................................................................................ 287 SPO.SPEC.MCF.145 Cockpit voice recorder, flight data recorder and data link recording requirements for AOC holders .................................................................................................................................................... 287 Issue 1.00 Page 7 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Scope MCAR-SPO SPO.GEN.005 Scope (a) This Regulation applies to any specialised operation where the aircraft is used for specialised activities such as agriculture, construction, photography, surveying, observation and patrol, aerial advertisement or maintenance check flights. (b) Notwithstanding (a), non-commercial specialised operations with other-than complex motor- powered aircraft shall comply with MCAR-NCO. (c) Notwithstanding point (a), the following operations with other-than complex motor-powered aircraft may be conducted in accordance with MCAR-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 CAA. (2) parachute dropping, sailplane towing with an aeroplane or aerobatic flights performed either by a training organisation having its principal place of business in the Maldives and being referred to in accordance with MCAR Aircrew, 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. AMC1 SPO.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. Issue 1.00 Page 8 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Scope 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 Annex II to Regulation (EC) No 216/2008); (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. Issue 1.00 Page 9 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority General SUBPART A: GENERAL REQUIREMENTS SPO.GEN.100 Competent authority Maldives Civil Aviation Authority (CAA) is the competent authority in the Maldives and it shall be the authority exercising oversight over operators that have their principal place of business or is residing in the Maldives. GM1 SPO.GEN.100 Competent authority DETERMINING THE PLACE WHERE AN OPERATOR IS RESIDING For the purpose of this regulation, the concept of ‘place where the operator is residing’ is mainly addressed to a natural person. The place where the operator resides is the place where the operator complies with his or her tax obligations. Several criteria can be used to help determining a person’s place of residence. These include, for example: (a) the duration of a person’s presence on the territory of the countries concerned; (b) the person’s family status and ties; (c) the person’s housing situation and how permanent it is; (d) the place where the person pursues professional or non-profit activities; (e) characteristics of the person’s professional activity; and (f) Country where the person resides for taxation purposes. SPO.GEN.101 Means of compliance Alternative means of compliance to those adopted by the CAA may be used by an operator to establish compliance with MCAR Air Operations and its Implementing Rules. SPO.GEN.105 Crew responsibilities (a) The crew member shall be responsible for the proper execution of his/her duties. Crew duties shall be specified in the standard operating procedures (SOP) and, where appropriate, in the operations manual. (b) During critical phases of the 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 7.5 of ERO.OPS.120 to MCAR - Air Operations or feels otherwise unfit to perform his/her duties; or Issue 1.00 Page 10 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority General (2) when under the influence of psychoactive substances or for other reasons as referred to in 7.6 of ERO.OPS.120 to MCAR - Air Operations. (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 MCAR 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. AMC1 SPO.GEN.105(a) Crew responsibilities CREW DUTIES — RECORDING OF FLIGHT TIME The following should apply for the purpose of recording flight time in accordance with AMC2 SPO.OP.230(i) and meeting experience requirements in specialised operations defined in AMC1 ORO.FC.146(e);(f)&(g) and AMC1 SPO.SPEC.HESLO.100: (a) Flight time should be recorded as flight time in a specialised activity if one of the following applies: (1) The aircraft has external equipment or is in a configuration that requires the use of a specific SOP. (2) A task specialist is on board, or a person indispensable to the mission is being carried in accordance with point 7 of ERO.GEN.105 to MCAR - Air Operations. (3) The crew applies a specific SOP in the course of a specialised activity. (b) Irrespective of the scope of MCAR SPO, if none of the above applies (e.g. ferry flights), the flight time should not be recorded as a specialised activity. (c) The list of specialised operations in GM1 SPO.GEN.005 may be used for the purpose of (a). GM1 SPO.GEN.105(e)(2) Crew member responsibilities GENERAL In accordance with 7.6 of ERO.OPS.120 to MCAR - Air Operations, 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. Issue 1.00 Page 11 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority General SPO.GEN.106 Task specialists responsibilities (a) The task specialist shall be responsible for the proper execution of his/her duties. Task specialists’ duties shall be specified in the SOP. (b) During critical phases of the 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 interest 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 2.c of ERO.OPS.120 to MCAR - Air Operations are complied with, as follows: (i) the aircraft is airworthy; (ii) the aircraft is duly registered; (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 the 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; Issue 1.00 Page 12 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority General (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’ recordings 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. (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 7.3 of ERO.OPS.120 to MCAR - Air Operations. 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 CAA 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. 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. Issue 1.00 Page 13 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority General (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. GM1 SPO.GEN.107 Pilot-in-command responsibilities and authority GENERAL In accordance with point 1.3 of ERO.OPS.120 to MCAR - Air Operations of MCAR 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: Issue 1.00 Page 14 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority General (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. GM1 SPO.GEN.107(a)(9) Pilot-in-command responsibilities and authority 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.

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. Issue 1.00 Page 15 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority General AMC1 SPO.GEN.107(e) Pilot-in-command responsibilities and authority VIOLATION REPORTING The pilot-in-command should submit a report on any violation to the CAA. Such reports should be submitted as soon as possible and normally within 10 days. SPO.GEN.110 Compliance with laws, regulations and procedures The pilot-in-command, crew members and task specialists shall comply with the laws, regulations 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. 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; Issue 1.00 Page 16 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority General (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. 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; Issue 1.00 Page 17 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority General (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. 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). 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. Issue 1.00 Page 18 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority General 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. 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 Issue 1.00 Page 19 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority General 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 as indicated by the CE marking 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. 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 (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 Issue 1.00 Page 20 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority General 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. 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. Issue 1.00 Page 21 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority General (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. 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. Issue 1.00 Page 22 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority General 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; (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: Issue 1.00 Page 23 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority General (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; (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. 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; Issue 1.00 Page 24 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority General (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. AMC1 SPO.GEN.131(b)(2) Use of electronic flight bags (EFBs) 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. AMC2 SPO.GEN.131(b)(2) Use of electronic flight bags (EFBs) 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 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 Issue 1.00 Page 25 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority General 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 (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. Issue 1.00 Page 26 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority General 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; (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 these media. 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; Issue 1.00 Page 27 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority General (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. 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 910/20141 are typically not required for EFB operations. AMC3 SPO.GEN.131(b)(2) Use of electronic flight bags (EFBs) 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. 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; Issue 1.00 Page 28 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority General (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 (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 slope, different wind conditions and pressure altitudes, various aircraft configurations including failures with a performance impact, etc.). Issue 1.00 Page 29 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority General 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 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. Issue 1.00 Page 30 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority General 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. (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.

Issue 1.00 Page 31 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority General 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. AMC5 SPO.GEN.131(b)(2) Use of electronic flight bags (EFBs) 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, or equivalent standard, an AMMD application with a display of own-ship position is considered to have a minor safety effect for malfunctions that cause the incorrect 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 or equivalent standard 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, or equivalent standard, 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, or equivalent standard ‘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, or equivalent standard, 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; Issue 1.00 Page 32 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority General (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; (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 AMC6 SPO.GEN.131(b)(2) Use of electronic flight bags (EFBs) 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: Issue 1.00 Page 33 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority General 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 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 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. AMC7 SPO.GEN.131(b)(2) Use of electronic flight bags (EFBs) 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. Issue 1.00 Page 34 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority General AMC8 SPO.GEN.131(b)(2) Use of electronic flight bags (EFBs) 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 (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 Issue 1.00 Page 35 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority General 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. AMC9 SPO.GEN.131(b)(2) Use of electronic flight bags (EFBs) 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. Issue 1.00 Page 36 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority General 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. (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 Issue 1.00 Page 37 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority General 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. GM1 SPO.GEN.131(b)(2) Use of electronic flight bags (EFBs) 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) Any meteorological product provided by the organisation that is within the scope of the meteorological information included in the flight documentation as defined in applicable regulations 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. GM2 SPO.GEN.131(b)(2) Use of electronic flight bags (EFBs) USE OF COMMERCIAL OFF-THE-SHELF (COTS) POSITION SOURCE – PRATICAL EVALUATION — COMPLEX AIRCRAFT 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. Issue 1.00 Page 38 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority General 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. GM3 SPO.GEN.131(b)(2) Use of electronic flight bags (EFBs) 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 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; (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 MCAR-M, if applicable; (11) details of the filed ATS flight plan, if applicable; Issue 1.00 Page 39 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority General (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 SOP 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 required 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 competent authority 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 competent authority, 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. 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. AMC1 SPO.GEN.140(a)(3) Documents, manuals and information to be carried CERTIFICATE OF AIRWORTHINESS Issue 1.00 Page 40 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority General 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. GM1 SPO.GEN.140(a)(9) Documents, manuals and information to be carried JOURNEY LOG OR EQUIVALENT ‘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. AMC1 SPO.GEN.140(a)(12) Documents, manuals and information to be carried 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. AMC1 SPO.GEN.140(a)(13) Documents, manuals and information to be carried 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)(14) Documents, manuals and information to be carried SEARCH AND RESCUE INFORMATION This information is in the Maldives aeronautical information publication. Issue 1.00 Page 41 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority General AMC1 SPO.GEN.140(a)(18) Documents, manuals and information to be carried APPROPRIATE METEOROLOGICAL INFORMATION The appropriate meteorological information should be relevant to the planned operation, as specified in MCAR-3, and comprise the following: (a) the meteorological information that is specified in MCAR-3; and (b) supplemental meteorological information: (1) information other than that specified in point (a), which should be based on data from certified meteorological service providers; or (2) information from other reliable sources of meteorological information that should be evaluated by the operator. GM1 SPO.GEN.140(a)(18) Documents, manuals, and information to be carried DATA FROM CERTIFIED METEOROLOGICAL SERVICE PROVIDERS In addition to GM1 SPO.GEN.140(a)(18) and in the context of point (b)(1) of AMC1 SPO.GEN.140(a)(18), the operator may consider that any meteorological information that is provided by the organisation within the scope of the meteorological information included in the flight documentation defined in MCAR-3 should originate only from authoritative sources or certified providers, and should not be transformed or tampered, except for the purpose of presenting the data in the correct format. The organisation’s process should provide assurance that the integrity of such service is preserved in the data to be used by both flight crews and operators, regardless of their form. GM2 SPO.GEN.140(a)(18) Documents, manuals, and information to be carried INFORMATION FROM OTHER RELIABLE SOURCES OF METEOROLOGICAL INFORMATION In the context of point (b)(2) of AMC1 SPO.GEN.140(a)(18), reliable sources of meteorological information are organisations that are able to provide an appropriate level of data assurance in terms of accuracy and integrity. The operator may consider in the evaluation that the organisation has a quality assurance system in place that covers source selection, acquisition/import, processing, validity period check, and distribution phase of data. GM3 SPO.GEN.140(a)(18) Documents, manuals, and information to be carried SUPPLEMENTAL METEOROLOGICAL INFORMATION AND SUPPLEMENTARY INFORMATION Supplemental meteorological information: when operating under specific provisions and without the meteorological information from a certified service provider, the operator should use ‘supplemental meteorological information’, such as digital imagery. Related information can be found in point (e)(4) of AMC1 CAT.OP.MPA.192. Supplementary information: it is included in point (a) of AMC1 CAT.GEN.MPA.180(a)(18) and refers to meteorological information to be reported in specific cases such as freezing precipitation, blowing snow, thunderstorm, etc. Issue 1.00 Page 42 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority General GM1 SPO.GEN.140(a)(20) Documents, manuals and information to be carried 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. STATES CONCERNED WITH THE FLIGHT The States concerned are those of origin, transit, overflight and destination of the flight. SPO.GEN.145 Handling of flight recorder recordings: preservation, production, protection and use (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 of the flight recorders for a period of 60 days or until otherwise directed by the investigating authority. (b) The operator shall conduct operational checks and evaluations of recordings to ensure the continued serviceability of the flight recorders which are required to be carried. (c) The operator shall ensure that the recordings of flight parameters and data link communication messages required to be recorded on flight recorders are preserved. However, for the purpose of testing and maintaining those flight recorders, up to 1 hour of the oldest recorded data 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 raw flight data into flight parameters expressed in engineering units. (e) The operator shall make available any flight recorder recordings that have been preserved, if so determined by the competent authority. (f) Without prejudice to Regulations and except for ensuring flight recorder serviceability: (1) audio recordings from a flight recorder shall not be disclosed or used unless all the following conditions are fulfilled: (i) a procedure related to the handling of such audio recordings and of their transcript is in place; (ii) all crew members and maintenance personnel concerned have given their prior consent; (iii) such audio recordings are used only for maintaining or improving safety. (1a) When flight recorder audio recordings are inspected for ensuring flight recorder serviceability, the operator shall protect the privacy of those audio recordings and make sure that they are not disclosed or used for purposes other than ensuring flight recorder serviceability. (2) Flight parameters or data link messages recorded by a flight recorder shall not be used for purposes other than for the investigation of an accident or an incident that is subject to mandatory reporting. That limitation shall not apply, unless such recordings meet any of the following conditions: (i) are used by the operator for airworthiness or maintenance purposes only; (ii) are de-identified; (iii) are disclosed under secure procedures. Issue 1.00 Page 43 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority General (3) Except for ensuring flight recorder serviceability, images of the flight crew compartment that are recorded by a flight recorder shall not be disclosed or used unless all of the following conditions are fulfilled: (i) a procedure related to the handling of such image recordings is in place; (ii) all crew members and maintenance personnel concerned have given their prior consent; (iii) such image recordings are used only for maintaining or improving safety. (3a) When images of the flight crew compartment that are recorded by a flight recorder are inspected for ensuring the serviceability of the flight recorder, then: (i) those images shall not be disclosed or used for purposes other than ensuring flight recorder serviceability; (ii) if body parts of crew members are likely to be visible on the images, the operator shall ensure the privacy of those images. 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, production, protection and use 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. Issue 1.00 Page 44 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority General AMC1 SPO.GEN.145(b) Handling of flight recorder recordings: preservation, production, protection and use INSPECTIONS AND CHECKS OF RECORDINGS (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 3 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 2 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 4 years. (4) Where all the following conditions are met, the inspection of FDR recording is not needed: (i) the aircraft flight data is 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 2 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 5 years an inspection of the data link recording. (c) The operator should perform at time intervals not exceeding 2 years, an inspection of the recording of flight recorders other than an FDR, which are installed on an aircraft in order to ensure compliance with SPO.IDE.A.146 or SPO.IDE.H.146. (d) When installed, the aural or visual means for preflight checking of the flight recorders for proper operation should be used on each day when the aircraft is operated. When no such means is available for a flight recorder, the operator should perform an operational check of this flight recorder at intervals not exceeding 150 flight hours or 7 calendar days of operation, whichever is considered more suitable by the operator. (e) The operator should check every 5 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. Issue 1.00 Page 45 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority General GM1 SPO.GEN.145(b) Handling of flight recorder recordings: preservation, production, protection and use INSPECTION OF THE FLIGHT RECORDERS’ RECORDINGS FOR ENSURING SERVICEABILITY (a) The inspection of the recorded flight parameters 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 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) (only applicable to an FDR) 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 inspection of an audio recording from a flight recorder, precautions need to be taken to comply with SPO.GEN.145(f)(1a). The inspection of the audio recording usually consists of: (1) checking that the flight recorder operates correctly for the nominal duration of the recording; (2) examining samples of in-flight audio recording from the flight recorder for evidence that the signal is acceptable on each channel and in all phases of flight; 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. (d) When inspecting images recorded by a flight recorder, precautions need to be taken to comply with SPO.GEN.145(f)(3a). The inspection of such images usually consists of the following: Issue 1.00 Page 46 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority General (1) checking that the flight recorder operates correctly for the nominal duration of the recording; (2) examining samples of images recorded in different flight phases for evidence that the images of each camera are of acceptable quality; and (3) preparing and retaining an inspection report. GM2 SPO.GEN.145(b) Handling of flight recorder recordings: preservation, production, protection and use 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. (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. GM3 SPO.GEN.145(b) Handling of flight recorder recordings: preservation, production, protection and use CVR AUDIO QUALITY Additional guidance material for performing the CVR recording inspection may be found in the document of the French Bureau d’Enquêtes et d’Analyses, titled ‘Guidance on CVR recording inspection’ and dated October 2018 or later. Issue 1.00 Page 47 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority General AMC1 SPO.GEN.145(f)(1) Handling of flight recorder recordings: preservation, production, protection and use USE OF AUDIO RECORDINGS FOR MAINTAINING OR IMPROVING SAFETY (a) The procedure related to the handling of audio recordings from flight recorders and of their transcripts should be documented and signed by all parties (aircraft operator, crew members, maintenance personnel if applicable). This procedure should take into account relevant regulations and, 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 audio recordings from flight recorders and their transcripts to specifically authorised persons identified by their position; (3) a retention policy and accountability, including the measures to be taken to ensure the security of audio recordings from flight recorders and transcripts thereof and their protection from misuse. The retention policy should specify the period of time after which such audio recordings and identified transcripts are destroyed; (4) a description of the uses made of audio recordings from flight recorders and their transcripts; (5) the participation of flight crew member representatives in the assessment of audio recordings from flight recorders and their transcripts; (6) the conditions under which advisory briefing or remedial training should take place; this should always be carried out in a constructive and non-punitive manner; and (7) the conditions under which actions other than advisory briefing or remedial training may be taken for reasons of gross negligence or significant continuing safety concern. (b) Each time an audio recording file from a flight recorder is read out under the conditions defined by SPO.GEN.145(f)(1): (1) parts of the audio 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; and (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 audio recording file; and (ii) evidence that the persons concerned consented to the use made (or the intended use) of the audio recording file. (c) The person who fulfils the role of a safety manager should be responsible for the protection and use of audio recordings from flight recorders and transcripts thereof, as well as for the assessment of issues and their transmission to the manager(s) responsible for the process concerned. (d) In case a third party is involved in the use of audio recordings from flight recorders, contractual agreements with this third party should cover the aspects enumerated in (a) and (b). Issue 1.00 Page 48 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority General AMC1 SPO.GEN.145(f)(1a) Handling of flight recorder recordings: preservation, production, protection and use INSPECTION OF AUDIO RECORDINGS FOR ENSURING SERVICEABILITY (a) When an inspection of the audio recordings from a flight recorder is performed for ensuring audio quality and intelligibility of recorded communications: (1) the privacy of the audio recordings should be ensured (e.g. by locating the replay equipment in a separated area and/or using headsets);

(2) access to the replay equipment should be restricted to specifically authorised persons identified by their position; (3) provision should be made for the secure storage of the recording medium, the audio recording files and copies thereof; (4) the audio recording files and copies thereof should be destroyed not earlier than 2 months and not later than 1 year after completion of the inspection of the audio recordings, except that audio samples with no privacy content may be retained for enhancing this inspection (e.g. for comparing audio quality); (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 audio recording files. (b) The conditions enumerated in (a) should also be complied with if the inspection of the audio recordings is subcontracted to a third party. The contractual agreements with the third party should explicitly cover these aspects. AMC1 SPO.GEN.145(f)(3) Handling of flight recorder recordings: preservation, production, protection and use USE OF IMAGES FROM THE FLIGHT CREW COMPARTMENT FOR MAINTAINING OR IMPROVING SAFETY (a) The procedure related to the handling of images of the flight crew compartment that are recorded by a flight recorder should be documented and signed by all parties (aircraft operator, crew members, maintenance personnel if applicable). This procedure should take into account relevant regulations and, as a minimum, define the following aspects: (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 the image recordings to specifically authorised persons identified by their position; (3) a retention policy and accountability, including the measures to ensure the security of the image recordings and their protection from misuse; (4) a description of the uses made of the image recordings. (b) Each time a recording file from a flight recorder and containing images of the flight crew compartment is read out for purposes other than to ensure the serviceability of that flight recorder: Issue 1.00 Page 49 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority General (1) images 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; and (2) the operator should retain and, when requested, provide the competent authority with: (i) information on the use made (or the intended use) of the recording file; and (ii) evidence that the flight crew members concerned consented to the use made (or the intended use) of the flight crew compartment images. (c) The person fulfilling the role of safety manager should be responsible for the protection and use of images of the flight crew compartment that are recorded by a flight recorder, as well as for the assessment of issues and their transmission to the manager(s) responsible for the process concerned. (d) In case a third party is involved in the use of images of the flight crew compartment that are recorded by a flight recorder, contractual agreements with this third party should cover the aspects enumerated in (a) and (b). AMC1 SPO.GEN.145(f)(3a) Handling of flight recorder recordings: preservation, production, protection and use INSPECTION OF IMAGES OF THE FLIGHT CREW COMPARTMENT FOR ENSURING SERVICEABILITY (a) When images of the flight crew compartment recorded by a flight recorder are inspected for ensuring the serviceability of the flight recorder, and any body part of a crew member is likely to be visible on these images, then: (1) the privacy of the image recordings should be ensured (e.g. by locating the replay equipment in a separated area); (2) access to the replay equipment should be restricted to specifically authorised persons identified by their position; (3) provisions should be made for the secure storage of the recording medium, the image recording files and copies thereof; (4) the image recording files and copies thereof should be destroyed not earlier than 2 months and not later than 1 year after completion of the inspection of the image recordings. Images that do not contain any body part of a person may be retained for enhancing this inspection (e.g. for comparing image quality); and (5) only the accountable manager of the operator and, when identified to comply with ORO.GEN.200, the safety manager should be entitled to request a copy of the image recording files. (b) The conditions enumerated in (a) should also be complied with if the inspection of the image recording is subcontracted to a third party. The contractual agreements with the third party should explicitly cover these aspects. Issue 1.00 Page 50 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority General GM1 SPO.GEN.145(f) Handling of flight recorder recordings: preservation, production, protection and use FLIGHT CREW COMPARTMENT If there are no compartments to physically segregate the flight crew from the passengers during the flight, the ‘flight crew compartment’ in point (f) of SPO.GEN.145 should be understood as the area including: (a) the flight crew seats; (b) aircraft and engine controls; (c) aircraft instruments; (d) windshield and windows used by the flight crew to get an external view while seated at their duty station; and (e) circuit breakers accessible by the flight crew while seated at their duty station. 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 MCAR-SPA, subpart G, to Air Operations regulations 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 competent authority 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. Issue 1.00 Page 51 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority General (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. 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 a State; or (2) an approval to carry dangerous goods in accordance with MCAR-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 competent authority. (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 MCAR- SPA. 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. Issue 1.00 Page 52 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority General (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: DGOR No: DANGEROUS GOODS OCCURRENCE REPORT 1. Operator: 2. Date of Occurrence: 3. Local time of occurrence: 4. Flight date: 5. Reserved: 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) 13. Proper shipping name (including the technical name): 14. UN/ID No (when known): 15.Class/Division 16. Subsidiary risk(s): 17. Packing group: 18. Category (when known): (Class 7 only): Issue 1.00 Page 53 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority General 19. Type of 20.Packaging 21. No of packages: 22. Quantity (or packaging: specification transport index, if marking: 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: 28. Address: 29. Signature: 30. Date: Description of the occurrence (continuation) Notes for completion of the form: 1. A dangerous goods accident and serious injury is as defined in MCAR-1 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. Issue 1.00 Page 54 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority General SPO.GEN.165 Admission to the flight crew compartment The pilot-in-command shall make the final decision regarding the admission to the flight crew compartment and shall ensure that: (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. Issue 1.00 Page 55 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures 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. Issue 1.00 Page 56 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures SPO.OP.101 Altimeter check and settings (a) The operator shall establish procedures for altimeter checking before each departure. (b) The operator shall establish procedures for altimeter settings for all phases of flight, which shall take into account the procedures established by the State of the aerodrome or the State of the airspace, if applicable. GM1 SPO.OP.101 Altimeter check and settings ALTIMETER SETTING PROCEDURES The following paragraphs of ICAO Doc 8168 (PANS-OPS), Volume III provide recommended guidance on how to develop the altimeter setting procedure: (a) 3.2 ‘Pre-flight operational test’; (b) 3.3 ‘Take-off and climb’; (c) 3.5 ‘Approach and landing’. SPO.OP.105 Specification of isolated aerodromes – aeroplanes For the selection of alternate aerodromes and the fuel/energy planning and in-flight re-planning policy, the operator shall not consider an aerodrome as an isolated aerodrome unless the flying time to the nearest weather-permissible destination alternate aerodrome is more than: (a) for aeroplanes with reciprocating engines, 60 minutes; or (b) for turbine-engined aeroplanes, 90 minutes. GM1 SPO.OP.105 Specification of isolated aerodromes — aeroplanes USE OF AN AERODROME AS AN ISOLATED AERODROME The concept of an isolated aerodrome allows the operator to use aerodromes that would otherwise be impossible or impractical to use with sufficient fuel to fly to the destination aerodrome and then to a destination alternate aerodrome, provided that operational criteria are used to ensure a safe-landing option, for example by specifying a point of no return (PNR). If alternate fuel is carried, the operator is not required to consider the aerodrome as isolated and use the aforementioned operational criteria. SPO.OP.110 Aerodrome operating minima – aeroplanes and helicopters (a) The operator shall establish aerodrome operating minima for each departure, destination or alternate aerodrome that is planned to be used in order to ensure separation of the aircraft from terrain and obstacles and to mitigate the risk of loss of visual references during the visual flight segment of instrument approach operations. (b) The method used to establish aerodrome operating minima shall take all the following elements into account: (1) the type, performance, and handling characteristics of the aircraft; Issue 1.00 Page 57 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures (2) the equipment available on the aircraft for the purpose of navigation, acquisition of visual references, and/or control of the flight path during take-off, approach, landing, and missed approach; (3) any conditions or limitations stated in the aircraft flight manual (AFM); (4) the dimensions and characteristics of the runways/final approach and take-off areas (FATOs) that may be selected for use; (5) the adequacy and performance of the available visual and non-visual aids and infrastructure; (6) the obstacle clearance altitude/height (OCA/H) for the instrument approach procedures (IAPs); (7) the obstacles in the climb-out areas and the necessary clearance margins; (8) any non-standard characteristics of the aerodrome, the IAP or the local environment; (9) the composition of the flight crew, their competence and experience; (10) the IAP; (11) the aerodrome characteristics and the available air navigation services (ANS); (12) any minima that may be promulgated by the State of the aerodrome; (13) the conditions prescribed in any specific approvals for low-visibility operations (LVOs) or operations with operational credits; and (14) the relevant operational experience of the operator. (c) The operator shall specify a method of determining aerodrome operating minima in the operations manual. 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 GENERAL (a) The aerodrome operating minima should not be lower than those specified in AMC5 SPO.OP.110 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 AMC5 SPO.OP.110, 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 that the Issue 1.00 Page 58 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures 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. GENERAL (a) The aerodrome operating minima should not be lower than those specified in AMC5 SPO.OP.110 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 AMC5 SPO.OP.110, 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 that 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. AMC3 SPO.OP.110 Aerodrome operating minima — aeroplanes and helicopters TAKE-OFF OPERATIONS (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 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) The pilot-in-command should not commence take-off unless the weather conditions at the aerodrome of departure are equal to or better than the applicable minima for landing at that aerodrome, unless a weather-permissible take-off alternate aerodrome is available. (3) When the reported VIS is below that required for take-off and the 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 VIS or RVR is available, 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. (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, the prescribed runway lights should be in operation to mark the runway and any obstacles. TAKE-OFF OPERATIONS WITH HELICOPTERS AND COMPLEX MOTOR-POWERED AEROPLANES Issue 1.00 Page 59 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures (c) Required RVR or VIS (1) Complex motor-powered aeroplanes (i) For multi-engined aeroplanes with such performance that in the event of a critical engine failure at any point during take-off the aeroplane can either stop or continue the take-off to a height of 1 500 ft above the aerodrome while clearing obstacles by the required margins, the take-off minima specified by the operator should be expressed as RVR or VIS values not lower than those specified in Table 1. (ii) Multi-engined aeroplanes without the performance to comply with the conditions in (c)(1)(i) in the event of a critical engine failure may need to reland immediately and to see and avoid obstacles in the take-off area. Such aeroplanes may be operated to the following take-off minima provided that they are able to comply with the applicable obstacle clearance criteria, assuming engine failure at the specified height: (A) The take-off minima specified by the operator should be based upon the height from which the one-engine-inoperative (OEI) net take-off flight path can be constructed. (B) The RVR minima used should not be lower than either of the values specified in Table 1 or Table 2. (iii) For single-engined complex aeroplane operations, the take-off minima specified by the operator should be expressed as RVR/CMV values not lower than those specified in Table 1 below. Unless the operator makes use of a risk period, whenever the surface in front of the runway does not allow for a safe forced landing, the RVR/CMV values should not be lower than 800 m. In this case, the proportion of the flight to be considered starts at the lift-off position and ends when the aeroplane is able to turn back and land on the runway in the opposite direction or glide to the next landing site in case of power loss. (iv) When the RVR or the VIS is not available, the pilot-in-command should not commence take-off unless he or she can determine that the actual conditions satisfy the applicable take-off minima. Table 1 Take-off — aeroplanes (without LVTO approval) RVR or VIS Facilities RVR or VIS (m)* Day only: Nil** 500 Day: at least runway edge lights or runway centre line 400 markings Night: at least runway edge lights or runway centre line lights and runway end lights * The reported RVR or 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 2 Take-off — aeroplanes (without an LVTO approval) Assumed engine failure height above the take-off runway versus RVR or VIS Issue 1.00 Page 60 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures Assumed engine failure height RVR or VIS (m)* above the take-off runway (ft) <50 400 51–100 400 101–150 400 151–200 500 201–300 1 000 >300 or if no positive take-off flight path can be 1 500 constructed * The reported RVR or VIS value representative of the initial part of the take-off run can be replaced by pilot assessment. (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 or VIS as take-off minima in accordance with Table 3. (ii) For all other cases, the pilot-in-command should operate to take-off minima of 800 m RVR or VIS and remain clear of cloud during the take-off manoeuvre until reaching the performance capabilities of (c)(2)(i). (iii) 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 continue visually to the IDF. Table 3 Take-off — helicopters (without LVTO approval) RVR or VIS Onshore aerodromes or operating sites with RVR or VIS (m)** instrument flight rules (IFR) departure procedures No light and no markings (day only) 400 or the rejected take-off distance, whichever is the greater No markings (night) 800 Runway edge/FATO light and centre line marking 400 Runway edge/FATO light, centre line marking and 400 relevant RVR information Offshore helideck* Two-pilot operations 400 Single-pilot operations 500 * The take-off flight path to be free of obstacles. ** On PinS departures to IDF, VIS should not be less than 800 m and ceiling should not be less than 250 ft. Issue 1.00 Page 61 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures AMC4 SPO.OP.110 Aerodrome operating minima — aeroplanes and helicopters DETERMINATION OF THE DH/MDH FOR INSTRUMENT APPROACH OPERATIONS — AEROPLANES (a) The decision height (DH) to be used for a 3D approach operation or a 2D approach operation flown using the continuous descent final approach (CDFA) technique should not be lower than the highest of: (1) the obstacle clearance height (OCH) for the category of aircraft; (2) the published approach procedure DH or minimum descent height (MDH) where applicable; (3) the system minima specified in Table 4; (4) the minimum DH permitted for the runway specified in Table 5; or (5) the minimum DH specified in the AFM or equivalent document, if stated. (b) The MDH for a 2D approach operation flown not using CDFA technique should not be lower than the highest of: (1) the OCH for the category of aircraft; (2) the published approach procedure MDH where applicable; (3) the system minimum specified in Table 4; (4) the lowest MDH permitted for the runway specified in Table 5; or (5) the lowest MDH specified in the AFM, if stated. DETERMINATION OF THE DH/MDH FOR INSTRUMENT APPROACH OPERATIONS — HELICOPTERS (c) The DH or MDH should not be lower than the highest of: (1) the OCH for the category of aircraft; (2) the published approach procedure DH or MDH where applicable; (3) the system minima specified in Table 4; (4) the lowest DH or MDH permitted for the runway/FATO specified in Table 6 if applicable; or (5) the lowest DH or MDH specified in the AFM, if stated. Table 4 System minima — all aircraft Facility Lowest DH/MDH (ft) ILS/MLS/GLS 200 GNSS/SBAS (LPV) 200* Precision approach radar (PAR) 200 GNSS/SBAS (LP) 250 GNSS (LNAV) 250 GNSS/Baro VNAV (LNAV/VNAV) 250 Helicopter PinS approach 250** LOC with or without DME 250 SRA (terminating at ½ NM) 250 SRA (terminating at 1 NM) 300 SRA (terminating at 2 NM or more) 350 Issue 1.00 Page 62 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures VOR 300 VOR/DME 250 NDB 350 NDB/DME 300 VDF 350 * For localiser performance with vertical guidance (LPV), a DH of 200 ft may be used only if the published final approach segment (FAS) datablock sets a vertical alert limit not exceeding 35 m. Otherwise, the DH should not be lower than 250 ft. ** For PinS approaches with instructions to ‘proceed VFR’ to an undefined or virtual destination, the DH or MDH should be with reference to the ground below the missed approach point (MAPt). Table 5 Runway type minima — aeroplanes Runway type Lowest DH/MDH (ft) Precision approach (PA) runway, 200 category I NPA runway 250 Non-instrument runway Circling minima as shown in Table 1 in SPO.OP.112 Table 6 Type of runway/FATO versus lowest DH/MDH — helicopters Type of runway/FATO Lowest DH/MDH (ft) PA runway, category I 200 NPA runway Non-instrument runway Instrument FATO 200 FATO 250 Table 6 does not apply to helicopter PinS approaches with instructions to ‘proceed VFR’. AMC5 SPO.OP.110 Aerodrome operating minima — aeroplanes and helicopters DETERMINATION OF RVR OR VIS FOR INSTRUMENT APPROACH OPERATIONS — AEROPLANES (a) The RVR or VIS for straight-in instrument approach operations should not be less than the greatest of the following: (1) the minimum RVR or VIS for the type of runway used according to Table 7; (2) the minimum RVR determined according to the MDH or DH and class of lighting facility according to Table 8; or (3) the minimum RVR according to the visual and non-visual aids and on-board equipment used according to Table 9. Issue 1.00 Page 63 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures If the value determined in (1) is a VIS, then the result is a minimum VIS. In all other cases, the result is a minimum RVR. (b) For Category A and B aeroplanes, if the RVR or VIS determined in accordance with (a) is greater than 1 500 m, then 1 500 m should be used. (c) If the approach is flown with a level flight segment at or above the MDA/H, then 200 m should be added to the RVR calculated in accordance with (a) and (b) for Category A and B aeroplanes and 400 m for Category C and D aeroplanes. (d) The visual aids should comprise standard runway day markings, runway edge lights, threshold lights, runway end lights and approach lights as defined in Table 8. Table 7 Type of runway versus minimum RVR or VIS — aeroplanes Type of runway Minimum RVR or VIS (m) PA runway, RVR 550 category I NPA runway RVR 750 Non-instrument VIS according to Table 1 in SPO.OP.112 (Circling minima) runway Table 8 RVR versus DH/MDH DH or MDH (ft) Class of lighting facility FALS IALS BALS NALS RVR (m) 200 — 210 550 750 1 000 1 200 211 — 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 2 000 441 — 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 2 400 Issue 1.00 Page 64 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures 561 — 580 1 900 2 200 2 400 2 400 581 — 600 2 000 2 300 2 400 2 400 601 — 620 2 100 2 400 2 400 2 400 621 — 640 2 200 2 400 2 400 2 400 641 — 660 2 300 2 400 2 400 2 400 661 and above 2 400 2 400 2 400 2 400 Table 9 Visual and non-visual aids and/or on-board equipment versus minimum RVR — aeroplanes Type of Facilities Lowest RVR approach Multi-pilot Single-pilot operations operations 3D runway touchdown zone lights (RTZL) and No limitation operations runway centre line lights (RCLL) Final without RTZL and RCLL but using HUDLS or No 600 m approach equivalent system; autopilot or flight limitation track director to the DH offset 15o No RTZL and RCLL, not using HUDLS or 750 m 800 m for equivalent system or autopilot to the DH category A and B aeroplanes or 5o for Category C and D aeroplanes 3D runway touchdown zone lights (RTZL) and 800 m 1 000 m operations runway centre line lights (RCLL) and Final approach track offset  15o for Category A and B aeroplanes or Final approach track offset  5o for Category C and D aeroplanes without RTZL and RCLL but using HUDLS or 800 m 1 000 m equivalent system; autopilot or flight director to the DH and Final approach track offset  15o for Category A and B aeroplanes or Final approach track offset  5o for Category C and D aeroplanes 2D Final approach track offset 15o for 750 m 2D operations category A and B aeroplanes or 5o for operations Category C and D aeroplanes Final approach track offset  15o for 1 000 m 1 000 m Category A and B aeroplanes Issue 1.00 Page 65 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures Final approach track offset  5o for 1 200 m 1 200 m Category C and D aeroplanes Table 10 Approach lighting systems — aeroplanes Class of lighting Length, configuration and intensity of approach lights facility FALS CAT I lighting system (HIALS ≥ 720 m) distance coded centre line, barrette centre line IALS Simple approach lighting system (HIALS 420–719 m) single source, barrette BALS Any other approach lighting system (HIALS, MALS or ALS 210–419 m) NALS Any other approach lighting system (HIALS, MALS or ALS < 210 m) or no approach lights (e) For night operations or for any operation where credit for visual aids is required, the lights should be on and serviceable except as provided for in Table 15. (f) Where any visual or non-visual aid specified for the approach and assumed to be available in the determination of operating minima is unavailable, revised operating minima will need to be determined. AMC6 SPO.OP.110 Aerodrome operating minima – aeroplanes and helicopters DETERMINATION OF RVR OR VIS FOR TYPE A INSTRUMENT APPROACH AND TYPE B CAT I INSTRUMENT APPROACH OPERATIONS — HELICOPTERS (a) For IFR operations, the RVR or VIS should not be less than the greatest of: (1) the minimum RVR or VIS for the type of runway/FATO used according to Table 11; (2) the minimum RVR determined according to the MDH or DH and class of lighting facility according to Table 12; or (3) for PinS operations with instructions to ‘proceed visually’, the distance between the MAPt of the PinS and the FATO or its approach light system. If the value determined in (1) is a VIS, then the result is a minimum VIS. In all other cases, the result is a minimum RVR. (b) For PinS operations with instructions to ‘proceed VFR’, the VIS should be compatible with visual flight rules. (c) For Type A instrument approaches where the MAPt 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. (d) An RVR of less than 800 m should not be used except when using a suitable autopilot coupled to an ILS, MLS, GLS or LPV, in which case normal minima apply. Issue 1.00 Page 66 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures (e) For night operations, ground lights should be available to illuminate the FATO/runway and any obstacles. (f) The visual aids should comprise standard runway day markings, runway edge lights, threshold lights and runway end lights and approach lights as specified in Table 13. (g) For night operations or for any operation where credit for runway and approach lights as defined in Table 13 is required, the lights should be on and serviceable except as provided for in Table 15. Table 11 Type of runway/FATO versus minimum RVR — helicopters Type of runway/FATO Minimum RVR or VIS (m) PA runway, category I RVR 550 NPA runway Non-instrument runway Instrument FATO RVR 550 FATO RVR or VIS 800 Table 12 Onshore helicopter instrument approach minima DH/MDH (ft) Facilities versus RVR (m) FALS IALS BALS NALS 200 550 600 700 1 000 201–249 550 650 750 1 000 250–299 600* 700* 800 1 000 300 and above 750* 800 900 1 000 * Minima on 2D approach operations should be no lower than 800 m. Table 13 Approach lighting systems — helicopters Class of lighting Length, configuration and intensity of approach lights facility FALS CAT I lighting system (HIALS ≥ 720 m) distance coded centre line, barrette centre line IALS Simple approach lighting system (HIALS 420–719 m) single source, barrette BALS Any other approach lighting system (HIALS, MALS or ALS 210– 419 m) NALS Any other approach lighting system (HIALS, MALS or ALS < 210 m) or no approach lights AMC7 SPO.OP.110 Aerodrome operating minima — aeroplanes and helicopters VISUAL APPROACH OPERATIONS Issue 1.00 Page 67 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures For a visual approach operation, the runway visual range (RVR) should not be less than 800 m. AMC8 SPO.OP.110 Aerodrome operating minima — aeroplanes and helicopters CONVERSION OF VISIBILITY TO CMV — AEROPLANES The following conditions apply to the use of CMV instead of RVR: (a) If the reported RVR is not available, a CMV may be substituted for the RVR, except: (1) to satisfy take-off minima; or (2) for the purpose of continuation of an approach in LVO. (b) If the minimum RVR for an approach is more than the maximum value assessed by the aerodrome operator, then CMV should be used. (c) In order to determine CMV from visibility: (1) for flight planning purposes, a factor of 1.0 should be used; (2) for purposes other than flight planning, the conversion factors specified in Table 14 should be used. Table 14 Conversion of reported VIS to RVR/CMV RVR/CMV = reported VIS x Light elements in operation Day Night HI approach and runway lights 1.5 2.0 Any type of light installation other than 1.0 1.5 above No lights 1.0 not applicable AMC9 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 15 and, if considered necessary, the approach should be abandoned. (b) Conditions applicable to Table 15: (1) multiple failures of runway/FATO lights other than those indicated in Table 15 should not be acceptable; (2) failures of approach and runway/FATO lights are acceptable at the same time, and the most demanding consequence should be applied; and (3) failures other than ILS or MLS affect the RVR only and not the DH. Issue 1.00 Page 68 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures Table 15 Failed or downgraded equipment — effect on landing minima Failed or downgraded Effect on landing minima equipment Type B Type A Navaid standby transmitter No effect Outer marker (ILS only) No effect if the required APV — not applicable height or glide path can NPA with FAF: no effect be checked using other unless used as FAF means, If the FAF cannot be e.g. DME fix identified (e.g. no method available for timing of descent), NPA operations cannot be conducted Middle marker (ILS only) No effect No effect unless used as MAPt RVR Assessment Systems No effect Approach lights Minima as for NALS Approach lights except the last Minima as for BALS 210 m Approach lights except the last Minima as for IALS 420 m Standby power for approach No effect lights Edge lights, threshold lights and Day — no effect runway end lights Night — not allowed Centre line lights Aeroplanes: No effect if No effect flight director (F/D), HUDLS or auto-land; otherwise RVR 750 m Helicopters: No effect on CAT I and SA CAT I approach operations. Centre line lights spacing No effect increased to 30 m TDZ lights Aeroplanes: No effect if No effect F/D, HUDLS or auto- land; otherwise RVR 750 m Helicopters: No effect. Taxiway lighting system No effect Issue 1.00 Page 69 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures AMC10 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) 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 (V ), which is equal to AT the stalling speed (V ) multiplied by 1.3 or where published 1-g (gravity) stall speed (V ) multiplied SO S1g by 1.23 in the landing configuration at the maximum certified landing mass. If both V and V are SO S1g available, the higher resulting V should be used. AT (b) The aircraft categories specified in Table 16 should be used. Table 16 Aircraft categories corresponding to VAT values Aircraft category V AT 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 GM2 SPO.OP.110 Aerodrome operating minima – aeroplanes and helicopters 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 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: Issue 1.00 Page 70 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures (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 to MCAR- Air operations. (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 to MCAR-Air Operations. (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 an 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. (iv) An 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. Issue 1.00 Page 71 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures (v) An approach using the CDFA technique will always be flown as an SAp, since this is a requirement for applying CDFA. However, an SAp does not have to be flown using the CDFA technique, for example a visual approach. GM3 SPO.OP.110 Aerodrome operating minima – aeroplanes and helicopters 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. GM4 SPO.OP.110 Aerodrome operating minima – aeroplanes and helicopters 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, V . This is a limitation in the AFM. Therefore, the mini lowest speed before entering in IMC is the highest of V (velocity take-off safety speed) and V . toss mini (b) As example, V is 45 kt and V 60 kt. In that case, the take–off minima have to include the distance toss mini to accelerate to 60 kt. The take-off distance should be increased accordingly. GM5 SPO.OP.110 Aerodrome operating minima — aeroplanes and helicopters APPROACH LIGHTING SYSTEMS — ICAO, FAA The following table provides a comparison of the ICAO and FAA specifications. Table 17 Approach lighting systems — ICAO and FAA specifications Class of lighting Length, configuration and intensity of approach lights facility FALS ICAO: CAT I lighting system (HIALS ≥ 720 m) distance coded centre line, barrette centre line FAA: ALSF1, ALSF2, SSALR, MALSR, high- or medium-intensity and/or flashing lights, 720 m or more IALS ICAO: simple approach lighting system (HIALS 420–719 m) single source, barrette FAA: MALSF, MALS, SALS/SALSF, SSALF, SSALS, high- or medium-intensity and/or flashing lights, 420–719 m BALS Any other approach lighting system (e.g. HIALS, MALS or ALS 210–419 m) FAA: ODALS, high- or medium-intensity or flashing lights 210–419 m NALS Any other approach lighting system (e.g. HIALS, MALS or ALS <210 m) or no approach lights Issue 1.00 Page 72 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures GM6 SPO.OP.110 Aerodrome operating minima — aeroplanes and helicopters IAPs — SBAS OPERATIONS (a) SBAS LPV operations with a DH of 200 ft depend on an SBAS approved for operations down to a DH of 200 ft. (b) The following systems are in operational use or in a planning phase: (1) European geostationary navigation overlay service (EGNOS), operational in Europe; (2) wide area augmentation system (WAAS), operational in the USA; (3) multi-functional satellite augmentation system (MSAS), operational in Japan; (4) system of differential correction and monitoring (SDCM), planned by Russia; (5) GPS-aided geo-augmented navigation (GAGAN) system, planned by India; and (6) satellite navigation augmentation system (SNAS), planned by China. GM7 SPO.OP.110 Aerodrome operating minima — aeroplanes and helicopters MEANS TO DETERMINE THE REQUIRED RVR BASED ON DH AND LIGHTING FACILITIES The values in Table 8 are derived from the formula below: RVR (m) = [(DH/MDH (ft) × 0.3048)/tanα] – 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 8 up to 3.77° and then remaining constant. An upper RVR limit of 2 400 m has been applied to the table. GM8 SPO.OP.110 AerodroHeading 3,RULESme operating minima — aeroplanes and helicopters USE OF DH FOR NPAs FLOWN USING THE CONTINUOUS DESCENT FINAL APPROACH (CDFA) TECHNIQUE The safety of using the MDH as DH in CDFA operations has been verified by at least two independent analyses concluding that a CDFA using MDH as DH without any add-on is safer than the traditional step- down and level flight NPA operation. A comparison was made between the safety level of using MDH as DH without an add-on with the well-established safety level resulting from the ILS collision risk model (CRM). The NPA used was the most demanding, i.e. most tightly designed NPA, which offers the least additional margins. It should be noted that the design limits of the ILS approach design, e.g. the maximum glide path (GP) angle of 3.5 degrees, must be observed for the CDFA in order to keep the validity of the comparison. There is a wealth of operational experience in Europe confirming the above-mentioned analytical assessments. It cannot be expected that each operator is able to conduct similar safety assessments, and this is not necessary. The safety assessments already performed take into account the most demanding circumstances at hand, like the most tightly designed NPA procedures and other ‘worst-case scenarios’. The assessments naturally focus on cases where the controlling obstacle is located in the missed approach area. Issue 1.00 Page 73 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures However, it is necessary for operators to assess whether their cockpit procedures and training are adequate to ensure minimal height loss in case of a go-around manoeuvre. Suitable topics for the safety assessment required by each operator may include: understanding of the CDFA concept including use of the MDA/H as DA/H; cockpit procedures that ensure flight on speed, on path, and with proper configuration and energy management; cockpit procedures that ensure gradual decision-making; and identification of cases where an increase of the DA/H may be necessary because of non-standard circumstances, etc. GM9 SPO.OP.110 Aerodrome operating minima — aeroplanes and helicopters INCREMENTS SPECIFIED BY THE COMPETENT AUTHORITY Additional increments to the published minima may be specified by the competent authority in order to take into account certain operations, such as downwind approaches, single-pilot operations, or approaches flown not using the CDFA technique. GM10 SPO.OP.110 Aerodrome operating minima —aeroplanes and helicopters USE OF COMMERCIALLY AVAILABLE INFORMATION When an operator uses commercially available information to establish aerodrome operating minima, the operator remains responsible for ensuring that the information used is accurate and suitable for its operation, and that the aerodrome operating minima are calculated in accordance with the method specified in Part C of its operations manual. The operator should apply the procedures in ORO.GEN.205 ‘Contracted activities’. GM1 SPO.OP.110(b)(5) Aerodrome operating minima 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. SPO.OP.112 Aerodrome operating minima — circling operations with aeroplanes (a) The minimum descent height (MDH) for a circling approach 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 1; or (3) the decision height (DH)/MDH of the preceding IAP. (b) The minimum visibility for a circling approach operation with aeroplanes shall be the highest of: (1) the circling visibility for the aeroplane category, if published; or Issue 1.00 Page 74 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures (2) the minimum visibility derived from Table 1. Table 1 MDH and minimum visibility for circling per aeroplane category Aeroplane category A B C D MDH (ft) 400 500 600 700 Minimum VIS (m) 1 500 1 600 2 400 3 600 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 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 VIS; 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 (IAP) until the appropriate instrument MAPt is reached. (2) At the beginning of the level flight phase at or above the MDA/H, the instrument approach track 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 visual references. (3) If the pilot cannot comply with the conditions in (c)(2) at the MAPt, then a missed approach should be executed in accordance with the IAP. (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 to: (i) attain a controlled and stable descent path to the intended landing runway; and (ii) remain within the circling area and in such a way that visual contact with the runway of intended landing or runway environment is maintained at all times. Issue 1.00 Page 75 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures (5) Flight manoeuvres should be carried out at an altitude/height that is not less than the circling MDA/H. (6) Descent below the 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 (TDZ). (d) Instrument approach followed by a visual manoeuvring (circling) with prescribed track. (1) The aeroplane should remain on the initial IAP 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 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 comply with the published routing and published heights/altitudes. (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 the 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 TDZ. (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, and before commencing the circling manoeuvre, the published missed approach for the instrument approach should be followed; or (ii) if the IAP is carried out with the aid of an ILS, an MLS or a SAp, the MAPt associated with an ILS or an 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 Issue 1.00 Page 76 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures 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; (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. Issue 1.00 Page 77 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures 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. AMC1 SPO.OP.115 Departure and approach procedures — aeroplanes and helicopters APPROACH FLIGHT TECHNIQUE — AEROPLANES (a) All approach operations should be flown as SAp operations. (b) The CDFA technique should be used for NPA 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 Issue 1.00 Page 78 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures (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. AMC2 SPO.OP.116 Performance-based navigation – aeroplanes and 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 Issue 1.00 Page 79 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures 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; (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 (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. Issue 1.00 Page 80 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures AMC3 SPO.OP.116 Performance-based navigation – aeroplanes and helicopters MANAGAMENT 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. (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. AMC4 SPO.OP.116 Performance-based navigation – aeroplanes and 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. Issue 1.00 Page 81 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures AMC5 SPO.OP.116 Performance-based navigation – aeroplanes and 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 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. AMC6 SPO.OP.116 Performance-based navigation – aeroplanes and 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. AMC7 SPO.OP.116 Performance-based navigation – aeroplanes and 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); Issue 1.00 Page 82 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures (2) multiple system failures affecting aircraft performance; (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. AMC8 SPO.OP.116 Performance-based navigation – aeroplanes and 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. Issue 1.00 Page 83 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures 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: (1) 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 (2) 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. Issue 1.00 Page 84 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures (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. SPO.OP.130 Fuel/energy scheme – aeroplanes and helicopters (a) The operator shall establish, implement, and maintain a fuel/energy scheme that comprises: (1) a fuel/energy planning and in-flight re-planning policy; and (2) an in-flight fuel/energy management policy. (b) The fuel/energy scheme shall: (1) be appropriate for the type(s) of operation performed; and (2) correspond to the capability of the operator to support its implementation. SPO.OP.131 Fuel/energy scheme – fuel/energy planning and in flight re-planning policy – aeroplanes and helicopters (a) As part of the fuel/energy scheme, the operator shall establish a fuel/energy planning and in-flight re-planning policy to ensure that the aircraft carries a sufficient amount of usable fuel/energy to safely complete the planned flight and to allow for deviations from the planned operation. (b) The operator shall ensure that the fuel/energy planning of flights is based upon at least the following elements: (1) procedures contained in the operations manual as well as: (i) current aircraft-specific data derived from a fuel/energy consumption monitoring system or, if not available; (ii) data provided by the aircraft manufacturer; and (2) the operating conditions under which the flight is to be conducted including: (i) aircraft fuel/energy consumption data; (ii) anticipated masses; (iii) anticipated meteorological conditions; (iv) the effects of deferred maintenance items and/or configuration deviations; and (v) anticipated delays. (c) For aeroplanes, the operator shall ensure that the pre-flight calculation of the usable fuel/energy that is required for a flight includes: (1) taxi fuel/energy that shall not be less than the amount expected to be used prior to take-off; Issue 1.00 Page 85 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures (2) trip fuel/energy that shall be the amount of fuel/energy that is required to enable the aeroplane to fly from take-off, or from the point of in-flight re-planning, to landing at the destination aerodrome; (3) contingency fuel/energy that shall be the amount of fuel/energy required to compensate for unforeseen factors; (4) destination alternate fuel/energy (i) when a flight is operated with at least one destination alternate aerodrome, it shall be the amount of fuel/energy required to fly from the destination aerodrome to the destination alternate aerodrome; or (ii) when a flight is operated with no destination alternate aerodrome, it shall be the amount of fuel/energy required to hold at the destination aerodrome to compensate for the lack of a destination alternate aerodrome; (5) final reserve fuel/energy that shall be protected to ensure a safe landing; the operator shall take into account all of the following, and in the following order of priority, to determine the quantity of the final reserve fuel/energy: (i) the severity of the hazard to persons or property that may result from an emergency landing after fuel/energy starvation; (ii) the likelihood of unexpected circumstances that the final reserve fuel/energy may no longer be protected; (6) additional fuel/energy, if required by the type of operation; it shall be the amount of fuel/energy to enable the aeroplane to perform a safe landing at a fuel/energy en route alternate aerodrome (fuel/energy ERA aerodrome critical scenario) in the event of an engine failure or loss of pressurisation, whichever requires the greater amount of fuel/energy, based on the assumption that such a failure occurs at the most critical point along the route; this additional fuel/energy is required only if the minimum amount of fuel/energy that is calculated according to points (c)(2) to (c)(5) is not sufficient for such an event; (7) extra fuel/energy to take into account anticipated delays or specific operational constraints; and (8) discretionary fuel/energy, if required by the pilot-in-command. (d) For helicopters, the operator shall ensure that the pre-flight calculation of the usable fuel/energy that is required for a flight includes all of the following: (1) fuel/energy to fly to the aerodrome or operating site of intended landing; (2) if a destination alternate is required, destination alternate fuel/energy, which shall be the amount of fuel/energy that is required to execute a missed approach at the aerodrome or operating site of intended landing, and thereafter, to fly to the specified destination alternate, approach and land; and (3) final reserve fuel/energy, which shall be protected to ensure a safe landing; the operator shall take into account all of the following, and in the following order of priority, to determine the quantity of the final reserve fuel/energy: (i) the severity of the hazard to persons or property that may result from an emergency landing after fuel/energy starvation; and (ii) the likelihood of such unexpected circumstances that the final reserve fuel/energy may no longer be protected; Issue 1.00 Page 86 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures (4) extra fuel/energy to take into account anticipated delays or specific operational constraints; and (5) discretionary fuel/energy, if required by the pilot-in-command. (e) The operator shall ensure that, if a flight has to proceed to a destination aerodrome other than the one originally planned, in-flight re-planning procedures for calculating the required usable fuel/energy are available and comply with points (c)(2) to (c)(7) for aeroplanes, and point (d) for helicopters. (f) The pilot in command shall only commence a flight or continue in the event of in-flight re-planning, when satisfied that the aircraft carries at least the planned amount of usable fuel/energy and oil to safely complete the flight. AMC1 SPO.OP.131 Fuel/energy scheme — fuel/energy planning and in-flight re-planning policy — aeroplanes and helicopters AEROPLANES For the fuel planning policy, the amount of the required usable fuel for a flight should not be less than the sum of the following: (a) taxi fuel that should take into account the local conditions at the departure aerodrome and the APU consumption; (b) trip fuel that should include: (1) fuel for take-off and climb from the aerodrome elevation to the initial cruising level/altitude, taking into account the expected departure routing; (2) fuel from the top of climb to the top of descent, including any step climb/descent; (3) fuel from the top of descent to the point where the approach procedure is initiated, taking into account the expected arrival routing; and (4) fuel for making an approach and landing at the destination aerodrome; (c) contingency fuel that should be: (1) 5 % of the planned trip fuel or, in the event of in-flight re-planning, 5 % of the trip fuel for the remainder of the flight; or (2) an amount to fly for 5 minutes at holding speed at 1 500 ft (450 m) above the destination aerodrome in standard conditions, whichever is higher; (d) destination alternate fuel that should be: (1) when the aeroplane is operated with one destination alternate aerodrome: (i) fuel for a missed approach from the applicable DA/H or MDA/H at the destination aerodrome to the missed-approach altitude, taking into account the complete missed- approach procedure; (ii) fuel for climb from the missed-approach altitude to the cruising level/altitude, taking into account the expected departure routing; (iii) fuel for cruising from the top of climb to the top of descent, taking into account the expected routing; Issue 1.00 Page 87 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures (iv) fuel for descent from the top of descent to the point where the approach is initiated, taking into account the expected arrival routing; and (v) fuel for making an approach and landing at the destination alternate aerodrome; (2) when the aeroplane is operated with no destination alternate aerodrome, the amount of fuel to hold for 15 minutes at 1 500 ft (450 m) in standard conditions above the destination aerodrome elevation; (3) when the aerodrome of intended landing is an isolated aerodrome: (i) for aeroplanes with reciprocating engines, the amount of fuel required to fly either for 45 minutes plus 15 % of the flight time planned for cruising, including the FRF, or for 2 hours, whichever is less; or (ii) for turbine-engined aeroplanes, the amount of fuel required to fly for 2 hours with normal cruise consumption above the destination aerodrome, including the FRF. (e) FRF that should not be less than the fuel required to fly: (1) for 10 minutes at normal cruising altitude 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 normal cruising altitude for other VFR flights by day; and (3) for 45 minutes at normal cruising altitude under VFR by night, and under IFR for aeroplanes with reciprocating engines; and (4) for 30 minutes at holding speed at 1 500 ft (450 m) above the aerodrome elevation in standard conditions, which is calculated according to the estimated mass on arrival under VFR by night and under IFR for turbine-engined aeroplanes, Note: When the operator follows point (e)(1) for the FRF, the operator should specify in the standard operating procedures (SOPs): the type of operation in which such reduced RFR may be used; and the methods of reading and calculating the remaining fuel. (f) additional fuel that should be the amount of fuel that allows the aeroplane to proceed, in the event of an engine failure or loss of pressurisation, from the most critical point along the route to a fuel en route alternate (fuel ERA) aerodrome in the relevant aircraft configuration, hold there for 15 minutes at 1 500 ft (450 m) above the aerodrome elevation in standard conditions, make an approach, and land; (g) extra fuel if there are anticipated delays or specific operational constraints; and (h) discretionary fuel, if required by the pilot-in-command. HELICOPTERS (i) The FRF should not be less than the fuel required to fly:

(1) for 10 minutes at best-range speed, provided that the helicopter remains within 25 NM of the aerodrome/operating site of departure, under VFR; (2) for 20 minutes at best-range speed for flights other than the ones referred to in (i)(1) under VFR; and (3) for 30 minutes at holding speed at 1 500 ft (450 m) above the destination or destination alternate under IFR. Issue 1.00 Page 88 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures (j) If point (i)(1) is used for the FRF, the operator should specify in the SOPs: (1) the type of operation in which such reduced FRF may be used; and (2) methods of reading and calculating the remaining fuel. 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. 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 SPECIALISTS — 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. Issue 1.00 Page 89 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures (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 the available current meteorological reports and forecasts; and (2) the planning of an alternative course of action to provide for the eventuality that the flight cannot be completed as planned, because of meteorological conditions. AMC1 SPO.OP.140(a) Flight preparation ADEQUACY OF GROUND FACILITIES When deciding on the adequacy of facilities and services available at an aerodrome of intended operation, the operator should: (a) consult the aeronautical information publication (AIP) for information on the availability of rescue and firefighting services (RFFS) at the aerodrome of intended operation; and (b) assess the level of safety risk that is associated with the aircraft type and nature of the operation in relation to the availability of RFFS. GM1 SPO.OP.140(a) Flight preparation ADEQUACY OF GROUND FACILITIES — SAFETY RISK ASSESSMENT OF OPERATIONS WITHOUT RESCUE AND FIREFIGHTING SERVICES AT THE AERODROME OF INTENDED OPERATION To operate at an aerodrome with downgraded or unavailable rescue and firefighting services (RFFS), the operator may consider including in its operations manual, for each aircraft type, certain criteria to be used when conducting a safety risk assessment of such operations. For aircraft in rescue and firefighting (RFF) category 3 and higher, the conditions under which the pilot-in-command may decide to conduct a flight may include, but not be limited to the following: (a) acceptable downgrades of RFFS for planning and in-flight purposes such as departure, destination, and alternate aerodromes; (b) aircraft characteristics related to mass, landing speed, fuel capacity; (c) possible limitation to daytime only or a certain time of the day (due to fatigue); (d) weather constraints; (e) aerodromes that are unacceptable with unavailable or downgraded RFFS. Issue 1.00 Page 90 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures SPO.OP.143 Destination alternate aerodromes planning minima — aeroplanes An aerodrome shall not be specified as a destination alternate aerodrome unless the available current meteorological information indicates, 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, (a) for an alternate aerodrome with an available instrument approach operation with DH less than 250 ft, (1) a ceiling of at least 200 ft above the DH or MDH associated with the instrument approach operation; and (2) a visibility of at least the higher of 1 500 m and 800 m above the instrument approach operation RVR/VIS minima; or (b) for an alternate aerodrome with an instrument approach operation with DH or MDH 250 ft or more, (1) a ceiling of at least 400 ft above the DH or MDH associated with the instrument approach operation; and (2) a visibility of at least 3 000 m; or (c) for an alternate aerodrome without an instrument approach procedure, (1) a ceiling of at least the higher of 2 000 ft and the minimum safe IFR height; and (2) a visibility of at least 5 000 m. SPO.OP.144 Destination alternate aerodrome planning minima — helicopters The operator shall only select an aerodrome as a destination alternate aerodrome if the available current meteorological information indicates, 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, (a) for an alternate aerodrome with an IAP: (1) a ceiling of at least 200 ft above the DH or MDH associated with the IAP; and (2) a visibility of at least 1 500 m by day or 3 000 m by night; or (b) for an alternate aerodrome without an IAP: (1) a ceiling of at least 2 000 ft or the minimum safe IFR height, whichever is greater; and (2) a visibility of at least 1 500 m by day or 3 000 m by night. 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 meteorological conditions at the aerodrome of departure are at or below the applicable aerodrome operating minima or if 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: Issue 1.00 Page 91 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures (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 designated as an isolated aerodrome and: (1) an instrument approach procedure is prescribed for the aerodrome of intended landing; and (2) available current meteorological information indicates that both 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: (i) a cloud base of at least 300 m (1 000 ft) above the minimum associated with the instrument approach procedure; (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: (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: Issue 1.00 Page 92 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures (i) the cloud base is at least 120 m (400 ft) above the minimum associated with the instrument approach procedure; (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 (a) When the operator intends to use PBN, the operator should either: (1) demonstrate that the GNSS is robust against loss of capability; or (2) select an aerodrome as a destination alternate aerodrome only if an IAP that does not rely on a GNSS is available either at that aerodrome or at the destination aerodrome. GNSS ROBUSTNESS AGAINST LOSS OF CAPABILITY — HELICOPTERS (b) The operator may demonstrate robustness against the loss of capability of the GNSS if all of the following criteria are met: (1) At flight planning stage, SBAS or GBAS are expected to be available and used. (2) The failure of a single receiver or system should not compromise the navigation capability required for the intended instrument approach. (3) The temporary jamming of all GNSS frequencies should not compromise the navigation capability required for the intended route. The operator should provide a procedure to deal with such cases unless other sensors are available to continue on the intended route. (4) The duration of a jamming event should be determined as follows: (i) Considering the average speed and height of a helicopter flight, the duration of a jamming event may be considered to be less than 2 minutes. (ii) The time needed for the GNSS system to re-start and provide the aircraft position and navigation guidance should also be considered. (iii) Based on (i) and (ii) above, the operator should establish the duration of the loss of GNSS navigation data due to jamming. This duration should be no less than 3 minutes, and may be no longer than 4 minutes. (5) The operator should ensure resilience to jamming for the duration determined in (4) above, as follows: (i) If the altitude of obstacles on both sides of the flight path are higher than the planned altitude for a given segment of the flight, the operator should ensure no excessive drift on either side by relying on navigation sensors such as an inertial system with performance in accordance with the intended function. (ii) If (i) does not apply and the operator cannot rely on sensors other than GNSS, the operator should develop a procedure to ensure that a drift from the intended route Issue 1.00 Page 93 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures during the jamming event has no adverse consequences on the safety of the flight. This procedure may involve air traffic services. (6) The operator should ensure that no space weather event is predicted to disrupt the GNSS reliability and integrity at both the destination and the alternate aerodromes. (7) The operator should verify the availability of RAIM for all phases of flight based on GNSS, including navigation to the alternate aerodrome. (8) The operator’s MEL should reflect the elements in points (b)(1) and (b)(2). OPERATIONAL CREDITS (c) To comply with point SPO.OP.153, when the operator intends to use ‘operational credits’ (e.g. EFVS, SA CAT I, etc.), the operator should select an aerodrome as destination alternate aerodrome only if an approach procedure that does not rely on the same ‘operational credit’ 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. GM2 SPO.OP.152 Destination aerodromes — instrument approach operations GNSS ROBUSTNESS AGAINST LOSS OF CAPABILITY — HELICOPTERS (a) Redundancy of on-board systems ensures that no single on-board equipment failure (e.g. antenna, GNSS receiver, FMS, or navigation display failure) results in the loss of the GNSS capability. (b) Any shadowing of the GNSS signal or jamming of all GNSS frequencies from the ground is expected to be of a very short duration and affect a very small area. Additional sensors or functions such as inertial coasting may be used during jamming events. Jamming should be considered on all segments of the intended route, including the approach. (c) The availability of GNSS signals can be compromised if space weather events cause ‘loss of lock’ conditions and more than one satellite signal may be lost on a given GNSS frequency. Until space weather forecasts are available, the operator may use ‘nowcasts’ as short-term predictions for helicopter flights of short durations. (d) SBAS also contributes to mitigate space weather effects, both by providing integrity messages and by correcting ionosphere-induced errors. (e) Even though SBAS should be available and used, RAIM should remain available autonomously. In case of loss of the SBAS, the route and the approach to the destination or alternate should still be flown with an available RAIM function. Issue 1.00 Page 94 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures (f) When available, GNSS based on more than one constellation and more than one frequency may provide better integrity and redundancy regarding failures in the space segment of the GNSS, jamming, and resilience to space weather events. 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/energy, 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 fuelling operations with persons on board. This qualified person should be capable of handling emergency procedures concerning fire protection and firefighting, 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. AMC2 SPO.OP.155 Refuelling with persons embarking, on board or disembarking OPERATIONAL PROCEDURES — helicopters When the helicopter rotors are stopped, the efficiency and speed of task specialists disembarking from and re-embarking on board helicopters is such that disembarking before refuelling and re-embarking after refuelling is the general practice. However, if such operations are needed, the operator should refer to AMC1 SPO.OP.157 and AMC2 SPO.OP.157. Operational procedures to be described in the operations manual (OM) should specify that at least the relevant precautions of the aforementioned AMC are taken. Issue 1.00 Page 95 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures 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.157 Refuelling with engine(s) and/or rotors turning – helicopters (a) Refuelling with engine(s) and/or rotors turning shall only be conducted: (1) with no task specialists embarking or disembarking; (2) if the operator of the aerodrome or operating site allows such operations; (3) in accordance with any specific procedures and limitations in the aircraft flight manual (AFM); (4) with JET A or JET A-1 fuel types; and (5) in the presence of the appropriate rescue and firefighting (RFF) facilities or equipment. (b) The operator shall assess the risks associated with refuelling with engine(s) and/or rotors turning. (c) The operator shall establish appropriate procedures to be followed by all involved personnel, such as crew members, task specialists, and ground operations personnel. (d) The operator shall ensure that its crew members, ground operations personnel, as well as any task specialist involved in the procedures, are appropriately trained. (e) The operator shall ensure that the helicopter refuelling procedures with engine(s) and/or rotors turning are specified in the operations manual. AMC1 SPO.OP.157 Refuelling with engine(s) and/or rotors turning — helicopters OPERATIONAL PROCEDURES — NO TASK SPECIALISTS ON BOARD Operational procedures in the OM should specify that at least the following precautions are taken: (a) all necessary information should be exchanged in advance with the aerodrome operator, operating- site operator, and refuelling operator; (b) the procedures to be used by crew members should be defined; (c) the procedures to be used by the operator’s ground operations personnel that may be in charge of refuelling or assisting in emergency evacuations should be described; (d) the operator’s training programmes for crew members and for the operator’s ground operations personnel should be described; (e) the minimum distance between the helicopter turning parts and the refuelling vehicle or installations should be defined when the refuelling takes place outside an aerodrome or at an aerodrome where there are no such limitations; (f) besides any rescue and firefighting services (RFFSs) that are required to be available by aerodrome regulations, an additional handheld fire extinguisher with the equivalent of 5 kg of dry powder should be immediately available and ready for use; Issue 1.00 Page 96 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures (g) a means for a two-way communication between the crew and the person in charge of refuelling should be defined and established; (h) if fuel vapour is detected inside the helicopter, or any other hazard arises, refuelling/defuelling should be stopped immediately; (i) one pilot should stay at the controls, constantly monitor the refuelling, and be ready to shut off the engines and evacuate at all times; and (j) any additional precautions should be taken, as determined by the risk assessment. AMC2 SPO.OP.157 Refuelling with the engine(s) running and/or rotors turning — helicopters OPERATIONAL PROCEDURES — TASK SPECIALISTS ON BOARD In addition to AMC1 SPO.OP.157, for refuelling with task specialists on board, operational procedures in the OM should specify that at least the following precautions are taken: (a) the positioning of the helicopter and the corresponding helicopter evacuation strategy should be defined taking into account the wind as well as the refuelling facilities or vehicles; (b) on a heliport, the ground area beneath the exits that are intended for emergency evacuation should be kept clear; (c) an additional task specialist briefing as well as instructions should be defined, and the ‘No smoking’ signs should be on unless ‘No smoking’ placards are installed; (d) interior lighting should be set to enable identification of emergency exits; (e) the use of doors during refuelling should be defined: doors on the refuelling side should remain closed, while doors on the opposite side should remain unlocked or, weather permitting, open unless otherwise specified in the AFM; and (f) at least one suitable person or appropriately trained task specialist capable of implementing emergency procedures for firefighting, communications, as well for initiating and directing an evacuation, should remain at a specified location; this person should not be the qualified pilot at the controls or the person performing the refuelling. GM1 SPO.OP.157 Refuelling with the engine(s) and/or rotors turning — helicopters RISK ASSESSMENT The risk assessment should explain why it is not practical to refuel with the engine(s) and rotors stopped, identify the additional hazards, and describe how the additional risks are controlled. Helicopter offshore operations (HOFO) are typical operations where the benefits should outweigh the risks if mitigation measures are taken. Guidance on safe refuelling practices is contained in ICAO Doc 9137 Airport Services Manual, Parts 1 and 8. The operator’s risk assessment may include, but not be limited to, the following risks, hazards and mitigation measures: (a) risk related to refuelling with rotors turning; (b) risk related to the shutting down of the engines, including the risk of failures during start-up; Issue 1.00 Page 97 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures (c) environmental conditions, such as wind limitations, displacement of exhaust gases, and blade sailing; (d) risk related to human factors and fatigue management, especially for single-pilot operations for long periods of time; (e) risk mitigation, such as the safety features of the fuel installation, rescue and firefighting (RFF) capability, number of personnel members available, ease of emergency evacuation of the helicopter, etc.; (f) assessment of the use of radio transmitting equipment; (g) determination of the use of seat belts; and (h) review of the portable electronic device (PED) policy. 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. 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 meteorological 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 meteorological 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. Issue 1.00 Page 98 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures 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): (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 Issue 1.00 Page 99 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures 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. 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’: the process of protecting the aircraft to prevent contamination due to existing or expected weather, typically by applying anti-icing fluids on uncontaminated aircraft surfaces. (b) ‘Anti-icing fluid’ includes, but is not limited to, the following: (1) Typically, Type II, III or IV fluid (neat or diluted), normally applied unheated (*); (2) Type I fluid/water mixture heated to minimum 60°C at the nozzle. (*) When de-icing and anti-icing in a one-step process, Type II and Type IV fluids are typically applied diluted and heated. (c) ‘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. Clear ice is very difficult to be detected visually. (d) ‘Cold soaked surface frost (CSSF)’: frost developed on cold soaked aircraft surfaces by sublimation of air humidity. This effect can take place at ambient temperatures above 0 °C. Cold soaked aircraft surfaces are more common on aircraft that have recently landed. External surfaces of fuel tanks (e.g. wing skins) are typical areas of CSSF formation (known in this case as cold soaked fuel frost (CSFF)), due to the thermal inertia of very cold fuel that remains on the tanks after landing. (e) ‘Conditions conducive to aircraft icing on the ground’: freezing fog, freezing precipitation, frost, rain or high humidity (on cold soaked wings), hail, ice pellets, snow or mixed rain and snow, etc. (f) ‘Contamination’: all forms of frozen or semi-frozen deposits on an aircraft, such as frost, snow, slush or ice. (g) ‘Contamination check’: a check of the aircraft for contamination to establish the need for de-icing. (h) ‘De-icing’: the process of eliminating frozen contamination from aircraft surfaces, typically by applying de-icing fluids. (i) ‘De-icing fluid’: such fluid includes, but is not limited to, the following: Issue 1.00 Page 100 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures (1) Heated water; (2) Preferably, Type I fluid (neat or diluted (typically)); (3) Type II, III or IV fluid (neat or diluted). The de-icing fluid is normally applied heated to ensure maximum efficiency and its freezing point should be at the outside air temperature (OAT) or below. (j) ‘De-icing/anti-icing’: this is the combination of de-icing and anti-icing performed in either one or two steps. (k) ‘Ground ice detection system (GIDS)’: a 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. (l) ‘Holdover time (HOT)’: the period of time during which an anti-icing fluid provides protection against frozen contamination to the treated aircraft surfaces. It depends among other variables, on the type and intensity of the precipitation, OAT, wind, the particular fluid (or fluid Type) and aircraft design and aircraft configuration during the treatment. (m) ‘Liquid water equivalent (LWE) system’: an automated weather measurement system that determines the LWE precipitation rate in conditions of frozen or freezing precipitation. The system provides flight crew with continuously updated information on the fluid protection capability under varying weather conditions. (n) ‘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 fluid; or (2) 7°C for Type II, III or IV fluids. (o) ‘Post-treatment check’, ‘Post- de-icing check’ or ‘Post- de-icing/anti-icing check’: an external check of the aircraft after de-icing and/or anti-icing treatment accomplished by qualified staff and 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 frost, ice, snow, or slush. (p) ‘Pre-take-off check’: The flight crew should continuously monitor the weather conditions after the de-icing/anti-icing treatment to assess whether the applied holdover time is still appropriate. Within the aircraft’s HOT and prior to take-off, the flight crew should check the aircraft’s wings or representative aircraft surfaces for frozen contaminants. (q) ‘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 (r) Upon completion of the anti-icing treatment, a qualified staff provides the anti-icing code to the flight crew as follows: ‘the fluid Type/the fluid name (except for Type I)/concentration (except for Type I)/local time at start of anti-icing/date (optional)/the statement ‘post- de-icing/anti-icing check completed’ (if check completed). Example: ‘TYPE II / MANUFACTURER, BRAND X / 75% / 1335 / 15FEB20 / POST- DE-ICING/ANTI-ICING CHECK COMPLETED’. (s) 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. Issue 1.00 Page 101 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures GM2 SPO.OP.175 Ice and other contaminants – ground procedures 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: (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) 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 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. Anti-icing fluids (neat or diluted) should not be applied at OAT below their LOUT. 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 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 taken before the first step fluid freezes (typically within 3 minutes but severe conditions may shorten this) 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 thickened fluid may 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. Issue 1.00 Page 102 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures (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 and be performed from points offering sufficient visibility to these parts. To ensure that there is no clear ice on suspect areas, it may also be necessary to make a physical check (e.g. tactile). (7) The required entry is made in the technical log. (8) The commander 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 commander should arrange for a re-treatment or 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 re-treatment 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 deicing/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. Avoid applying excessive thickened fluid on the horizontal tail of aircraft with unpowered elevator controls. (3) The operator should comply with any type-specific operational provision(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) above 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 flight crew with the minimum details necessary to estimate a HOT and confirms that the aircraft is free of contamination. Issue 1.00 Page 103 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures (3) After treatment. Before reconfiguring or moving the aircraft, the flight crew should receive a confirmation from the qualified 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) Holdover protection & LWE systems The operator should publish in the operations manual (OM), 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. An operator may choose to operate using LWE systems instead of HOT tables whenever the required means for using these systems are in place. (f) Training The operator’s initial and recurrent de-icing training programmes (including communication training) for flight crew and for other personnel involved in de-icing operations 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 de-icing/anti-icing functions, the operator should ensure that the contractor complies with the operator’s training/qualification procedures, together with any specific procedures in respect of: (1) roles and responsibilities; (2) de-icing and/or anti-icing methods and procedures; (3) fluids to be used, including precautions for storage, preparation for use and chemical incompatibilities; (4) specific aircraft provisions (e.g. no-spray areas, propeller/engine de-icing, APU operation etc.); (5) different checks to be conducted; and (6) procedures for communications with flight crew and any other third party involved. (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 Issue 1.00 Page 104 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures 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. (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. GM3 SPO.OP.175 Ice and other contaminants – ground procedures 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). (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 will 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 snow exceeding certain intensities, high wind velocity, and fast-dropping OAT. No HOT guidelines exist for these conditions. (4) Material for establishing operational procedures can be found, for example, in: Issue 1.00 Page 105 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures (i) ICAO Annex 3 ‘Meteorological Service for International Air Navigation’; (ii) ICAO ‘Manual of Aircraft Ground De-icing/Anti-icing Operations’; (iii) SAE AS6285 ‘Aircraft Ground Deicing/Anti-Icing Processes’; (iv) SAE AS6286 ‘Aircraft Ground Deicing/Anti-Icing Training and Qualification Program’; (v) SAE AS6332 ‘Aircraft Ground Deicing/Anti-icing Quality Management’; (vi) SAE ARP6257 ‘Aircraft Ground De/Anti-Icing Communication Phraseology for Flight and Ground Crews’; (vii) FAA Holdover Time Guidelines (viii) FAA 8900.xxx series Notice ‘Revised FAA-Approved Deicing Program Updates, Winter 20xx-20yy’. (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. For anti- icing purposes the fluid/water mixture should have a freezing point of at least 10 °C below OAT; 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 which 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. (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 such as SAE AMS1424 (Type I) or SAE AMS1428 (Types II, III and IV). 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, age and in case they are applied on top of non- chemically compatible de-icing fluids. (c) Holdover protection (1) Holdover 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 holdover 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 holdover 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 Issue 1.00 Page 106 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures (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 2.e of ERO.OPS.120 to MCAR - Air Operations. (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 (a) 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 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. (b) The operator should ensure that the procedures take account of the following: (1) the equipment and instruments that should be serviceable for flight in icing conditions; (2) 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; (3) the criteria the flight crew should use to assess the effect of icing on the performance and/or controllability of the aircraft; (4) 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 (5) 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: (i) the failure of the aircraft’s anti-icing or de-icing equipment to control a build-up of ice; and/or (ii) ice build-up on unprotected areas. (c) 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 Issue 1.00 Page 107 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures relevant operational personnel require in order to comply with the procedures for dispatch and flight in icing conditions: (1) 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; (2) instruction on the operational and performance limitations or margins; (3) the use of in-flight ice detection, anti-icing and de-icing systems in both normal and abnormal operation; and (4) instruction on the differing intensities and forms of ice accretion and the consequent action which should be taken. SPO.OP.180 Take-off conditions — aeroplanes and helicopters Before commencing take-off, the pilot-in-command shall be satisfied that: (a) the meteorological conditions at the aerodrome or the operating site and the condition of the runway/FATO intended to be used will not prevent a safe take-off and departure; and (b) the selected aerodrome operating minima are consistent with all of the following: (1) the operative ground equipment; (2) the operative aircraft systems; (3) the aircraft performance; (4) flight crew qualifications. 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 Fuel/energy scheme – in-flight fuel/energy management policy (a) The operator of complex motor-powered aircraft shall establish procedures to ensure that in-flight fuel/energy checks and fuel/energy management are performed. (b) The pilot-in-command shall monitor the amount of usable fuel/energy remaining on board to ensure that it is protected and not less than the fuel/energy that is required to proceed to an aerodrome or operating site where a safe landing can be made. (c) The pilot-in-command shall advise air traffic control (ATC) of a ‘minimum fuel/energy’ state by declaring ‘MINIMUM FUEL’ when the pilot-in-command has: (1) committed to land at a specific aerodrome or operating site; and (2) calculated that any change to the existing clearance to that aerodrome or operating site, or other air traffic delays, may result in landing with less than the planned final reserve fuel/energy. Issue 1.00 Page 108 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures (d) The pilot-in-command shall declare a situation of ‘fuel/energy emergency’ by broadcasting ‘MAYDAY MAYDAY MAYDAY FUEL’ when the usable fuel/energy estimated to be available upon landing at the nearest aerodrome or operating site where a safe landing can be made is less than the planned final reserve fuel/energy. GM1 SPO.OP.190(b)&(d) Fuel/energy scheme — in-flight fuel/energy management policy FINAL RESERVE FUEL PROTECTION To ensure a safe landing, the pilot needs to protect the final reserve fuel (FRF) in accordance with point SPO.OP.131. The objective of the FRF protection is to ensure that a safe landing is made at any aerodrome or operating site when unforeseen circumstances may not allow to safely complete the flight, as originally planned. When the FRF can no longer be protected, then a fuel emergency needs to be declared, as per point SPO.OP.190(d), and any landing option explored (e.g. for aeroplanes, aerodromes not assessed by the operator, military aerodromes, closed runways), including deviating from rules, operational procedures, and methods in the interest of safety (as per point CAT.GEN.MPA.105(b)). ICAO Doc 9976 Flight Planning and Fuel Management (FPFM) Manual and the EASA Fuel Manual contain further detailed guidance on the development of a comprehensive in-flight fuel management policy and related procedures. GM1 SPO.OP.190(c) Fuel/energy scheme — in-flight fuel/energy management policy ‘MINIMUM FUEL’ DECLARATION 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 for helicopters, that 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. ICAO Doc 9976 Flight Planning and Fuel Management (FPFM) Manual (1st Edition, 2015) and the EASA Fuel Manual contain guidance on declaring ‘MINIMUM FUEL’. 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 competent authority 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 Issue 1.00 Page 109 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures helicopters may be undertaken with a prior approval of the competent authority 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 (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. Issue 1.00 Page 110 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures (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 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 Issue 1.00 Page 111 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures 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; 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. Criteria: the pilot should demonstrate knowledge and an understanding of the various TAWS inhibits, including the following means of: Issue 1.00 Page 112 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures (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. 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: Issue 1.00 Page 113 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures (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 (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: (i) 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; Issue 1.00 Page 114 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures (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. (ii) 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. (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. Issue 1.00 Page 115 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures (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. 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; Issue 1.00 Page 116 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures (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. SPO.OP.205 Airborne collision avoidance system (ACAS) (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 Doc 8168 (PANS-OPS), Volume III; and (3) ICAO PANS-ATM. (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 Issue 1.00 Page 117 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures (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 (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 Issue 1.00 Page 118 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures small, or projected to be small, before an advisory can be issued. The separation standards provided by ATS are different from the miss distances against which ACAS issues alerts. (b) Thresholds for issuing a TA or an RA vary with altitude. The thresholds are larger at higher altitudes. (c) A TA occurs from 15 to 48 seconds and an 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 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 Issue 1.00 Page 119 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures 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 ‘Climb’ and ‘Increase Climb’ RAs when operating at the 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. (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. Issue 1.00 Page 120 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures (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 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 reason, TA only is not selected and an RA is received in these situations, the response should comply with the operator's approved procedures. Issue 1.00 Page 121 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational 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 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: Issue 1.00 Page 122 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures (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 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 Issue 1.00 Page 123 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures 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 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 1 500 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. Issue 1.00 Page 124 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures (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 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 Issue 1.00 Page 125 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures 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 operation, the pilot-in-command shall be satisfied that: (a) the meteorological conditions at the aerodrome or the operating site and the condition of the runway/FATO intended to be used will not prevent a safe approach, landing or go-around, considering the performance information contained in the operations manual; and (b) the selected aerodrome operating minima are consistent with all of the following: (1) the operative ground equipment; (2) the operative aircraft systems; (3) the aircraft performance; (4) flight crew qualifications. AMC1 SPO.OP.210 Approach and landing conditions — aeroplanes LANDING DISTANCE ASSESSMENT— COMPLEX AEROPLANES (a) The in-flight landing distance assessment should be based on the latest available weather report and runway condition report (RCR) or equivalent information based on the RCR. (b) The assessment should be initially carried out when the weather report and the RCR are obtained, usually around top of descent. If the planned duration of the flight does not allow the flight crew to carry out the assessment in non-critical phases of flight, the assessment should be carried out before departure. (c) 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. (d) The flight crew should monitor the evolution of the actual conditions during the approach, to ensure that they do not degrade below the condition that was previously determined to be the minimum acceptable. (e) The in-flight determination of the landing distance should be done is such a way that either: (1) the landing distance available (LDA) on the intended runway is at least 115 % of the landing distance at the estimated time of landing, determined in accordance with the performance information for the assessment of the landing distance at time of arrival (LDTA); or (2) if performance information for the assessment of the LDTA is not available, the LDA on the intended runway at the estimated time of landing is at least the landing distance determined at the time of dispatch. Issue 1.00 Page 126 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures (f) If performance information for the assessment of the LDTA is available, it should be based on approved data contained in the AFM, or on other data that is either determined in accordance with the applicable certification standards for aeroplanes or determined by EASA. (g) Whenever 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. LANDING DISTANCE ASSESSMENT— OTHER-THAN-COMPLEX AEROPLANES (a) The in-flight landing distance assessment should be based on the latest available weather report and, if available, RCR. (b) The assessment should be initially carried out when weather report and RCR are obtained, usually around top of descent. If the planned duration of the flight does not allow the flight crew to carry out the assessment in non-critical phases of flight, the assessment should be carried out before departure. (c) 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. (d) Whenever 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 ATS by means of an AIREP as soon as practicable. GM1 SPO.OP.210 Approach and landing conditions — aeroplanes LANDING DISTANCE — COMPLEX AEROPLANES The assessment of the landing distance begins with the acquisition of the latest available weather information and the RCR. The information provided in the RCR is divided in two sections: (a) The ‘aircraft performance’ section which contains information that is directly relevant in a performance computation. (b) The ‘situational awareness’ section which contains information that the flight crew should be aware of for a safe operation, but which does not have a direct impact on the performance assessment. The ‘aircraft performance’ section of the RCR includes an RWYCC, the contaminant type, depth and coverage for each third of the runway. The determination of the RWYCC is based on the use of the runway condition assessment matrix (RCAM); however, the presentation of the information in the RCAM is appropriate for use by aerodrome personnel trained and competent in assessing the runway condition in a way that is relevant to aircraft performance. While full implementation of the RCAM standard will eventually no longer require the flight crew to derive from various information available to them the appropriate runway condition to be used for the landing performance assessment at the time of arrival, it is desirable that pilots maintain an understanding of the performance effect of various components considered in the assessment. It is the task of the aerodrome personnel to report the appropriate RWYCC in order to allow the flight crew to assess the landing performance characteristics of the runway in use. When no RWYCC is available in winter conditions, the RCAM provides the flight crew with a combination of the relevant information (runway surface conditions: state and/or contaminant or AIREP in order to determine the RWYCC. Table 1 below is an excerpt of the RCAM and permits to carry out the primary assessment based on the reported contaminant type and depth, as well as on the OAT. Issue 1.00 Page 127 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures Table 1: Association between the runway surface condition and the RWYCC based on the reported contaminant type and depth and on the OAT Runway surface Surface Depth Notes RWYCC condition condition descriptor Dry n/a 6 Wet Damp 3 mm or less Including wet or 5 (any visible contaminated dampness) runways below 25 % Wet coverage in each runway third Slippery wet 3 Contaminated Compacted Any At or below OAT 4 snow – 15 °C 3 Above OAT – 15 °C 3 3 Dry snow 3 mm or less 5 More than Including when any 3 3 mm up to depth occurs on top 100 mm of compacted snow Any On top of ice 02 Frost1 Any 5 Ice Any In cold and dry 1 conditions Slush 3 mm or less 5 More than 2 3 mm up to 15 mm Standing water 3 mm or less 5 More than 2 3 mm up to 15 mm Any On top of ice 02 Wet ice Any 02 Wet snow 3 mm or less 5 More than Including when any 3 3 mm up to depth occurs on top 30 mm of compacted snow Any On top of ice 02 Note 1: Under certain conditions, frost may cause the surface to become very slippery. Note 2: Operations in conditions where less-than-poor braking action prevails are prohibited. Note 3: The runway surface temperature should preferably be used where available. A primary assessment may have to be downgraded by the aerodrome operator based on an AIREP of lower braking action than the one typically associated with the type and depth of contaminant on the runway or any other observation. Issue 1.00 Page 128 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures Upgrading a RWYCC 5, 4, 3 or 2 determined by the aerodrome operator from the observed contaminant type is not allowed. A RWYCC 1 or 0 maybe be upgraded by the aerodrome operator to a maximum of RWYCC 3. The reason for the upgrade will be specified in the ‘situational awareness’ section of the RCR. When the aerodrome operator is approved for operations on specially prepared winter runways, in accordance with Annex V (Part-ADR.OPS) to Regulation (EU) No 139/2014, the RWYCC of a runway that is contaminated with compacted snow or ice, may be upgraded to RWYCC 4 depending upon a specific treatment of the runway. In such cases, the reason for the upgrade will be specified in the ‘situational awareness’ section of the RCR. GM2 SPO.OP.210 Approach and landing conditions — aeroplanes RCR, RWYCC and RCAM — COMPLEX AEROPLANES A detailed description of the RCR format and content, the RWYCC and the RCAM may be found in MCAR- 139. Further guidance may be found in the following documents: (a) ICAO Doc 9981 ‘PANS Aerodromes’; (b) ICAO Doc 4444 ‘PANS ATM’; (c) ICAO Doc 10064 ‘Aeroplane Performance Manual’; and (d) ICAO Circular 355 ‘Assessment, Measurement and Reporting of Runway Surface Conditions’. RUNWAY CONDITION REPORT (RCR) — OTHER-THAN-COMPLEX AEROPLANES When the aerodrome reports the runway conditions by means of an RCR, the information thereby contained, includes a RWYCC. The determination of the RWYCC is based on the use of the RCAM. The RCAM correlates the RWYCC with the contaminant 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 MCAR- 139. Further guidance may be found in the following documents: (a) ICAO Doc 9981 ‘PANS Aerodromes’; (b) ICAO Doc 4444 ‘PANS ATM’; (c) ICAO Doc 10064 ‘Aeroplane Performance Manual’; and (d) ICAO Circular 355 ‘Assessment, Measurement and Reporting of Runway Surface Conditions’. GM3 SPO.OP.210 Approach and landing conditions —aeroplanes COMPLEX MOTO-POWERED AEROPLANES — PERFORMANCE INFORMATION FOR THE ASSESSMENT OF LDTA Guidance on performance information for the assessment of the LDTA may be found in: (a) AMC1 CAT.OP.MPA.303(e) of the AMC & GM to MCAR-CAT; and (b) ICAO Doc 10064 ‘Aeroplane Performance Manual’. Issue 1.00 Page 129 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures GM4 SPO.OP.210 Approach and landing conditions — aeroplanes REPORTING ON RUNWAY BRAKING ACTION — COMPLEX AEROPLANES The role of the flight crew in the runway surface condition reporting process does not end once a safe landing has been achieved. While the aerodrome operator is responsible for generating the RCR, flight crew are responsible for providing accurate braking action reports. The flight crew braking action reports provide feedback to the aerodrome operator regarding the accuracy of the RCR resulting from the observed runway surface conditions. ATC passes these braking action reports to the aerodrome operator, which in turn uses them in conjunction with the RCAM to determine if it is necessary to downgrade or upgrade the RWYCC. During busy times, runway inspections and maintenance may be less frequent and need to be sequenced with arrivals. Therefore, aerodrome operators may depend on braking action reports to confirm that the runway surface condition is not deteriorating below the assigned RCR. Since both the ATC and the aerodrome operator rely on accurate braking action reports, flight crew should use standardised terminology in accordance with ICAO Doc 4444 — ‘PANS ATM’. The following Table 1 shows the correlation between the terminology to be used in the AIREP to report the braking action and the RWYCC. Table 1: Association between AIREP and RWYCC AIREP Description RWYCC (braking action) N/A 6 GOOD Braking deceleration is normal for the wheel braking 5 effort applied AND directional control is normal. GOOD TO MEDIUM Braking deceleration OR directional control is 4 between good and medium. MEDIUM Braking deceleration is noticeably reduced for the 3 wheel braking effort applied OR directional control is noticeably reduced. MEDIUM TO POOR Braking deceleration OR directional control is 2 between medium and poor. POOR Braking deceleration is significantly reduced for the 1 wheel braking effort applied OR directional control is significantly reduced. LESS THAN POOR Braking deceleration is minimal to non-existent for 0 the wheel braking effort applied OR directional control is uncertain. An AIREP should be transmitted to the ATC, in accordance with one of the following specifications, as applicable: (a) Good braking action is reported as ‘BRAKING ACTION GOOD’. (b) Good to medium braking action is reported as ‘BRAKING ACTION GOOD TO MEDIUM’. (c) Medium braking action is reported as ‘BRAKING ACTION MEDIUM’. (d) Medium to poor braking action is reported as ‘BRAKING ACTION MEDIUM TO POOR’. (e) Poor braking action is reported as ‘BRAKING ACTION POOR’. Issue 1.00 Page 130 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures (f) Less than poor braking action is reported as ‘BRAKING ACTION LESS THAN POOR’. In some cases, the differences between two consecutive levels of the six braking action categories between ‘Good’ and ‘Less than Poor’ may be too subtle for the flight crew to detect. It is therefore acceptable for the flight crew to report on a more coarse scale of ‘Good’, ‘Medium’ and ‘Poor’. Whenever requested by ATC, or if the braking action encountered during the landing roll is not as previously reported by the aerodrome operator in the RCR, pilots should provide a braking action report. This is especially important and safety relevant where the experienced braking action is worse than the braking action associated with any RWYCC code currently in effect for that portion of the runway concerned. When the experienced braking action is better than that reported by the aerodrome operator, it is important to report this information, which may trigger further actions for the aerodrome operator in order to upgrade the RCR. If an aircraft-generated braking action report is available, it should be transmitted, identifying its origin accordingly. If the flight crew have reason to modify the aircraft-generated braking action report based on their judgement, the commander should be able to amend such report. A braking action AIREP of ‘Less than Poor’ leads to a runway closure until the aerodrome operator can improve the runway condition. An air safety report should be submitted whenever flight safety has been endangered due to low braking action. GM5 SPO.OP.210 Approach and landing conditions — aeroplanes FLIGHT CREW TRAINING Flight crew should be trained on the use of the RCR, on the use of performance data for the assessment of the LDTA, if available, and on reporting braking action using the AIREP format. Guidance to develop the content of the training may be found in: (a) AMC1 CAT.OP.MPA.303 & CAT.OP.MPA.311 of the AMC & GM to MCAR-CAT to Regulation (EU) No 965/2012, as applicable to the intended operations; (b) ICAO Doc 10064 ‘Aeroplane Performance Manual’; and (c) ICAO Circular 355 ‘Assessment, Measurement and Reporting of Runway Surface Conditions’. FLIGHT CREW TRAINING — OTHER-THAN-COMPLEX AEROPLANES When the aerodrome reports the runway conditions by means of a RCR, flight crew should be trained on the use of the RCR for the assessment of the landing distance, and on reporting braking action using the AIREP format. Guidance to develop the content of the training may be found in: (a) ICAO Doc 10064 ‘Aeroplane Performance Manual’; and (b) ICAO Circular 355 ‘Assessment, Measurement and Reporting of Runway Surface Conditions’. Issue 1.00 Page 131 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures SPO.OP.211 Approach and landing conditions – 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 final approach and take-off area (FATO) intended to be used would not prevent a safe approach, landing or missed approach. AMC1 SPO.OP.211 Approach and landing conditions — helicopters FATO SUITABILITY The in-flight determination of the FATO suitability should be based on the latest available meteorological report. SPO.OP.215 Commencement and continuation of approach (a) For aeroplanes, if the reported visibility (VIS) or controlling RVR for the runway to be used for landing is less than the applicable minimum, then an instrument approach operation shall not be continued: (1) past a point at which the aeroplane is 1 000 ft above the aerodrome elevation; or (2) into the final approach segment (FAS) if the DH or MDH is higher than 1 000 ft. (b) For helicopters, if the reported RVR is less than 550 m and the controlling RVR for the runway to be used for landing is less than the applicable minimum, then an instrument approach operation shall not be continued: (1) past a point at which the helicopter is 1 000 ft above the aerodrome elevation; or (2) into the FAS if the DH or MDH is higher than 1 000 ft. (c) If the required visual reference is not established, a missed approach shall be executed at or before the DA/H or the MDA/H. (d) If the required visual reference is not maintained after DA/H or MDA/H, a go-around shall be executed promptly. (e) Notwithstanding point (a), in the case where no RVR is reported, and the reported VIS is lower, but the converted meteorological visibility (CMV) is greater than the applicable minimum, then the instrument approach can be continued to the DA/H or MDA/H. (f) Notwithstanding points (a) and (b), if there is no intention to land, the instrument approach may be continued to the DA/H or the MDA/H. A missed approach shall be executed at or before the DA/H or the MDA/H. GM1 SPO.OP.215 Commencement and continuation of approach APPLICATION OF RVR OR VIS REPORTS — AEROPLANES (a) There is no prohibition on the commencement of an approach based on the reported RVR or VIS. The restriction in SPO.OP.215 applies only if the RVR or VIS 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 in the FAS, as applicable. Issue 1.00 Page 132 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures APPLICATION OF RVR OR VIS REPORTS — HELICOPTERS (b) There is no prohibition on the commencement of an approach based on the reported RVR. The restriction in SPO.OP.215 applies to the continuation of the approach past a point where the aircraft is 1 000 ft above the aerodrome elevation or into the FAS, as applicable. The prohibition to continue the approach applies only if the RVR is reported and is below 550 m and is below the operating minima. There is no prohibition based on VIS. (c) If the reported RVR is 550 m or greater, but it is less than the RVR calculated in accordance with AMC5 CAT.OP.MPA.110, a go-around is likely to be necessary since visual reference may not be established at the DH or MDH. Similarly, in the absence of an RVR report, the reported visibility or a digital image 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. APPLICATION OF RVR OR VIS REPORTS — ALL AIRCRAFT (d) If a deterioration in the RVR or VIS is reported once the aircraft is below 1 000 ft or 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. (e) 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. For operations where the aircraft will be controlled manually during roll-out, Table 1 in AMC1 SPA.LVO.100(a) provides an indication of the RVR that may be required to allow manual lateral control of the aircraft on the runway. AMC1 SPO.OP.215(a) Commencement and continuation of approach MINIMUM RVR FOR CONTINUATION OF APPROACH — AEROPLANES (a) The controlling RVR should be the touchdown RVR. (b) If the touchdown RVR is not reported, then the midpoint RVR should be the controlling RVR. (c) Where the RVR is not available, CMV should be used, except for the purpose of continuation of an approach in LVO in accordance with AMC8 SPO.OP.110. AMC1 SPO.OP.215(b) Commencement and continuation of approach MINIMUM RVR FOR CONTINUATION OF APPROACH — HELICOPTERS (a) The controlling RVR should be the touchdown RVR. (b) If the touchdown RVR is not reported, then the midpoint RVR should be the controlling RVR. Issue 1.00 Page 133 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures AMC1 SPO.OP.215(c) Commencement and continuation of approach VISUAL REFERENCES FOR INSTRUMENT APPROACH OPERATIONS For instrument approach operations Type A and CAT I instrument approach operations Type B, at least one of the visual references specified below should be distinctly visible and identifiable to the pilot at the MDA/H or the DA/H: (a) elements of the approach lighting system; (b) the threshold; (c) the threshold markings; (d) the threshold lights; (e) the threshold identification lights; (f) the visual glide path indicator; (g) the TDZ or TDZ markings; (h) the TDZ lights; (i) FATO/runway edge lights; (j) for helicopter PinS approaches, the identification beacon light and visual ground reference; (k) for helicopter PinS approaches, the identifiable elements of the environment defined on the instrument chart; (l) for helicopter PinS approaches with instructions to ‘proceed VFR’, sufficient visual cues to determine that VFR criteria are met; or (m) other visual references specified in the operations manual. GM1 SPO.OP.215(f) Commencement and continuation of approach APPROACHES WITH NO INTENTION TO LAND The approach may be continued to the DA/H or the MDA/H regardless of the reported RVR or VIS. Such operations should be coordinated with the air traffic services (ATS). 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. (c) The operator shall ensure that specialised operations are performed in accordance with SOP. Issue 1.00 Page 134 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures 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. (4) 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: Issue 1.00 Page 135 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures (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 MCAR-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). (3) If the operator specifies a crew composition of more than one pilot, the following should apply: (i) the SOPs should ensure that the pilot flying and pilot monitoring functions are possible from either pilot’s seat throughout the flight; and (ii) the operator should adapt the SOPs to the specified crew composition. 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). 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. Issue 1.00 Page 136 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures 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. Issue 1.00 Page 137 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures GM1 SPO.OP.230 Standard operating procedures TEMPLATE FORMS Figure 1 — Development of a SOP based on a risk assessment Task details RISK ASSESSMENT Establish the SOP framework Planning Procedure elements System description and sequence Hazard identification Existing measures Analysis of likelihood to reduce likelihood Risk Registe Analysis of the Existing measures r severity of the to reduce severity of consequences the consequences Risk evaluation Identification of risk Further risk mitigation actions reducing measures RA conclusion/ Completed SOP documentation proposal SOP approval Authority approval (if required) Implementation of SOP Start operations Issue 1.00 Page 138 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures 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: Template Form B — Hazard identification (HI) Date: ………………………………..HI of …………………………… Responsible: ……………………………………………… Phase of Hazard Existing Controls Hazard Causes Comments operation ref 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 Issue 1.00 Page 139 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures Template Form C — Mitigating measures Date: ………………..................... RA of ……………………… Responsible: ……………………………………………… Existing Mitigatio Further Phase of Haz Consequen mitigation n L S mitigation operation ref ce actions ref 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 Template register A — risk register Operatio n/ Consequenc Mitigation Monitorin Ref Ref Hazard Ref L S Procedur es actions g e Note: L: Likelihood S: Severity Issue 1.00 Page 140 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures SPO.OP.235 EFVS 200 operations (a) An operator that intends to conduct EFVS 200 operations with operational credits and without a specific approval shall ensure that: (1) the aircraft is certified for the intended operations; (2) only runways, FATOs and IAPs suitable for EFVS operations are used;

(3) the flight crew are competent to conduct the intended operation and a training and checking programme for the flight crew members and relevant personnel involved in the flight preparation is established; (4) operating procedures are established; (5) any relevant information is documented in the minimum equipment list (MEL); (6) any relevant information is documented in the maintenance programme; (7) safety assessments are carried out and performance indicators are established to monitor the level of safety of the operation; and (8) the aerodrome operating minima take into account the capability of the system used. (b) The operator shall not conduct EFVS 200 operations when conducting LVOs. (c) Notwithstanding point (a)(1), the operator may use EVSs meeting the minimum criteria to conduct EFVS 200 operations, provided that this is approved by the competent authority. GM1 SPO.OP.235 EFVS 200 operations GENERAL (a) EFVS operations exploit the improved visibility provided by the EFVS to extend the visual segment of an instrument approach. EFVSs cannot be used to extend the instrument segment of an approach and thus the DH for EFVS 200 operations is always the same as for the same approach conducted without EFVS. (b) Equipment for EFVS 200 operations (1) In order to conduct EFVS 200 operations, a certified EFVS is used (EFVS-A or EFVS-L). An EFVS is an enhanced vision system (EVS) that also incorporates a flight guidance system and displays the image on a HUD or equivalent display. The flight guidance system will incorporate aircraft flight information and flight symbology. (2) In multi-pilot operations, a suitable display of EFVS sensory imagery is provided to the pilot monitoring. (c) Suitable approach procedures (1) Types of approach operation are specified in AMC1 SPO.OP.235(a)(2). EFVS 200 operations are used for 3D approach operations. This may include operations based on NPA procedures, approach procedures with vertical guidance and PA procedures including approach operations requiring specific approvals, provided that the operator holds the necessary approvals. (2) Offset approaches Refer to AMC1 SPO.OP.235(a)(2). Issue 1.00 Page 141 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures (3) Circling approaches EFVSs incorporate a HUD or an equivalent system so that the EFVS image of the scene ahead of the aircraft is visible in the pilot’s forward external FOV. Circling operations require the pilot to maintain visual references that may not be directly ahead of the aircraft and may not be aligned with the current flight path. EFVSs cannot therefore be used in place of natural visual reference for circling approaches. (d) Aerodrome operating minima for EFVS 200 operations are determined in accordance with AMC1 SPO.OP.235(a)(8). The performance of EFVSs depends on the technology used and weather conditions encountered. Table 1 ‘Operations utilising EFVS: RVR reduction’ has been developed after an operational evaluation of two different EVSs, both using infrared sensors, along with data and support provided by the FAA. Approaches were flown in a variety of conditions including fog, rain and snow showers, as well as at night to aerodromes located in mountainous terrain. Table 1 contains conservative figures to cater for the expected performance of infrared sensors in the variety of conditions that might be encountered. Some systems may have better capability than those used for the evaluation, but credit cannot be taken for such performance in EFVS 200 operations. (e) The conditions for commencement and continuation of the approach are in accordance with SPO.OP.215. Pilots conducting EFVS 200 operations may commence an approach and continue that approach below 1 000 ft above the aerodrome or into the FAS if the reported RVR or CMV is equal to or greater than the lowest RVR minima determined in accordance with AMC1 SPO.OP.235(a)(8) and if all the conditions for the conduct of EFVS 200 operations are met. Should any equipment required for EFVS 200 operations be unserviceable or unavailable, the conditions to conduct EFVS 200 operations would not be satisfied, and the approach should not be commenced. In the event of failure of the equipment required for EFVS 200 operations after the aircraft descends below 1 000 ft above the aerodrome or into the FAS, the conditions of SPO.OP.230 would no longer be satisfied unless the RVR reported prior to commencement of the approach was sufficient for the approach to be flown without the use of EFVS in lieu of natural vision. (f) EFVS image requirements at the DA/H are specified in AMC1 SPO.OP.235(a)(4). The requirements for features to be identifiable on the EFVS image in order to continue approach below the DH are more stringent than the visual reference requirements for the same approach flown without EFVS. The more stringent standard is needed because the EFVS might not display the colour of lights used to identify specific portions of the runway and might not consistently display the runway markings. Any visual approach path indicator using colour-coded lights may be unusable. (g) Obstacle clearance in the visual segment The ‘visual segment’ is the portion of the approach between the DH or the MAPt and the runway threshold. In the case of EFVS 200 operations, this part of the approach may be flown using the EFVS image as the primary reference and obstacles may not always be identifiable on an EFVS image. The operational assessment specified in AMC1 SPO.OP.235(a)(2) is therefore required to ensure obstacle clearance during the visual segment. (h) Visual reference requirements at 200 ft above the threshold For EFVS 200 operations, natural visual reference is required by a height of 200 ft above the runway threshold. The objective of this requirement is to ensure that the pilot will have sufficient visual reference to land. The visual reference should be the same as that required for the same approach flown without the use of EFVS. Issue 1.00 Page 142 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures Some EFVSs may have additional requirements that have to be fulfilled at this height to allow the approach to continue, such as a requirement to check that elements of the EFVS display remain correctly aligned and scaled to the external view. Any such requirements will be detailed in the AFM and included in the operator’s procedures. (i) Specific approval for EFVS In order to use EFVS without natural visual reference below 200 ft above the threshold, the operator needs to hold a specific approval in accordance with Part-SPA. (j) Go-around A go-around will be promptly executed if the required visual references are not maintained on the EFVS image at any time after the aircraft has descended below the DA/H or if the required visual references are not distinctly visible and identifiable using natural vision after the aircraft is below 200 ft. It is considered more likely that an EFVS 200 operation could result in the initiation of a go- around below the DA/H than the equivalent approach flown without EFVS and thus the operational assessment required by AMC1 SPO.OP.235(a)(2) takes into account the possibility of a balked landing. An obstacle free zone (OFZ) may also be provided for CAT I PA procedures. Where an OFZ is not provided for a CAT I precision approach, this will be indicated on the approach chart. NPA procedures and approach procedures with vertical guidance provide obstacle clearance for the missed approach based on the assumption that a go-around is executed at the MAPt and not below the MDH. AMC1 SPO.OP.235(a)(1) EFVS 200 operations EQUIPMENT CERTIFICATION For EFVS 200 operations, the aircraft should be equipped with an approach system using EFVS-A or a landing system using EFVS-L. AMC1 SPO.OP.235(a)(2) EFVS 200 operations AERODROMES AND INSTRUMENT PROCEDURES SUITABLE FOR EFVS 200 OPERATIONS (a) For EFVS 200 operations, the operator should verify the suitability of a runway before authorising EFVS operations to that runway through an operational assessment taking into account the following elements: (1) the obstacle situation; (2) the type of aerodrome lighting; (3) the available IAPs; (4) the aerodrome operating minima; and (5) any non-standard conditions that may affect the operations. (b) EFVS 200 operations should only be conducted as 3D operations, using an IAP in which the final approach track is offset by a maximum of 3 degrees from the extended centre line of the runway. (c) The IAP should be designed in accordance with PANS-OPS, Volume I (ICAO Doc 8168) or equivalent criteria. Issue 1.00 Page 143 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures AMC2 SPO.OP.235(a)(2) EFVS 200 operations VERIFICATION OF THE SUITABILITY OF RUNWAYS FOR EFVS 200 OPERATIONS The operational assessment before authorising the use of a runway for EFVS 200 operations may be conducted as follows: (a) Check whether the runway has been promulgated as suitable for EFVS 200 operations or is certified as a PA category II or III runway by the State of the aerodrome. If this is so, then check whether and where the approach and runway lights installed (notably incandescent or LED lights) are adequate for the EFVS equipment used by the operator. (b) If the check in point (a) above comes out negative (the runway is not promulgated as EFVS suitable or is not category II or III), then proceed as follows: (1) For straight-in IAPs, US Standard for Terminal Instrument Procedures (TERPS) may be considered to be acceptable as an equivalent to PANS-OPS. If other design criteria than PANS-OPS or US TERPS are used, the operations should not be conducted. (2) If an OFZ is established, this will ensure adequate obstacle protection from 960 m before the threshold. If an OFZ is not established or if the DH for the approach is above 250 ft, then check whether there is a visual segment surface (VSS). (3) VSSs are required for procedures published after 15 March 2007, but the existence of the VSS has to be verified through an aeronautical information publication (AIP), operations manual Part C, or direct contact with the aerodrome. Where the VSS is established, it may not be penetrated by obstacles. If the VSS is not established or is penetrated by obstacles and an OFZ is not established, then the operations should not be conducted. Note: obstacles of a height of less than 50 ft above the threshold may be disregarded when assessing the VSS. (4) Runways with obstacles that require visual identification and avoidance should not be accepted. (5) For the obstacle protection of a balked landing where an OFZ is not established, the operator may specify that pilots follow a departure procedure in the event of a balked landing, in which case it is necessary to verify that the aircraft will be able to comply with the climb gradients published for the instrument departure procedures for the expected landing conditions. (6) Perform an assessment of the suitability of the runway which should include whether the approach and runway lights installed (notably incandescent or LED lights) are adequate for the EFVS equipment used by the operator. (c) If the AFM stipulates specific requirements for approach procedures, then the operational assessment should verify that these requirements can be met. AMC1 SPO.OP.235(a)(3) EFVS 200 operations INITIAL TRAINING FOR EFVS 200 OPERATIONS Operators should ensure that flight crew members complete the following conversion training before being authorised to conduct EFVS operations unless credits related to training and checking for previous experience on similar aircraft types are defined in the operational suitability data established in accordance with relevant Airworthiness regulations: (a) A course of ground training including at least the following: Issue 1.00 Page 144 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures (1) characteristics and limitations of head-up displays (HUDs) or equivalent display systems including information presentation and symbology; (2) EFVS sensor performance in different weather conditions, sensor limitations, scene interpretation, visual anomalies and other visual effects; (3) EFVS display, control, modes, features, symbology, annunciations and associated systems and components; (4) the interpretation of EFVS imagery; (5) the interpretation of approach and runway lighting systems and display characteristics when using EFVS; (6) pre-flight planning and selection of suitable aerodromes and approach procedures; (7) principles of obstacle clearance requirements; (8) the use and limitations of RVR assessment systems; (9) normal, abnormal and emergency procedures for EFVS 200 operations; (10) the effect of specific aircraft/system malfunctions; (11) human factors aspects of EFVS 200 operations; and (12) qualification requirements for pilots to obtain and retain approval for EFVS 200 operations. (b) A course of FSTD training and/or flight training in two phases as follows: (1) Phase one (EFVS 200 operations with aircraft and all equipment serviceable) — objectives: (i) understand the operation of equipment required for EFVS 200 operations; (ii) understand operating limitations of the installed EFVS; (iii) practise the use of HUD or equivalent display systems; (iv) practise the set-up and adjustment of EFVS equipment in different conditions (e.g. day and night); (v) practise the monitoring of automatic flight control systems, EFVS information and status annunciators; (vi) practise the interpretation of EFVS imagery; (vii) become familiar with the features needed on the EFVS image to continue approach below the DH; (viii) practise the identification of visual references using natural vision while using EFVS equipment; (ix) master the manual aircraft handling relevant to EFVS 200 operations including, where appropriate, the use of the flare cue and guidance for landing; (x) practise coordination with other crew members; and (xi) become proficient at procedures for EFVS 200 operations. (2) Phase one of the training should include the following exercises: (i) the required checks for satisfactory functioning of equipment, both on the ground and in flight; (ii) the use of HUD or equivalent display systems during all phases of flight; Issue 1.00 Page 145 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures (iii) approach using the EFVSs installed on the aircraft to the appropriate DH and transition to visual flight and landing; (iv) approach with all engines operating using the EFVS, down to the appropriate DH followed by a missed approach, all without external visual reference, as appropriate. (3) Phase two (EFVS 200 operations with aircraft and equipment failures and degradations) — objectives: (i) understand the effect of known aircraft unserviceabilities including use of the MEL; (ii) understand the effect of failed or downgraded equipment on aerodrome operating minima; (iii) understand the actions required in response to failures and changes in the status of the EFVS including HUD or equivalent display systems; (iv) understand the actions required in response to failures above and below the DH; (v) practise abnormal operations and incapacitation procedures; and (vi) become proficient at dealing with failures and abnormal situations during EFVS 200 operations. (4) Phase two of the training should include the following exercises: (i) approaches with engine failures at various stages of the approach; (ii) approaches with failures of the EFVS at various stages of the approach, including failures between the DH and the height below which an approach should not be continued if natural visual reference is not acquired, require either: (A) reversion to head down displays to control missed approach; or (B) reversion to flight with downgraded or no guidance to control missed approaches from the DH or below, including those which may result in a touchdown on the runway; (iii) incapacitation procedures appropriate to EFVS 200 operations; (iv) failures and procedures applicable to the specific EFVS installation and aircraft type; and (v) FSTD training, which should include minimum eight approaches. AMC2 SPO.OP.235(a)(3) EFVS 200 operations RECURRENT TRAINING AND CHECKING FOR EFVS 200 OPERATIONS (a) The operator should ensure that the pilots are competent to perform EFVS 200 operations. To do so, pilots should be trained every 6 months by performing at least two approaches on each type of aircraft operated. (b) The operator should ensure that the pilots’ competence to perform EFVS 200 operations is checked at each required operator proficiency check by performing at least two approaches on each type of aircraft operated, of which one should be flown without natural vision to 200 ft. Issue 1.00 Page 146 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures AMC3 SPO.OP.235(a)(3) EFVS 200 operations RECENT EXPERIENCE REQUIREMENTS FOR EFVS 200 OPERATIONS Pilots should complete a minimum of four approaches using the operator’s procedures for EFVS 200 operations during the validity period of the periodic operator proficiency check unless credits related to currency are defined in the operational suitability data established in accordance with applicable airworthiness regulations. AMC4 SPO.OP.235(a)(3) EFVS 200 operations DIFFERENCES TRAINING FOR EFVS 200 OPERATIONS (a) The operator should ensure that the flight crew members authorised to conduct EFVS 200 operations are provided with differences training or familiarisation whenever there is a change to any of the following: (1) the technology used in the flight guidance and flight control system; (2) the HUD or equivalent display systems; (3) the operating procedures. (b) The differences training should: (1) meet the objectives of the appropriate initial training course; (2) take into account the flight crew members’ previous experience; and (3) take into account the operational suitability data established in accordance with applicable airworthiness regulations. AMC5 SPO.OP.235(a)(3) EFVS 200 operations TRAINING FOR EFVS 200 OPERATIONS If a flight crew member is to be authorised to operate as pilot flying and pilot monitoring during EFVS 200 operations, then the flight crew member should complete the required FSTD training for each operating capacity. GM1 SPO.OP.235(a)(3) EFVS 200 operations RECURRENT CHECKING FOR EFVS 200 OPERATIONS In order to provide the opportunity to practise decision-making in the event of system failures and failure to acquire natural visual reference, the recurrent training and checking for EFVS 200 operations is recommended to periodically include different combinations of equipment failures, go-around due to loss of visual reference, and landings. Issue 1.00 Page 147 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures AMC1 SPO.OP.235(a)(4) EFVS 200 operations OPERATING PROCEDURES FOR EFVS 200 OPERATIONS (a) For EFVS 200 operations, the following should apply: (1) the pilot flying should use the EFVS throughout the approach; (2) in multi-pilot operations, a suitable display of EFVS sensory imagery should be provided to the pilot monitoring; (3) the approach between the FAF and the DA/H should be flown using vertical flight path guidance; (4) the approach may be continued below the DA/H provided that the pilot can identify on the EFVS image either: (i) the approach light system; or (ii) both of the following: (A) the runway threshold identified by the beginning of the runway landing surface, the threshold lights or the runway end identifier lights; and (B) the TDZ identified by the TDZ lights, the TDZ runway markings or the runway lights; (5) a missed approach should be executed promptly if the required visual reference is not distinctly visible and identifiable to the pilot without reliance on the EFVS by 200 ft above the threshold. (b) Operating procedures for EFVS 200 operations should: (1) be consistent with the AFM; (2) be appropriate to the technology and equipment to be used; (3) specify the duties and responsibilities of each flight crew member in each relevant phase of flight; (4) ensure that flight crew workload is managed to facilitate effective decision-making and monitoring of the aircraft; and (5) deviate to the minimum extent practicable from normal procedures used for routine operations. (c) Operating procedures should include: (1) the required checks for the satisfactory functioning of the aircraft equipment, both before departure and in flight; (2) the correct seating and eye position; (3) determination of aerodrome operating minima; (4) the required visual references at the DH; (5) the action to be taken if natural visual reference is not acquired by 200 ft; (6) the action to be taken in the event of loss of the required visual reference; and (7) procedures for balked landing. (d) Operating procedures for EFVS 200 operations should be included in the operations manual. Issue 1.00 Page 148 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures AMC1 SPO.OP.235(a)(8) EFVS 200 operations AERODROME OPERATING MINIMA — EFVS 200 OPERATIONS When conducting EFVS 200 operations: (a) the DA/H used should be the same as for operations without EFVS; (b) the lowest RVR minima to be used should be determined by reducing the RVR presented in: (1) Table 8 in AMC5 SPO.OP.110 in accordance with Table 1 below for aeroplanes; (2) Table 12 of AMC6 SPO.OP.110 in accordance with Table 1 below for helicopters; (c) in case of failed or downgraded equipment, Table 15 in AMC9 SPO.OP.110 should apply. Table 1 Operations utilising EFVS: RVR reduction RVR (m) presented in Table 8 in RVR (m) AMC5 SPO.OP.110 or in Table 12 of for EFVS 200 operations AMC6 SPO.OP.110 550 550 600 550 650 550 700 550 750 550 800 550 900 600 1 000 650 1 100 750 1 200 800 1 300 900 1 400 900 1 500 1 000 1 600 1 100 1 700 1 100 1 800 1 200 1 900 1 300 2 000 1 300 2 100 1 400 2 200 1 500 2 300 1 500 2 400 1 600 Issue 1.00 Page 149 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Operational Procedures AMC1 SPO.OP.235(c) EFVS 200 operations EVFS 200 WITH LEGACY SYSTEMS UNDER AN APPROVAL The EVS should be certified before 1 January 2022 as ‘EVS with an operational credit’. GM1 SPO.OP.235(c) EFVS 200 operations The competent authority referred to in SPO.OP.235 point (c) is the competent authority for the oversight of the operator, as established in ORO.GEN.105. Issue 1.00 Page 150 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Aircraft Performance and Operating Limitations 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 the initial entry into service of the aircraft. 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 Maldivian operator to another Maldivian 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. Issue 1.00 Page 151 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Aircraft Performance and Operating Limitations 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 Maldivian operator to another Maldivian 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: (1) checking for completeness of the aircraft and equipment; (2) determining that fluids are properly accounted for; (3) ensuring that the aircraft is clean; and (4) 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. (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. Issue 1.00 Page 152 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Aircraft Performance and Operating Limitations (5) Deviations of the actual CG of cargo load within individual cargo compartments or cabin sections from the normally assumed mid position. (6) 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. (7) 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. 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 to determine for each flight or series of flights the following: (1) aircraft dry operating mass; (2) mass of the traffic load; (3) mass of the fuel/energy load; (4) aircraft load and load distribution; (5) take-off mass, landing mass, and zero fuel/energy mass; and (6) applicable aircraft centre of gravity (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/energy 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 the following: (1) the loading of the aircraft is performed under the supervision of qualified personnel; (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, which are in conformity with the requirements set out in points (a) to (d). That 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 motor- powered aircraft DRY OPERATING MASS The dry operating mass should include: (a) crew and equipment, and Issue 1.00 Page 153 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Aircraft Performance and Operating Limitations (b) removable task specialist equipment, if applicable. AMC1 SPO.POL.110(a)(2) Mass and balance system – commercial operations with aeroplanes and helicopters and non-commercial operations with complex motor- powered aircraft 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. GM1 SPO.POL.110(a)(2) Mass and balance system – commercial operations with aeroplanes and helicopters and non-commercial operations with complex motor- powered aircraft TRAFFIC LOAD Traffic load includes task specialists. AMC1 SPO.POL.110(a)(3) Mass and balance system – commercial operations with aeroplanes and helicopters and non-commercial operations with complex motor- powered aircraft 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 with aeroplanes and helicopters and non-commercial operations with complex motor- powered aircraft 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. Issue 1.00 Page 154 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Aircraft Performance and Operating Limitations AMC1 SPO.POL.110(a)(4) Mass and balance system – commercial operations with aeroplanes and helicopters and non-commercial operations with complex motor- powered aircraft 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 motor- powered aircraft GENERAL The mass and balance computation may be available in flight planning documents or separate systems and may include standard load profiles. 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/energy at take-off and mass of trip fuel/energy; (7) mass of consumables other than fuel/energy, if applicable; (8) load components; (9) take-off mass, landing mass, and zero fuel/energy 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. Issue 1.00 Page 155 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Aircraft Performance and Operating Limitations AMC1 SPO.POL.115 Mass and balance data and documentation – commercial operations with aeroplanes and helicopters and non-commercial operations 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 advise 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. (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 operations with aeroplanes and helicopters and non-commercial operations 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. Issue 1.00 Page 156 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Aircraft Performance and Operating Limitations 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. AMC2 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 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 – commercial operations with aeroplanes and helicopters and non-commercial operations with complex motor-powered aircraft 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 – commercial operations with aeroplanes and helicopters and non-commercial operations with complex motor-powered aircraft 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. 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. Issue 1.00 Page 157 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Aircraft Performance and Operating Limitations 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 V1 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. Issue 1.00 Page 158 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Aircraft Performance and Operating Limitations 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. 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 or she may consider a take-off or landing, provided that he or she has applied the applicable performance adjustments, and any further safety measures he or she considers justified under the prevailing conditions. The excess runway length available including the criticality of the overrun area should also be considered. The determination of take-off performance data for wet and contaminated runways should be based on the reported runway surface condition in terms of contaminant and depth. AMC1 SPO.POL.130(b)(2) Take-off – complex motor-powered aeroplanes ADEQUATE MARGIN The adequate margin should be defined in the operations manual. Issue 1.00 Page 159 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Aircraft Performance and Operating Limitations 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. 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: (a) the pressure altitude at the aerodrome; (b) the runway surface condition and the type of runway surface; (c) the runway slope in the direction of landing; (d) not more than 50 % of the reported head-wind component or not less than 150 % of the reported tailwind component; (e) use of the most favourable runway, in still air; and (f) 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. Issue 1.00 Page 160 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Aircraft Performance and Operating Limitations GM1 SPO.POL.140 Landing — complex motor-powered aeroplanes WET AND CONTAMINATED RUNWAY DATA The determination of landing performance data should be based on information provided in the OM on the reported RWYCC. The RWYCC is determined by the aerodrome operator using the RCAM and associated procedures defined in ICAO Doc 9981 ‘PANS Aerodromes’. The RWYCC is reported through an RCR in the SNOWTAM format in accordance with ICAO Annex 15. 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. 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: Issue 1.00 Page 161 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Aircraft Performance and Operating Limitations (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. Issue 1.00 Page 162 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment 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 under 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; (7) sea anchor and equipment for mooring; (8) a simple PCDS used by a task specialist as a restraint device. (c) Instruments, equipment or accessories not required under MCAR-SPO as well as any other equipment which is not required under this Regulation, but carried on a flight, shall comply with the following requirements: (1) the information provided by those instruments, equipment or accessories shall not be used by the flight crew members to comply with applicable airworthiness requirements or points SPO.IDE.A.215 and SPO.IDE.A.220 of this Annex; (2) the instruments, equipment or accessories 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. Issue 1.00 Page 163 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment 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) MCAR-21 for aeroplanes registered in the Maldives; and (b) Airworthiness requirements of the State of registry for aeroplanes registered outside the Maldives. 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. (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. Issue 1.00 Page 164 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment 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 either of the following conditions is fulfilled: (a) the aeroplane is operated in accordance with the minimum equipment list (MEL); (b) for complex motor-powered aeroplanes and for any aeroplane used in commercial operations, the operator is approved by the competent authority to operate the aeroplane within the constraints of the master minimum equipment list (MMEL) in accordance with point ORO.MLR.105(j) of Annex III; (c) the aeroplane is subject to a permit to fly issued in accordance with the applicable airworthiness requirements. AMC1 SPO.IDE.A.105 Minimum equipment for flight MANAGEMENT OF THE STATUS OF CERTAIN INSTRUMENTS, EQUIPMENT OR FUNCTIONS The operator should control and retain the status of the instruments, equipment or functions required for the intended operation, that are not controlled for the purpose of continuing airworthiness management. GM1 SPO.IDE.A.105 Minimum equipment for flight MANAGEMENT OF THE STATUS OF CERTAIN INSTRUMENTS, EQUIPMENT OR FUNCTIONS (a) The operator should define responsibilities and procedures to retain and control the status of instruments, equipment or functions required for the intended operation, that are not controlled for the purpose of continuing airworthiness management. (b) Examples of such instruments, equipment or functions may be, but are not limited to, equipment related to navigation approvals as FM immunity or certain software versions. 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. Issue 1.00 Page 165 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment 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. 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) barometric 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. (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. Issue 1.00 Page 166 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment (e) Whenever two pilots are required for the operation, aeroplanes shall be equipped with an additional separate means of displaying the following: (1) barometric altitude, (2) indicated airspeed, (3) slip, or turn and slip, as applicable, (4) attitude, if applicable, (5) vertical speed, if applicable (6) stabilised heading, if applicable, and (7) Mach number whenever speed limitations are expressed in terms of Mach number, if applicable. 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. Issue 1.00 Page 167 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment GM1 SPO.IDE.A.120 Operations under VFR – flight and navigational instruments and associated equipment 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. AMC1 SPO.IDE.A.120(a)(2) & SPO.IDE.A.125(a)(2) Operations under VFR & operations under IFR – flight and navigational instruments and associated 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 barometric 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. AMC1 SPO.IDE.A.120(a)(4) & SPO.IDE.A.125(a)(4) Operations under VFR & operations under IFR – flight and navigational instruments and associated equipment CALIBRATION OF THE INSTRUMENT INDICATING AIRSPEED (a) The instrument indicating airspeed should be calibrated in knots (kt). (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. Issue 1.00 Page 168 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment AMC1 SPO.IDE.A.120(c) & SPO.IDE.A.125(d) Operations under VFR & operations under IFR – flight and navigational instruments and associated 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. AMC1 SPO.IDE.A.120(e) & SPO.IDE.A.125(c) Operations under VFR & operations under IFR – flight and navigational instruments and associated equipment MULTI-PILOT OPERATIONS — DUPLICATE INSTRUMENTS Duplicate instruments include separate displays for each pilot and separate selectors or other associated equipment where appropriate. SPO.IDE.A.125 Operations under IFR – flight and navigational instruments and associated equipment Aeroplanes operated under IFR shall be equipped with: (a) a means of measuring and displaying the following: (1) magnetic heading, (2) time in hours, minutes and seconds, (3) barometric altitude, (4) indicated airspeed, (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: (1) barometric altitude, (2) indicated airspeed, (3) vertical speed, (4) turn and slip, (5) attitude, (6) stabilised heading, and Issue 1.00 Page 169 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment (7) Mach number whenever speed limitations are expressed in terms of Mach 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) complex motor-powered aeroplanes when operated under IFR shall, in addition to (a), (b), (c) and (d), be equipped with: (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 generating system and clear indication shall be given on the instrument or on the instrument panel that the attitude indicator is being operated by emergency power. GM1 SPO.IDE.A.125 Operations under IFR – flight and navigational instruments and associated equipment ALTERNATE SOURCE OF STATIC PRESSURE Aeroplanes should be equipped with an alternate source of static pressure. GM1 SPO.IDE.A.125(a)(3) Operations under IFR – flight and navigational instruments and associated equipment ALTIMETERS Altimeters with counter drum-pointer or equivalent presentation are considered to be less susceptible to misinterpretation for aeroplanes operating above 10 000 ft. AMC1 SPO.IDE.A.125(a)(9) Operations under IFR – flight and navigational instruments and associated equipment 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 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. Issue 1.00 Page 170 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment AMC1 SPO.IDE.A.125(e)(2) Operations under IFR – flight and navigational instruments and associated equipment 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 the Agency or equivalent. Issue 1.00 Page 171 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment SPO.IDE.A.131 Airborne collision avoidance system (ACAS II) Unless otherwise provided for by Regulations, 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 an 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. Issue 1.00 Page 172 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment 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 2022; 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. 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 applicable regulations. (b) The operational performance requirements for equipment dedicated to the CVR should be those laid down in the applicable regulations Issue 1.00 Page 173 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment 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. By 1 January 2020 at the latest, this device shall have a minimum underwater transmission time of 90 days. If the FDR is deployable, it shall have an automatic emergency locator transmitter. AMC1 SPO.IDE.A.145 Flight data recorder OPERATIONAL PERFORMANCE REQUIREMENTS FOR AEROPLANES FIRST ISSUED WITH AN INDIVIDUAL CofA 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. 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 Issue 1.00 Page 174 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment No* Parameter 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/or primary flight control pilot input (for aeroplanes with control systems in which movement of a control surface will back drive the pilot’s control, ‘or’ applies. For aeroplanes with control systems in which 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 instead of recording each surface separately. For aeroplanes that have a flight control break-away capability that allows 18a either pilot to operate the controls independently, record both inputs): 18b Pitch axis 18c Roll axis 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. 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 11b Flight crew compartment control selection 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 Issue 1.00 Page 175 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment No* Parameter 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 28a (GCAS) status: 28b Selection of terrain display mode, including pop-up display status 28c Terrain alerts, including cautions and warnings and advisories 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 N 1 35c Indicated vibration level 35d N 2 Issue 1.00 Page 176 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment No* Parameter 35e Exhaust gas temperature (EGT) 35f Fuel flow 35g Fuel cut-off lever position 35h N 3 36 Traffic alert and collision avoidance system (TCAS)/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 37 Wind shear warning 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 aeroplane where the parameter is displayed electronically 41 Selected Mach (all pilot selectable modes of operation) — to be recorded for the aeroplane where the parameter is displayed electronically 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 aeroplane where the parameter is displayed electronically 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 Issue 1.00 Page 177 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment 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 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 means for control inputs are not available, displayed trim position or trim command 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 76 Event marker 77 Date 78 Actual navigation performance (ANP) or estimate of position error (EPE) or estimate of position uncertainty (EPU) * The number in the left hand column reflects the serial number depicted in EUROCAE ED-112. Issue 1.00 Page 178 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment AMC2 SPO.IDE.A.145 Flight data recorder OPERATIONAL PERFORMANCE REQUIREMENTS FOR AEROPLANES FIRST ISSUED WITH AN INDIVIDUAL CofA ON OR AFTER 1 JANUARY 2023 (a) The operational performance requirements for flight data recorders (FDRs) should be 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 1b Relative time count 1c Global navigation satellite system (GNSS) time synchronisation 2 Pressure altitude (including altitude values displayed on each flight crew member’s primary flight display, 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) 3 Indicated airspeed or calibrated airspeed (including values of indicated airspeed or calibrated airspeed displayed on each flight crew member’s primary flight display, 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) 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 — 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 would require extensive modification. 8 Manual radio transmission keying and CVR/FDR synchronisation reference Issue 1.00 Page 179 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment 9 Engine thrust/power: 9a Parameters required to determine propulsive thrust/power on each engine, in both normal and reverse thrust 9b Flight crew compartment thrust/power lever position (for aeroplanes with non- mechanically linked engine controls in the flight crew compartment) 14 Total or outside air temperature 16 Longitudinal acceleration (body axis) 17 Lateral acceleration 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 19 Pitch trim surface position 23 Marker beacon passage 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. 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 Document 112A. 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: 10a Trailing edge flap position 10b Flight crew compartment control selection 11 Slats: 11a Leading edge flap (slat) position 11b Flight crew compartment control selection 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 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) Issue 1.00 Page 180 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment No* Parameter 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 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 auto- land/category III operations, each system should be recorded: 22a ILS/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) 26b Distance to missed approach point (IRNAV/IAN) 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 28a is acceptable: 28b Selection of terrain display mode, including pop-up display status 28c Terrain alerts, including cautions and warnings and advisories 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, and if the aeroplane is equipped with a suitable data source): 35a Engine pressure ratio (EPR) 35b N1 35c Indicated vibration level 35d N2 Issue 1.00 Page 181 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment No* Parameter 35e Exhaust gas temperature (EGT) 35f Fuel flow 35g Fuel cut-off lever position 35h N3 35i Engine fuel metering valve position (or equivalent parameter from the system that directly 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 36a status of the system: 36b Combined control 36c Vertical control 36d Up advisory 36e Down advisory Sensitivity level 37 Wind shear warning 38 Selected barometric setting — to be recorded for the aeroplane where the parameter is displayed electronically: 38a Pilot selected barometric setting 38b Co-pilot selected barometric setting 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 aeroplane where the parameter is displayed electronically 41 Selected Mach (all pilot selectable modes of operation) — to be recorded for the aeroplane where the parameter is displayed electronically 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 aeroplane where the parameter is displayed electronically 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, showing the display system 46a status: 46b Pilot Co-pilot 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 Issue 1.00 Page 182 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment No* Parameter 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 58 Paravisual 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)/distance measuring equipment (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 overspeed 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 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 means for control inputs are not available, displayed trim position or trim command 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 input forces 75b Control column input forces 75c Rudder pedal input forces 76 Event marker 77 Date 78 Actual navigation performance (ANP) or estimate of position error (EPE) or estimate of position uncertainty (EPU) Issue 1.00 Page 183 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment No* Parameter 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 recorded only if this does not require extensive modification 81 Flight director command: 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 81b Left flight director roll command — for aeroplanes type certified before 1 January 2023, to be recorded only if this does not require extensive modification 81c Right flight director pitch command — for aeroplanes type certified before 1 January 2023, to be recorded only if this does not require extensive modification 81d Right flight director roll command — for aeroplanes type certified before 1 January 2023, to be recorded only if this does not require extensive modification 82 Vertical speed — for aeroplanes type certified before 1 January 2023, to be recorded only if this does not require extensive modification * The number in the left-hand column reflects the serial number depicted in EUROCAE Document 112A. SPO.IDE.A.146 Lightweight flight recorder (a) Turbine-engined aeroplanes with an MCTOM of 2 250 kg or more and aeroplanes with an MOPSC of more than 9 shall be equipped with a flight recorder if all the following conditions are met: (1) they are not within the scope of point SPO.IDE.A.145(a); (2) they are used for commercial operations; (3) they are first issued with an individual CofA on or after 5 September 2022. (b) The flight recorder shall record, by means of flight data or images, information that is sufficient to determine the flight path and aircraft speed. (c) The flight recorder shall be capable of retaining the flight data and the images recorded during at least the preceding 5 hours. (d) The flight recorder shall automatically start to record prior to the aeroplane being capable of moving under its own power and shall stop automatically after the aeroplane is no longer capable of moving under its own power. (e) If the flight recorder records images or audio of the flight crew compartment, then a function shall be provided which can be operated by the pilot-in-command and which modifies image and audio recordings made before the operation of that function, so that those recordings cannot be retrieved using normal replay or copying techniques. AMC1 SPO.IDE.A.146 Lightweight flight recorder OPERATIONAL PERFORMANCE REQUIREMENTS (a) If the flight recorder records flight data, it should record at least the following parameters: (1) relative time count, Issue 1.00 Page 184 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment (2) pitch attitude or pitch rate, (3) roll attitude or roll rate, (4) heading (magnetic or true) or yaw rate, (5) latitude, (6) longitude, (7) positioning system: estimated error (if available), (8) pressure altitude or altitude from a positioning system, (9) time, (10) ground speed, (11) positioning system: track (if available), (12) normal acceleration, (13) longitudinal acceleration, (14) lateral acceleration. (b) If the flight recorder records images, it should capture views of the main instrument displays at the pilot station, or at both pilot stations when the aeroplane is certified for operation with a minimum crew of two pilots. The recorded image quality should allow reading the following indications during most of the flight: (1) magnetic heading, (2) time, (3) pressure altitude, (4) indicated airspeed, (5) vertical speed, (6) turn and slip, (7) attitude, (8) Mach number (if displayed), (9) stabilised heading, and (10) tachometer indication or equivalent indication of propulsive thrust or power. (c) If the flight recorder records a combination of images and flight data, each flight parameter listed in (a) should be recorded as flight data or by means of images. (d) The flight parameters listed in (a), which are recorded as flight data, should meet the performance specifications (range, sampling intervals, accuracy limits and resolution in read-out) as defined in the relevant table of EUROCAE Document ED-112 ‘Minimum Operational Performance Specification for Crash Protected Airborne Recorder Systems’, dated March 2003, or EUROCAE Document ED-155 ‘Minimum Operational Performance Specification for Lightweight Flight Recording Systems’, dated July 2009, or any later equivalent standard accepted by EASA. (e) The operational performance requirements for the flight recorder should be those laid down in: (1) EUROCAE Document ED-155 or any later equivalent standard accepted by EASA for lightweight flight recorders; or Issue 1.00 Page 185 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment (2) EUROCAE Document ED-112 or any later equivalent standard accepted by EASA for crash- protected flight recorders. GM1 SPO.IDE.A.146 Lightweight flight recorder ADDITIONAL USEFUL INFORMATION (a) Experience has shown the usefulness, for analysing incidents and for training purposes, of recording additional information. In particular, cockpit audio and information on the handling of the aircraft (such as position of flight controls, position of engine controls, fuel and oil indications, aircraft configuration selection), and an external view are very useful for such purposes. To capture such information, simple equipment such as an integrated microphone and integrated camera may be sufficient. (b) If the flight recorder includes optional capabilities such as described in (a), their recording duration is recommended to be at least 2 hours. (c) If the flight recorder is capable of acquiring flight parameters from some aircraft system, it is advised to give priority to the flight parameters listed in Annex II-B to EUROCAE Document ED-155 or the flight parameters listed in Annex II-A to EUROCAE Document ED-112. Indeed, these flight parameters were selected based on their relevance in many safety investigations. GM1 SPO.IDE.A.146(e) Lightweight flight recorder FUNCTION TO MODIFY IMAGE AND AUDIO RECORDINGS The purpose of the function modifying image and audio recordings is to allow the flight crew to protect their privacy by making such recordings inaccessible using normal techniques. The activation of this function is subject to the approval of the pilot-in-command (refer to SPO.GEN.107). However, the equipment manufacturer or a safety investigation authority might still be able to retrieve these recordings using special techniques. GM2 SPO.IDE.A.146 Lightweight flight recorder INSTALLATION OF CAMERAS When cameras are installed for the purpose of SPO.IDE.A.146, it is advised to install them so that they do not capture images of head and shoulders of the flight crew members whilst seated in their normal operating position. GM3 SPO.IDE.A.146 Lightweight flight recorder RECORDING ACCURACY OF ATTITUDE RATE PARAMETERS In the case of attitude rate parameters (pitch rate parameter, yaw rate parameter, roll rate parameter), the accuracy limit specified in EUROCAE Document ED-155, dated July 2009, was found to be unclear. Therefore, the following additional guidance is provided: (a) If the attitude rate parameter is provided by an approved system of the aeroplane, accuracy greater than as provided by this system is not expected for this attitude rate parameter. Issue 1.00 Page 186 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment (b) If the attitude rate parameter is provided by a dedicated gyroscope, it is advisable that the gyroscope meets the following performance: (1) errors caused by linear accelerations less than ±3°/sec (equivalent to ±1% of 300°/sec recording range) for all combinations of parameter values and linear acceleration values in the respective ranges [-300°/sec; +300°/sec] and [-3g; +6g]; (2) errors caused by to temperature less than ±5°/sec for all combinations of parameter values and temperature values in the respective ranges [-300°/sec; +300°/sec] and [-40°C; +85°C]; (3) angular random walk of the gyroscope equal to or less than 2°/sqrt(hour); and (4) bias stability of the gyroscope significantly less than 360°/hour (for instance, 50°/hour). 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 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 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 emergency locator transmitter. (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). Issue 1.00 Page 187 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment 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 performance 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; and (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. Issue 1.00 Page 188 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment Table 1: Data link recording Ite Required Application m Application Description Recording Type No Content 1 Data link This includes any application used to log on to, or C initiation initiate, 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/pil This includes any application used to exchange C ot requests, clearances, instructions and reports communicati between the flight crew and controllers on the on 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 C, F2 surveillance the 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 This includes any application used for delivery of C information flight 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*, surveillance systems, as well as automatic dependent F2 surveillance-broadcast (ADS-B) output data. 6 Aeronautical This includes any application transmitting or M* operational receiving data used for AOC purposes (in accordance control (AOC) with the ICAO definition of AOC). Such systems may data 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 M* to be used for operational purposes (i.e. excluding F1 applications that are receiving such things as updates to manuals). Issue 1.00 Page 189 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment 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 Ite Applicati m Messages Comments on Type No 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 Only used within FANS 1/A. Mainly used in oceanic reports and remote areas. 5 ADS-B Surveillance Information that enables correlation with any data 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 2005: Data Link Application System Document (DLASD) for ‘Departure Clearance’ data link service Issue 1.00 Page 190 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment Ite Applicati m Messages Comments on Type No 11 Graphics Weather maps Graphics exchanged in the framework of & other procedures within the operational control, as graphics specified in Part-ORO. Information that enables correlation with any associated records stored separately from the aeroplane. 12 AOC Aeronautical Messages exchanged in the framework of operational procedures within the operational control, as control specified in Part-ORO. messages Information that enables correlation with any associated records stored separately from the aeroplane. Definition in EUROCAE ED-112, dated March 2003. 13 Surveillan Downlinked As defined in ICAO Annex 10 Volume IV ce aircraft (Surveillance systems and ACAS). parameters (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 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: Issue 1.00 Page 191 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment (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.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. 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; Issue 1.00 Page 192 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment (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 under point (d) shall have: (1) a single point release; (2) on flight crew members seats and on any seat alongside a pilot's seat, either of the following: (i) two shoulder straps and a seat belt that may be used independently; (ii) a diagonal shoulder strap and a seat belt that may be used independently for the following aeroplanes: (A) aeroplanes with an MCTOM of 5 700 kg or less and with an MOPSC of nine or less that are compliant with the emergency landing dynamic conditions defined in the applicable certification specification; (B) aeroplanes with an MCTOM of 5 700 kg or less and with an MOPSC of nine or less 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. 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; and (3) A restraint system having a seat belt, two shoulder straps and additional 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. Issue 1.00 Page 193 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment (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. 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 supplemented 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, including a triangular bandage), (2) burns dressings (large and small), (3) wound dressings (large and small), (4) adhesive dressings (assorted sizes), (5) antiseptic wound cleaner, (6) safety scissors, (7) disposable gloves, (8) disposable resuscitation aid, and (9) surgical masks. Issue 1.00 Page 194 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment AMC2 SPO.IDE.A.165 First-aid kit 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 supplemented 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) Equipment: (i) bandages (assorted sizes, including a triangular bandage); (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; (x) disposable resuscitation aid; (xi) disposable gloves; (xii) tweezers: splinter; (xiii) thermometers (non-mercury); and (xiv) surgical masks. (2) Medications: (i) simple analgesic; (ii) antiemetic — non-injectable; (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 content. The operator should make the instructions readily available. If an electronic format is available, then all instructions should be kept on the same device. If a paper format is used, then the instructions should be kept in the same kit with the applicable equipment and medication. The instructions should include, as a minimum, the following: (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; Issue 1.00 Page 195 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment (iii) Basic life support instructions cards (summarising and depicting the current algorithm for basic life support); (iv) medical incident report form; (v) biohazard disposal bags; and (vi) bag-valve masks for adults. (4) Additional equipment. The operators should carry additional equipment based on a risk assessment that considers the specificities and the nature of their specialised operations: (i) automated external defibrillator (AED); (ii) suitable airway management device (e.g. supraglottic airway devices, oropharyngeal or nasopharyngeal airways); and (iii) eye irrigator. AMC3 SPO.IDE.A.165 First-aid kit 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. GM1 SPO.IDE.A.165 First-aid kit LOCATION The location of the first-aid kit in the cabin is normally indicated using internationally recognisable signs. GM2 SPO.IDE.A.165 First-aid kit STORAGE As a best practice and wherever practicable, the emergency medical equipment listed under AMC2 SPO.IDE.A.165 should be kept close together. GM3 SPO.IDE.A.165 First-aid kit CONTENT OF FIRST-AID KITS The operator may supplement first-aid kits according to the characteristics of the operation based on a risk assessment. The assessment does not require an approval by the competent authority. Issue 1.00 Page 196 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment GM4 SPO.IDE.A.165 First-aid kit LITHIUM BATTERIES Risks related to the presence of lithium batteries should be assessed. All equipment powered by lithium batteries carried on an aeroplane should comply with the provisions of AMC1 CAT.GEN.MPA.140(f) including applicable technical standards such as (E)TSO-C142. 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. Issue 1.00 Page 197 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment (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 competent authority 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. 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 required in accordance with (b) shall be equipped with oxygen storage and dispensing apparatus capable of storing and dispensing the required oxygen supplies. (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 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 and flight duration. Issue 1.00 Page 198 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment 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. Issue 1.00 Page 199 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment 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. 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 MCAR-CAT, 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 MCAR-CAT, 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. Issue 1.00 Page 200 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment 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 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. AMC2 SPO.IDE.A.190 Emergency locator transmitter (ELT) TYPES OF ELT AND GENERAL TECHNICAL SPECIFICATIONS (a) Point (a) of AMC2 CAT.IDE.A.280 lists the applicable types of ELTs. (b) To minimise the possibility of damage in the event of a crash impact, the ELT(AF), ELT(AP), ELT(AD), or ELT(DT) should be rigidly fixed to the aircraft structure, as far aft as practicable, with its antenna and connections arranged so as to maximise the probability of the signal being transmitted after a crash. (c) Point (c) of AMC2 CAT.IDE.A.280 on crash survivability and homing-signal capability applies. (d) 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. AMC3 SPO.IDE.A.190 Emergency locator transmitter (ELT) 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 Issue 1.00 Page 201 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment 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. AMC4 SPO.IDE.A.190 Emergency locator transmitter (ELT) 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 GM1 CAT.IDE.A.280 contains explanations of terms used in point SPO.IDE.A.190 and in the related AMC. GM2 SPO.IDE.A.190 Emergency locator transmitter (ELT) MAXIMUM CERTIFIED SEATING CONFIGURATION The maximum certified seating configuration does not include flight crew seats. GM3 SPO.IDE.A.190 Emergency locator transmitter (ELT) ADDITIONAL GUIDANCE The guidance provided in GM2 CAT.IDE.A.280 is also applicable to point SPO.IDE.A.190. 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. Issue 1.00 Page 202 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment (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. AMC1 SPO.IDE.A.195 Flight over water 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 the Agency 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 Implementing Rules and AMCs applicable to the operation of the aeroplane. (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. Issue 1.00 Page 203 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment 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. 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 Issue 1.00 Page 204 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment (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. 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. Issue 1.00 Page 205 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment 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. 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. Issue 1.00 Page 206 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment GM1 SPO.IDE.A.210 Headset GENERAL The term ‘headset’ includes any aviation helmet incorporating headphones and microphone worn by a flight crew member. 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. AMC1 SPO.IDE.A.215 & SPO.IDE.A.220 Radio communication equipment & Navigation equipment PERFORMANCE-BASED COMMUNICATION AND SURVEILLANCE (PBCS) OPERATIONS For operations in airspaces where required communication performance (RCP) and required surveillance performance (RSP) for PBCS have been prescribed, the operator should: (a) ensure that communication and surveillance equipment meet the prescribed RCP and RSP specifications respectively, as shown by an AFM statement or equivalent. (b) ensure that operational constraints are reflected in the MEL; (c) establish and include in the OM: (1) normal, abnormal and contingency procedures; (2) the flight crew qualification and proficiency constraints; and (3) a training programme for relevant personnel consistent with the intended operations; (d) ensure continued airworthiness of the communication equipment and surveillance equipment in accordance with the appropriate RCP and RSP specifications respectively; (e) ensure that the contracted communication service provider (CSP) for the airspace being flown complies with the required RCP and RSP specifications as well as monitoring, recording and notification requirements; and (f) participate to monitoring programmes established in the airspace being flown in order to: (1) submit the relevant reports of observed communication and surveillance performance respectively; and Issue 1.00 Page 207 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment (2) establish a process for immediate corrective action in case a non-compliance with the appropriate RCP or RSP specifications is detected. GM1 SPO.IDE.A.215 Radio communication equipment APPLICABLE AIRSPACE REQUIREMENTS For aeroplanes being operated under European air traffic control, the applicable airspace requirements include the Single European Sky legislation. GM1 SPO.IDE.A.215 & SPO.IDE.A.220 Radio communication equipment & Navigation equipment PBCS OPERATIONS — GENERAL Detailed guidance material on PBCS operations may be found in the following documents: (a) ICAO Doc 9869 ‘Performance-based Communication and Surveillance (PBCS) Manual’ (b) ICAO Doc 10037 ‘Global Operational Data Link (GOLD) Manual’ PBCS OPERATIONS — AIRCRAFT ELIGIBILITY (a) The aircraft eligibility for compliance with the required RCP/RSP specifications should be demonstrated by the aircraft manufacturer or equipment supplier and be specific to each individual aircraft or the combination of the aircraft type and the equipment. The demonstrated compliance with specific RCP/RSP specifications may be documented in one of the following documents: (1) the type certificate (TC); (2) the supplemental type certificate (STC); (3) the aeroplane flight manual (AFM) or AFM Supplement; or (4) a compliance statement from the manufacturer or the holder of the design approval of the data link installation, approved by the State of Design. (b) In addition to the indication of compliance with specific RCP/RSP specifications, the aircraft manufacturer or equipment supplier should document any associated operating limitations, information and procedures in the AFM or other appropriate documents. PBCS OPERATIONS — MEL ENTRIES (a) The operator should amend the MEL, in accordance with the items identified by the aircraft manufacturer or equipment supplier in the master minimum equipment list (MMEL) or MMEL supplement, in relation to PBCS capability, to address the impact of losing an associated system/sub-system on data link operational capability. (b) As an example, equipment required in current FANS 1/A-capable aircraft, potentially affecting RCP and RSP capabilities, may be the following: (1) VHF, SATCOM, or HFDL1 radios, as applicable; (2) ACARS management unit (MU)/communications management unit (CMU); (3) flight management computer (FMC) integration; and (4) printer, if procedures require its use. PBCS OPERATIONS — OPERATING PROCEDURES Issue 1.00 Page 208 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment The operator should establish operating procedures for the flight crew and other relevant personnel, such as but not limited to, flight dispatchers and maintenance personnel. These procedures should cover the usage of PBCS-relevant systems and include as a minimum: (a) pre-flight planning requirements including MEL consideration and flight plan filing; (b) actions to be taken in the data link operation, to include specific RCP/RSP required cases; (c) actions to be taken for the loss of data link capability while in and prior to entering the airspace requiring specific RCP/RSP specifications. Examples may be found in ICAO Doc 10037; (d) problem reporting procedures to the local/regional PBCS monitoring body or central reporting body as applicable; and (e) compliance with specific regional requirements and procedures, if applicable. PBCS OPERATIONS — QUALIFICATION AND TRAINING (a) The operator should ensure that flight crew and other relevant personnel such as flight dispatchers and maintenance personnel are proficient with PBCS operations. A separate training programme is not required if data link communication is integrated in the current training programme. However, the operator should ensure that the existing training programme incorporates a basic PBCS concept and requirements for flight crew and other personnel that have direct impact on overall data link performance required for the provisions of ATS such as reduced separation. (b) The elements covered during the training should be as a minimum: (1) Flight crew (i) Data link communication system theory relevant to operational use; (ii) AFM limitations; (iii) Normal pilot response to data link communication messages; (iv) Message elements in the message set used in each environment; (v) RCP/RSP specifications and their performance requirements; (vi) Implementation of performance-based reduced separation with associated RCP/RSP specifications or other possible performance requirements associated with their routes; (vii) Other ATM operations involving data link communication services; (viii) Normal, non-normal and contingency procedures; and (ix) Data link communication failure/problem and reporting. Note (1) If flight crew has already been trained on data link operations, additional training only on PBCS is required, addressing a basic concept and requirements that have direct impact on overall data link performance required for provisions of ATS (e.g. reduced separation). Note (2) Training may be provided through training material and other means that simulate the functionality. (2) Dispatchers/flight operations officers (i) Proper use of data link and PBCS flight plan designators; (ii) Air traffic service provider’s separation criteria and procedures relevant to RCP/RSP specifications; (iii) MEL remarks or exceptions based on data link communication; Issue 1.00 Page 209 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment (iv) Procedures for transitioning to voice communication and other contingency procedures related to the operation in the event of abnormal behavior of the data link communication; (v) Coordination with the ATS unit related to, or following a special data link communication exceptional event (e.g. log-on or connection failures); and (vi) Contingency procedures to transition to a different separation standard when data link communication fails. (3) Engineering and maintenance personnel (i) Data link communication equipment including its installation, maintenance and modification; (ii) MEL relief and procedures for return to service authorisations; and (iii) Correction of reported non-performance of data link system. PBCS OPERATIONS — CONTINUED AIRWORTHINESS (a) The operator should ensure that aircraft systems are properly maintained to continue to meet the applicable RCP/RSP specifications. (b) The operator should ensure that the following elements are documented and managed appropriately: (1) configuration and equipment list detailing the pertinent hardware and software components for the aircraft/fleet(s) applicable to the specific RCP/RSP operation; (2) configuration control for subnetwork, communication media and routing policies; and (3) description of systems including display and alerting functions (including message sets). PBCS OPERATIONS — CSP COMPLIANCE (a) The operator should ensure that their contracted CSPs notify the ATS units of any failure condition that may have an impact on PBCS operations. Notification should be made to all relevant ATS units regardless of whether the CSP has a contract with them. (b) The operator may demonstrate the compliance of their contracted CSP through service level agreements (SLAs)/contractual arrangements for data link services or through a joint agreement among PBCS stakeholders such as a Memorandum of Understanding (MOU) or a PBCS Charter. PBCS OPERATIONS — PBCS CHARTER A PBCS charter has been developed by PBCS stakeholders and is available as an alternative to SLAs in order to validate the agreement between the operator and the CSP for compliance with RCP/RSP required for PBCS operations. The charter is hosted on the website www.FANS-CRA.com where operators and CSPs can subscribe. PBCS OPERATIONS — PARTICIPATION IN MONITORING PROGRAMMES (a) The operator should establish a process to participate in local or regional PBCS monitoring programmes and provide the following information, including any subsequent changes, to monitoring bodies: (1) operator name; (2) operator contact details; and (3) other coordination information as applicable, including appropriate information means for the CSP/SSP service fail notification. Issue 1.00 Page 210 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment (b) The process should also address the actions to be taken with respect to problem reporting and resolution of deficiencies, such as: (1) reporting problems identified by the flight crew or other personnel to the PBCS monitoring bodies associated with the route of flight on which the problem occurred (2) disclosing operational data in a timely manner to the appropriate PBCS monitoring bodies when requested for the purposes of investigating a reported problem (3) investigating and resolving the cause of the deficiencies reported by the PBCS monitoring bodies. 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 alternate aerodromes. (d) For PBN operations the aircraft shall meet the airworthiness certification requirements for the appropriate navigation specification. (e) Aeroplanes shall be equipped with surveillance equipment in accordance with the applicable airspace requirements. 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: Issue 1.00 Page 211 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment (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 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 (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 1/RNAV 2 operations. (i) RNAV 1; (ii) PRNAV (iii) US RNAV type A; Issue 1.00 Page 212 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment (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 (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 RNP 1/RNP 2 continental operations. (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 (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 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 Issue 1.00 Page 213 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment (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 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 (v) FAA AC 90-105 for the appropriate navigation specification. (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 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 (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 RNP APCH — LPV operations. (i) AMC 20-28; (ii) FAA AC 20-138 for the appropriate navigation specification; and (iii) FAA AC 90-107. (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 (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 10 operations. (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 (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 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 Issue 1.00 Page 214 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment (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: (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 multi-sensor systems, the AFM may permit entry if one GNSS sensor is lost after departure, provided one GNSS and one inertial sensor remain available. Issue 1.00 Page 215 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment 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 European air traffic control should comply with any applicable Single European Sky legislation. (b) If the Single European Sky 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, 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 applicable regulations 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. Issue 1.00 Page 216 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment GM2 SPO.IDE.A.230 Management of aeronautical databases 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. GM3 SPO.IDE.A.230 Management of aeronautical databases 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. 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 lights; (2) an accurate time piece; (3) first-aid kit; (4) survival and signalling equipment; (5) sea anchor and equipment for mooring; (6) child restraint device; (7) a simple PCDS used by a task specialist as a restraint device. (c) Instruments, equipment or accessories not required under MCAR-SPO, as well as any other equipment that is not required under this Regulation, but carried on a flight, shall comply with the following requirements: (1) the information provided by those instruments, equipment or accessories shall not be used by the flight crew members to comply with the airworthiness requirements or points SPO.IDE.H.215 and SPO.IDE.H.220 of this regulation; Issue 1.00 Page 217 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment (2) the instruments, equipment or accessories 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. 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) Commission Regulation (EU) No 748/2012 for helicopters registered in the EU; and (b) Airworthiness requirements of the state of registry for helicopters registered outside the EU. 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. (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. Issue 1.00 Page 218 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and 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. 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 is inoperative or missing, unless either of the following conditions is fulfilled: (a) the helicopter is operated in accordance with the minimum equipment list (MEL); (b) for complex motor-powered helicopters, and for any helicopter used in commercial operations, the operator is approved by the competent authority to operate the helicopter within the constraints of the master minimum equipment list (MMEL) in accordance with point ORO.MLR.105(j) of Annex III; (c) the helicopter is subject to a permit to fly issued in accordance with the applicable airworthiness requirements. AMC1 SPO.IDE.H.105 Minimum equipment for flight MANAGEMENT OF THE STATUS OF CERTAIN INSTRUMENTS, EQUIPMENT OR FUNCTIONS The operator should control and retain the status of the instruments, equipment or functions required for the intended operation, that are not controlled for the purpose of continuing airworthiness management. GM1 SPO.IDE.H.105 Minimum equipment for flight MANAGEMENT OF THE STATUS OF CERTAIN INSTRUMENTS, EQUIPMENT OR FUNCTIONS (a) The operator should define responsibilities and procedures to retain and control the status of instruments, equipment or functions required for the intended operation, that are not controlled for the purpose of continuing airworthiness management. (b) Examples of such instruments, equipment or functions may be, but are not limited to, equipment related to navigation approvals as FM immunity or certain software versions. 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; Issue 1.00 Page 219 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment (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. SPO.IDE.H.120 Operations under VFR – flight and navigational instruments and associated equipment (a) Helicopters 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) barometric altitude, (4) indicated airspeed, and (5) slip. (b) Helicopters operated under VMC overwater and out of sight of the land or 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 1 500 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: Issue 1.00 Page 220 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment (1) barometric altitude, (2) indicated airspeed, (3) slip, (4) attitude, if applicable, (5) vertical speed, if applicable, and (6) stabilised heading, if applicable. AMC1 SPO.IDE.H.120 & SPO.IDE.H.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 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 director systems, provided that the safeguards against total failure, inherent in the three separate instruments, are retained. AMC1 SPO.IDE.H.120(a)(1) & SPO.IDE.H.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. AMC1 SPO.IDE.H.120(a)(2) & SPO.IDE.H.125(a)(2) Operations under VFR & operations under IFR – flight and navigational instruments and associated 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. Issue 1.00 Page 221 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment AMC1 SPO.IDE.H.120(a)(3) & SPO.IDE.H.125(a)(3) Operations under VFR & 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. AMC1 SPO.IDE.H.120(a)(4) & SPO.IDE.H.125(a)(4) Operations under VFR & operations under IFR – flight and navigational instruments and associated 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 per hour (kph) 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 instruments and associated equipment SLIP For other-than complex helicopters the means of measuring and displaying slip may be a slip string for operations under VFR.

AMC1 SPO.IDE.H.120(b)(1)(iii) & SPO.IDE.H.125(a)(8) Operations under VFR & operations under IFR – flight and navigational instruments and associated 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 & operations under IFR – flight and navigational instruments and associated 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. Issue 1.00 Page 222 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment AMC1 SPO.IDE.H.120(d) Operations under VFR — flight and navigational instruments and associated equipment MULTI-PILOT OPERATIONS Two pilots should be considered to be required by the operation if multi-pilot operations are required by one of the following: (a) the AFM; (b) at night, the operations manual. GM1 SPO.IDE.H.120(d) Operations under VFR — flight and navigational instruments and associated equipment MULTI-PILOT OPERATIONS ON A VOLUNTARY BASIS — HELICOPTERS OPERATED BY DAY UNDER VFR If the AFM permits single-pilot operations, and the operator decides that the crew composition is more than one pilot for day VFR operations only, then point SPO.IDE.H.120(d) does not apply. Additional displays, including those referred to in SPO.IDE.H.120(d), may be required under point SPO.IDE.H.100(e). AMC1 SPO.IDE.H.120(d) & SPO.IDE.H.125(c) Operations under VFR & operations under IFR – flight and navigational instruments and associated equipment MULTI-PILOT OPERATIONS — DUPLICATE INSTRUMENTS Duplicate instruments include separate displays for each pilot and separate selectors or other associated equipment where appropriate. SPO.IDE.H.125 Operations under IFR – flight and navigational instruments and associated equipment Helicopters operated under IFR shall be equipped with: (a) a means of measuring and displaying: (1) magnetic heading, (2) time in hours, minutes and seconds, (3) barometric altitude, (4) indicated airspeed, (5) vertical speed, (6) slip, (7) attitude, (8) stabilised heading, and (9) outside air temperature; Issue 1.00 Page 223 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment (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: (1) barometric altitude, (2) indicated airspeed, (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. GM1 SPO.IDE.H.125(a)(3) Operations under IFR – flight and navigational instruments and associated equipment ALTIMETERS Altimeters with counter drum-pointer or equivalent presentation are considered to be less susceptible to misinterpretation for helicopters operating above 10 000 ft. AMC1 SPO.IDE.H.125(a)(9) Operations under IFR – flight and navigational instruments and associated equipment 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 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.H.125(c) Operations under IFR — flight and navigational instruments and associated equipment MULTI-PILOT OPERATIONS Two pilots should be considered to be required by the operation if multi-pilot operations are required by one of the following: (a) the AFM; Issue 1.00 Page 224 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment (b) the operations manual. AMC1 SPO.IDE.H.125(f)(2) Operations under IFR – flight and navigational instruments and associated equipment 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. 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. Issue 1.00 Page 225 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment AMC1 SPO.IDE.H.135 Flight crew interphone system TYPE OF FLIGHT CREW INTERPHONE The flight crew interphone system should not be of a handheld type. 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. 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. 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 be those laid down in the European Organisation for Civil Aviation Equipment (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. Issue 1.00 Page 226 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment 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. By 1 January 2020 at the latest, this device shall have a minimum underwater transmission time of 90 days. If the FDR is deployable, it shall have an automatic emergency locator transmitter. AMC1 SPO.IDE.H.145 Flight data recorder OPERATIONAL PERFORMANCE REQUIREMENTS FOR HELICOPTERS HAVING AN MCTOM OF MORE THAN 3 175 KG AND FIRST ISSUED WITH AN INDIVIDUAL CofA 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 FDR should record, with reference to a timescale, the list of parameters in Table 1 and Table 2, as applicable. (c) The parameters recorded by the FDR should meet, as far as practicable, the performance specifications (designated ranges, sampling intervals, accuracy limits and minimum resolution in read-out) defined in EUROCAE ED-112, including amendments No°1 and No°2, or any later equivalent standard produced by EUROCAE. (d) FDR systems for which some recorded parameters do not meet the performance specifications of EUROCAE Document ED-112 may be acceptable to the Agency. Table 1: FDR parameters — All helicopters No* Parameter 1 Time or relative time count 2 Pressure altitude 3 Indicated airspeed 4 Heading 5 Normal acceleration 6 Pitch attitude Issue 1.00 Page 227 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment No* Parameter 7 Roll attitude 8 Manual radio transmission keying CVR/FDR synchronisation reference 9 Power on each engine: 9a Free power turbine speed (N ) F 9b Engine torque 9c Engine gas generator speed (N ) G 9d Flight crew compartment power control position 9e Other parameters to enable engine power to be determined 10 Rotor: 10a Main rotor speed 10b Rotor brake (if installed) 11 Primary flight controls — Pilot input and/or control output position (if applicable) 11a Collective pitch 11b Longitudinal cyclic pitch 11c Lateral cyclic pitch 11d Tail rotor pedal 11e Controllable stabilator (if applicable) 11f Hydraulic selection 12 Hydraulics low pressure (each system should be recorded.) 13 Outside air temperature 18 Yaw rate or yaw acceleration 20 Longitudinal acceleration (body axis) 21 Lateral acceleration 25 Marker beacon passage 26 Warnings — a discrete should be recorded for the master warning, gearbox low oil pressure and as failure. Other ‘red’ warnings should be recorded where the warning condition cannot be determined from other parameters or from the cockpit voice recorder. 27 Each navigation receiver frequency selection 37 Engine control modes * The number in the left hand column reflects the serial number depicted in EUROCAE ED-112. Table 2: FDR parameters — Helicopters for which the data source for the parameter is either used by helicopter systems or is available on the instrument panel for use by the flight crew to operate the helicopter. No* Parameter 14 AFCS mode and engagement status 15 Stability augmentation system engagement (each system should be recorded) 16 Main gear box oil pressure 17 Gear box oil temperature 17a Main gear box oil temperature 17b Intermediate gear box oil temperature 17c Tail rotor gear box oil temperature 19 Indicated sling load force (if signals readily available) 22 Radio altitude 23 Vertical deviation — the approach aid in use should be recorded. Issue 1.00 Page 228 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment No* Parameter 23a ILS glide path 23b MLS elevation 23c GNSS approach path 24 Horizontal deviation — the approach aid in use should be recorded. 24a ILS localiser 24b MLS azimuth 24c GNSS approach path 28 DME 1 & 2 distances 29 Navigation data 29a Drift angle 29b Wind speed 29c Wind direction 29d Latitude 29e Longitude 29f Ground speed 30 Landing gear or gear selector position 31 Engine exhaust gas temperature (T ) 4 32 Turbine inlet temperature (TIT/ITT) 33 Fuel contents 34 Altitude rate (vertical speed) — only necessary when available from cockpit instruments 35 Ice detection 36 Helicopter health and usage monitor system (HUMS) 36a Engine data 36b Chip detector 36c Track timing 36d Exceedance discretes 36e Broadband average engine vibration 38 Selected barometric setting — to be recorded for helicopters where the parameter is displayed electronically 38a Pilot 38b Co-pilot 39 Selected altitude (all pilot selectable modes of operation) — to be recorded for the helicopters where the parameter is displayed electronically 40 Selected speed (all pilot selectable modes of operation) — to be recorded for the helicopters where the parameter is displayed electronically 41 Not used (selected Mach) 42 Selected vertical speed (all pilot selectable modes of operation) — to be recorded for the helicopters where the parameter is displayed electronically 43 Selected heading (all pilot selectable modes of operation) — to be recorded for the helicopters where the parameter is displayed electronically 44 Selected flight path (all pilot selectable modes of operation) — to be recorded for the helicopters where the parameter is displayed electronically 45 Selected decision height (all pilot selectable modes of operation) — to be recorded for the helicopters where the parameter is displayed electronically 46 EFIS display format 47 Multi-function/engine/alerts display format Issue 1.00 Page 229 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment No* Parameter 48 Event marker * The number in the left hand column reflects the serial number depicted in EUROCAE ED-112. AMC2 SPO.IDE.H.145 Flight data recorder OPERATIONAL PERFORMANCE REQUIREMENTS FOR HELICOPTERS HAVING AN MCTOM OF MORE THAN 3 175 KG AND FIRST ISSUED WITH AN INDIVIDUAL CofA ON OR AFTER 1 JANUARY 2023 (a) The operational performance requirements for flight data recorders (FDRs) should be 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 helicopter systems or is available on the instrument panel for use by the flight crew to operate the helicopter; and (3) any dedicated parameters related to novel or unique design or operational characteristics of the helicopter 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 helicopters No* Parameter 1 Time or relative time count 2 Pressure altitude 3 Indicated airspeed or calibrated airspeed 4 Heading 5 Normal acceleration 6 Pitch attitude 7 Roll attitude 8 Manual radio transmission keying CVR/FDR synchronisation reference 9 Power on each engine: 9a Free power turbine speed (N ) F 9b Engine torque 9c Engine gas generator speed (N ) G 9d Flight crew compartment power control position 9e Other parameters to enable engine power to be determined 10 Rotor: 10a Main rotor speed 10b Rotor brake (if installed) 11 Primary flight controls — pilot input or control output position if it is possible to derive either the control input or the control movement (one from the other) for all Issue 1.00 Page 230 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment No* Parameter modes of operation and flight regimes. Otherwise, pilot input and control output 11a position 11b Collective pitch 11c Longitudinal cyclic pitch 11d Lateral cyclic pitch 11e Tail rotor pedal 11f Controllable stabilator (if applicable) Hydraulic selection 12 Hydraulics low pressure (each system should be recorded) 13 Outside air temperature 18 Yaw rate or yaw acceleration 20 Longitudinal acceleration (body axis) 21 Lateral acceleration 25 Marker beacon passage 26 Warnings — including master warning, gearbox low oil pressure and stability augmentation system failure, and other ‘red’ warnings where the warning condition cannot be determined from other parameters or from the cockpit voice recorder. 27 Each navigation receiver frequency selection 37 Engine control modes * The number in the left-hand column reflects the serial numbers depicted in EUROCAE Document 112A. Table 2: Helicopters for which the data source for the parameter is either used by the helicopter systems or is available on the instrument panel for use by the flight crew to operate the helicopter No* Parameter 14 AFCS mode and engagement status (showing which systems are engaged and which primary modes are controlling the flight path) 15 Stability augmentation system engagement (each system should be recorded) 16 Main gear box oil pressure 17 Gear box oil temperature: 17a Main gear box oil temperature 17b Intermediate gear box oil temperature 17c Tail rotor gear box oil temperature 19 Indicated sling load force (if signals readily available) 22 Radio altitude 23 Vertical deviation — the approach aid in use should be recorded: 23a ILS glide path 23b MLS elevation 23c GNSS approach path 24 Horizontal deviation — the approach aid in use should be recorded: 24a ILS localiser 24b MLS azimuth 24c GNSS approach path 28 DME 1 & 2 distances 29 Navigation data: Issue 1.00 Page 231 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment No* Parameter 29a Drift angle 29b Wind speed 29c Wind direction 29d Latitude 29e Longitude 29f Ground speed 30 Landing gear or gear selector position 31 Engine exhaust gas temperature (T ) 4 32 Turbine inlet temperature (TIT)/interstage turbine temperature (ITT) 33 Fuel contents 34 Altitude rate (vertical speed) — only necessary when available from cockpit instruments 35 Ice detection 36 Helicopter health and usage monitor system (HUMS): 36a Engine data 36b Chip detector 36c Track timing 36d Exceedance discretes 36e Broadband average engine vibration 38 Selected barometric setting — to be recorded for helicopters where the parameter is displayed electronically: 38a Pilot 38b Co-pilot 39 Selected altitude (all pilot selectable modes of operation) — to be recorded for the helicopters where the parameter is displayed electronically. 40 Selected speed (all pilot selectable modes of operation) — to be recorded for the helicopters where the parameter is displayed electronically. 41 Selected Mach (all pilot selectable modes of operation) — to be recorded for the helicopters where the parameter is displayed electronically. 42 Selected vertical speed (all pilot selectable modes of operation) — to be recorded for the helicopters where the parameter is displayed electronically. 43 Selected heading (all pilot selectable modes of operation) — to be recorded for the helicopters where the parameter is displayed electronically. 44 Selected flight path (all pilot selectable modes of operation) — to be recorded for the helicopters where the parameter is displayed electronically. 45 Selected decision height (all pilot selectable modes of operation) — to be recorded for the helicopters where the parameter is displayed electronically. 46 EFIS display format (showing the display system status): 46a Pilot 46b First officer 47 Multi-function/engine/alerts display format (showing the display system status) 48 Event marker 49 Status of ground proximity warning system (GPWS)/terrain awareness warning system (TAWS)/ground collision avoidance system (GCAS): 49a Issue 1.00 Page 232 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment No* Parameter Selection of terrain display mode including pop-up display status — for helicopters 49b type certified before 1 January 2023, to be recorded only if this does not require extensive modification. 49c Terrain alerts, both cautions and warnings, and advisories — for helicopters type certified before 1 January 2023, to be recorded only if this does not require extensive modification. On/off switch position — for helicopters type certified before 1 January 2023, to be recorded only if this does not require extensive modification. 50 Traffic alert and collision avoidance system (TCAS)/airborne collision avoidance 50a system (ACAS): Combined control — for helicopters type certified before 1 January 2023, to be 50b recorded only if this does not require extensive modification. Vertical control — for helicopters type certified before 1 January 2023, to be recorded 50c only if this does not require extensive modification. Up advisory — for helicopters type certified before 1 January 2023, to be recorded 50d only if this does not require extensive modification. Down advisory — for helicopters type certified before 1 January 2023, to be recorded 50e only if this does not require extensive modification. Sensitivity level — for helicopters type certified before 1 January 2023, to be recorded only if this does not require extensive modification. 51 Primary flight controls — pilot input forces: 51a Collective pitch — for helicopters type certified before 1 January 2023, to be recorded only if this does not require extensive modification. 51b Longitudinal cyclic pitch — for helicopters type certified before 1 January 2023, to be recorded only if this does not require extensive modification. 51c Lateral cyclic pitch — for helicopters type certified before 1 January 2023, to be recorded only if this does not require extensive modification. 51d Tail rotor pedal – for helicopters type certified before 1 January 2023, to be recorded only if this does not require extensive modification. 52 Computed centre of gravity — for helicopters type certified before 1 January 2023, to be recorded only if this does not require extensive modification. 53 Helicopter computed weight — for helicopters type certified before 1 January 2023, to be recorded only if this does not require extensive modification. * The number in the left-hand column reflects the serial numbers depicted in EUROCAE Document 112A. SPO.IDE.H.146 Lightweight flight recorder (a) Turbine-engined helicopters with an MCTOM of 2 250 kg or more shall be equipped with a flight recorder if all the following conditions are met: (1) they are not within the scope of point SPO.IDE.H.145(a); (2) they are used for commercial operations; (3) they are first issued with an individual CofA on or after 5 September 2022. (b) The flight recorder shall record, by means of flight data or images, information that is sufficient to determine the flight path and aircraft speed. Issue 1.00 Page 233 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment (c) The flight recorder shall be capable of retaining the flight data and the images recorded during at least the preceding 5 hours. (d) The flight recorder shall automatically start to record prior to the helicopter being capable of moving under its own power and shall stop automatically after the helicopter is no longer capable of moving under its own power. (e) If the flight recorder records images or audio of the flight crew compartment, then a function shall be provided which can be operated by the pilot-in-command and which modifies image and audio recordings made before the operation of that function, so that those recordings cannot be retrieved using normal replay or copying techniques. AMC1 SPO.IDE.H.146 Lightweight flight recorder OPERATIONAL PERFORMANCE REQUIREMENTS (a) If the flight recorder records flight data, it should record at least the following parameters: (1) relative time count, (2) pitch attitude or pitch rate, (3) roll attitude or roll rate, (4) heading (magnetic or true) or yaw rate, (5) latitude, (6) longitude, (7) positioning system: estimated error (if available), (8) pressure altitude or altitude from a positioning system, (9) time, (10) ground speed, (11) positioning system: track (if available), (12) normal acceleration, (13) longitudinal acceleration, and (14) lateral acceleration. (b) If the flight recorder records images, it should capture views of the main instrument displays at the pilot station, or at both pilot stations when the helicopter is certified for operation with a minimum crew of two pilots. The recorded image quality should allow reading the following indications during most of the flight: (1) magnetic or true heading, (2) time (if presented on the front instrument panel), (3) pressure altitude, (4) indicated airspeed, (5) vertical speed, (6) slip, (7) OAT, Issue 1.00 Page 234 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment (8) attitude (if displayed), (9) stabilised heading (if displayed), and (10) main rotor speed. (c) If the flight recorder records a combination of images and flight data, each flight parameter listed in (a) should be recorded as flight data or by means of images. (d) The flight parameters listed in (a), which are recorded as flight data, should meet the performance specifications (range, sampling intervals, accuracy limits and resolution in read-out) as defined in the relevant table of EUROCAE Document ED-112 ‘Minimum Operational Performance Specification for Crash Protected Airborne Recorder Systems’, dated March 2003, or EUROCAE Document ED-155 ‘Minimum Operational Performance Specification for Lightweight Flight Recording Systems’, dated July 2009, or any later equivalent standard accepted by EASA. (e) The operational performance requirements for the flight recorder should be those laid down in: (1) EUROCAE Document ED-155 or any later equivalent standard accepted by EASA for lightweight flight recorders; or (2) EUROCAE Document ED-112 or any later equivalent standard accepted by EASA for crash- protected flight recorders. GM1 SPO.IDE.H.146 Lightweight flight recorder ADDITIONAL USEFUL INFORMATION Refer to GM1 SPO.IDE.A.146. GM1 SPO.IDE.H.146(e) Lightweight flight recorder FUNCTION TO MODIFY IMAGE AND AUDIO RECORDINGS Refer to GM1 SPO.IDE.A.146(e). GM2 SPO.IDE.H.146 Lightweight flight recorder INSTALLATION OF CAMERAS Refer to GM2 SPO.IDE.A.146. GM3 SPO.IDE.H.146 Lightweight flight recorder RECORDING ACCURACY OF ATTITUDE RATE PARAMETERS Refer to GM3 SPO.IDE.A.146. Issue 1.00 Page 235 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment 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 emergency locator transmitter. (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). AMC1 SPO.IDE.H.150 Data link recording GENERAL (a) As a means of compliance with SPO.IDE.H.150, the recorder on which the data link messages are recorded should be: (1) the CVR; (2) the FDR; (3) a combination recorder when SPO.IDE.H.155 is applicable; or (4) a dedicated flight recorder. In such case, the operational performance requirements for this recorder should be those laid down in EUROCAE Document ED-112 (Minimum Operational Issue 1.00 Page 236 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment 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.H.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.H.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; and (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.H.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 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. Table 1: Data link recording Ite Required Application m Application Description Recording Type No Content 1 Data link This includes any application used to log on to, or C initiation initiate, 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/pil This includes any application used to exchange C ot requests, clearances, instructions and reports communicati between the flight crew and controllers on the on 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. Issue 1.00 Page 237 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment Ite Required Application m Application Description Recording Type No Content 3 Addressed This includes any surveillance application in which C, F2 surveillance the 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 This includes any application used for delivery of C information flight information data to specific aeroplanes. This includes for example data link-automatic terminal information service (D-ATIS), data link-operational terminal information service (D-OTIS), digital weather information services (D-METAR or TWIP), data link- flight information service (D-FIS) and Notice to Airmen (electronic NOTAM) delivery. 5 Broadcast This includes elementary and enhanced surveillance M*, surveillance systems, as well as automatic dependent F2 surveillance-broadcast (ADS-B) output data. 6 AOC data This includes any application transmitting or M* receiving data used for AOC purposes (in accordance with the ICAO definition of AOC). Such systems may also process AAC messages, but there is no requirement to record AAC messages 7 Graphics This includes any application receiving graphical data M* to be used for operational purposes (i.e. excluding F1 applications that are receiving such things as updates to manuals). GM1 SPO.IDE.H.150 Data link recording GENERAL (a) The letters and expressions in Table 1 of AMC1 SPO.IDE.H.150 have the following meaning: (1) C: complete contents recorded. (2) M: information that enables correlation with any associated records stored separately from the helicopter. (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 helicopter, such as Mode S, is reported within the message, it should be recorded unless data from the same source is recorded on the FDR. Issue 1.00 Page 238 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment (b) The definitions of the applications type in Table 1 of AMC1 SPO.IDE.H.150 are described in Table 1 below. Table 1: Definitions of the applications type Ite Applicati m Messages Comments on Type No 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 Only used within FANS 1/A. Mainly used in oceanic reports and remote areas. 5 ADS-B Surveillance Information that enables correlation with any data associated records stored separately from the helicopter. 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 March 2003: Data Link Application System Document (DLASD) for ‘Departure Clearance’ data link service 11 Graphics Weather maps Graphics exchanged in the framework of & other procedures within the operational control, as graphics specified in Part-ORO. Information that enables correlation with any associated records stored separately from the helicopter. 12 AOC Aeronautical Messages exchanged in the framework of operational procedures within the operational control, as control specified in Part-ORO. messages Information that enables correlation with any associated records stored separately from the helicopter. Definition in EUROCAE ED-112, dated March 2003. 13 Surveillan Downlinked As defined in ICAO Annex 10 Volume IV ce Aircraft (Surveillance systems and ACAS). Parameters (DAP) AAC aeronautical administrative communications Issue 1.00 Page 239 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment 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 GM1 SPO.IDE.H.150(a) Data link recording APPLICABILITY OF THE DATA LINK RECORDING REQUIREMENT (a) If it is certain that the helicopter cannot use data link communication messages for ATS communications corresponding to any application designated by SPO.IDE.H.150(a)(1), then the data link recording requirement does not apply. (b) Examples where the helicopter cannot use data link communication messages for ATS communications include but are not limited to the cases where: (1) the helicopter 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 helicopter; and (3) the helicopter data link communication equipment cannot communicate with the equipment used by ATS in the area of operation of the helicopter. 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. Issue 1.00 Page 240 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment (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. 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). 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. Issue 1.00 Page 241 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment AMC1 SPO.IDE.H.165 First-aid kit CONTENT OF FIRST-AID KITS — OTHER-THAN COMPLEX MOTOR-POWERED HELICOPTERS (a) First-aid kits should be equipped with appropriate and sufficient medications and instrumentation. However, these kits should be supplemented by the operator according to the characteristics of the operation (scope of operation, flight duration, number and demographics of persons on board, etc.). (b) The following should be included in the FAKs: (1) bandages (assorted sizes, including a triangular bandage), (2) burns dressings (large and small), (3) wound dressings (large and small), (4) adhesive dressings (assorted sizes), (5) antiseptic wound cleaner, (6) safety scissors, (7) disposable gloves, (8) disposable resuscitation aid, and (9) surgical masks. AMC2 SPO.IDE.H.165 First-aid kit CONTENT OF FIRST-AID KITS — COMPLEX MOTOR-POWERED HELICOPTERS (a) First-aid kits should be equipped with appropriate and sufficient medications and instrumentation. However, these kits should be supplemented by the operator according to the characteristics of the operation (scope of operation, flight duration, number and demographics of persons on board, etc.). (b) The following should be included in the FAKs: (1) Equipment (i) bandages (assorted sizes, including a triangular bandage); (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; (x) disposable resuscitation aid; (xi) disposable gloves; (xii) tweezers: splinter; Issue 1.00 Page 242 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment (xiii) thermometers (non-mercury); and (xiv) surgical masks. (2) Medications (i) simple analgesic; (ii) antiemetic — non-injectable; (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 content. The operator should make available instructions either in a paper-based or an electronic format. If an electronic format is available, then all instructions should be kept on the same device. If a paper format is used, then the instructions should be kept in the same kit with the applicable equipment and medication. The instructions should include, as a minimum, the following: (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) Basic life support instructions cards (summarising and depicting the current algorithm for basic life support); (iv) medical incident report form; (v) biohazard disposal bags.; and (vi) bag-valve masks for adults. (4) Additional equipment. The operators should carry additional equipment based on an assessment that considers the specificities and the nature of their specialised operations: (i) automated external defibrillator (AED); (ii) suitable airway management device (e.g. supraglottic airway devices, oropharyngeal and nasopharyngeal airways); and (iii) eye irrigator. AMC3 SPO.IDE.H.165 First-aid kit 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. Issue 1.00 Page 243 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment GM1 SPO.IDE.H.165 First-aid kit LOCATION AND USE The location of the first-aid kit is normally indicated using internationally recognisable signs. The first-aid kit ‘should be readily accessible for use’ in helicopter operations should be understood as the first-aid kit being either accessible in flight or immediately after landing. In some operations it is not practicable to use the first-aid kit during flight. Therefore, the first-aid kit can be carried in the cargo compartment, where it will be easily accessible for use as soon as the aircraft has landed, when the following conditions are met: (a) precautionary landing sites are available;

(b) the lack of cabin space is such that movement or use of the first-aid kit is impaired; and (c) the installation of the first-aid kit in the cabin is not practicable. GM2 SPO.IDE.H.165 First-aid kit STORAGE As a best practice and wherever practicable, the emergency medical equipment listed under AMC2 SPO.IDE.H.165 should be kept close together. GM3 SPO.IDE.H.165 First-aid kit CONTENT OF FIRST-AID KITS The operator may supplement first-aid kits according to the characteristics of the operation based on a risk assessment. The assessment does not require an approval by the competent authority. GM4 SPO.IDE.H.165 First-aid kit LITHIUM BATTERIES Risks related to the presence of lithium batteries should be assessed. All equipment powered by lithium batteries carried on an aeroplane should comply with the provisions of AMC1 CAT.GEN.MPA.140(f) including applicable technical standards such as (E)TSO-C142. SPO.IDE.H.175 Supplemental oxygen – non-pressurised helicopters (a) Non-pressurised helicopters operated at flight altitudes when 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) 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 Issue 1.00 Page 244 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment (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 DETERMINATION OF OXYGEN 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. 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. Issue 1.00 Page 245 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment (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.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. Issue 1.00 Page 246 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment 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, or with an automatic ELT. (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 (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 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. AMC2 SPO.IDE.H.190 Emergency locator transmitter (ELT) TYPES OF ELTs 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. Issue 1.00 Page 247 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment (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 deployed and activated by an impact, and, in some cases, also by water sensors. This type of ELT should float in water and is intended to aid SAR teams in locating the crash site. The ELT(AD) may be either a stand-alone beacon or an inseparable part of a deployable recorder. (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. AMC3 SPO.IDE.H.190 Emergency locator transmitter (ELT) 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. AMC4 SPO.IDE.H.190 Emergency locator transmitter (ELT) 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 GM1 CAT.IDE.H.280 contains explanations of terms used in point SPO.IDE.H.190 and in the related AMC. Issue 1.00 Page 248 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment GM2 SPO.IDE.H.190 Emergency locator transmitter (ELT) MAXIMUM CERTIFIED SEATING CONFIGURATION The maximum certified seating configuration does not include flight crew seats. GM3 SPO.IDE.H.190 Emergency locator transmitter (ELT) ADDITIONAL GUIDANCE The guidance provided in GM2 CAT.IDE.H.280 is applicable to point SPO.IDE.H.190. 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 autorotational 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. (b) Each life-jacket shall be equipped with a means of electric illumination for the purpose of facilitating the location of persons. (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. 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. Issue 1.00 Page 249 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment 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 the Agency 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 Implementing Rules 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 Seat cushions are not considered to be flotation devices. 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. (b) Each life-jacket shall be equipped with a means of electric illumination for the purpose of facilitating the location of persons. 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. Issue 1.00 Page 250 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment 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 the Agency or equivalent. GM1 SPO.IDE.H.197 Life-jackets – complex motor-powered helicopters SEAT CUSHIONS Seat cushions are not considered to be flotation devices. 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 effective 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. Issue 1.00 Page 251 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment 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. Table 1: Timescale within which the most vulnerable individuals are likely to succumb to the prevailing conditions. Beaufort Times within which the most vulnerable individuals are Clothing wind likely to drown assembly force (water temp 5°C) (water temp 13°C) Working clothes 0 – 2 Within ¾ hour Within 1 ¼ hours (no immersion 3 – 4 Within ½ hour Within ½ hour suit) 5 and Significantly less than ½ hour Significantly less than ½ hour above Immersion suit 0 – 2 May well exceed 3 hours May well exceed 3 hours worn over 3 – 4 Within 2 ¾ hours May well exceed 3 hours Issue 1.00 Page 252 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment Beaufort Times within which the most vulnerable individuals are Clothing wind likely to drown assembly force (water temp 5°C) (water temp 13°C) working clothes 5 and Significantly less than 2 ¾ May well exceed 3 hours (with leakage above hours. May well exceed 1 inside suit) 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 characterised 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. 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. Issue 1.00 Page 253 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment 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: (1) one approved survivor locator light; (2) one approved visual signalling device; (3) one canopy (for use as a sail, sunshade or rain catcher) or other mean to protect occupants from the elements; (4) one radar reflector; (5) one 20 m retaining line designed to hold the life-raft near the helicopter but to release it if the helicopter becomes totally submerged; (6) one sea anchor; and (7) one survival kit, appropriately equipped for the route to be flown, which should contain at least the following: (i) one life-raft repair kit; (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. Issue 1.00 Page 254 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment 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. 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. Issue 1.00 Page 255 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment 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. 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. Issue 1.00 Page 256 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment AMC1 SPO.IDE.H.203 All helicopters on flights over water – ditching EMERGENCY FLOTATION EQUIPMENT The 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. GM1 SPO.IDE.H.210 Headset GENERAL The term ‘headset’ includes any aviation helmet incorporating headphones and microphone worn by a flight crew member. Issue 1.00 Page 257 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment 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 European air traffic control, the applicable airspace requirements include the Single European Sky legislation. 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 alternate aerodromes. (d) For PBN operations the aircraft shall meet the airworthiness certification requirements for the appropriate navigation specification. (e) Helicopters shall be equipped with surveillance equipment in accordance with the applicable airspace requirements. Issue 1.00 Page 258 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment 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 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; Issue 1.00 Page 259 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment (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 (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 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 (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 RNP 1/RNP 2 continental operations. (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 (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 RNP APCH LNAV operations. (i) A-RNP; (ii) AMC 20-27; (iii) AMC 20-28; Issue 1.00 Page 260 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment (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 (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 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 (v) FAA AC 90-105 for the appropriate navigation specification. (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 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 (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 RNP APCH — LPV operations. (i) AMC 20-28; (ii) FAA AC 20-138 for the appropriate navigation specification; and (iii) FAA AC 90-107. (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 (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 10 operations. (i) RNP 10; 1 http://ad.easa.europa.eu/ad/2014-04 Issue 1.00 Page 261 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment (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 (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 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: (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). Issue 1.00 Page 262 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment 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 multi-sensor 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 European air traffic control should comply with any applicable Single European Sky legislation. (b) If the Single European Sky legislation is not applicable, the SSR transponders should operate in accordance with the relevant provisions of Volume IV of ICAO Annex 10. 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, 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. Issue 1.00 Page 263 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Instruments, Data and Equipment 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. GM2 SPO.IDE.H.230 Management of aeronautical databases 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. GM3 SPO.IDE.H.230 Management of aeronautical databases 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. Issue 1.00 Page 264 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Specific Requirements 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 theoretical and practical training for crew members to perform their tasks, the relevant training for task specialists to perform their tasks, and the qualification and nomination of persons providing such training to crew members and task specialists; (d) responsibilities and duties of crew members and task specialists; (e) helicopter 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 short line, 20 metres (m) or less 1: HESLO long line, more than 20 m 2: HESLO specialised sling load, such as: 3: 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 Advanced sling load such as: 4: Tower erecting, wire stringing, disassembly of masts and towers Issue 1.00 Page 265 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Specific Requirements (3) Operational environment and geographical area: 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. Issue 1.00 Page 266 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Specific Requirements (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 SOPs; (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. (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: Issue 1.00 Page 267 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Specific Requirements (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, 15 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); (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; (J) human factor principles; and Issue 1.00 Page 268 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Specific Requirements (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. (2) 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). (3) 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; (iii) load sequence, danger areas, performance and limitations, emergency procedures; and (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. (4) 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 between the flight crew and other task specialist(s) involved in the operation and is responsible for: (A) task specialist coordination and activities on the ground; and (B) 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; Issue 1.00 Page 269 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Specific Requirements (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; (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; Issue 1.00 Page 270 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Specific Requirements (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. (2) Ground procedures: The operator should ensure that the task specialist on the ground involved in the operation: (i) is familiar with the appropriate emergency procedures; (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; (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. Issue 1.00 Page 271 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Specific Requirements Table 1: Training minimum standards HESLO CPL(H) or ATPL(H) 1 PPL(H) only for non-commercial operations Minimum 10 hours PIC 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 CPL(H) or ATPL(H) 2 PPL(H) only for non-commercial operations HESLO level 1 completed Type rating completed Minimum 10 hours PIC on type HESLO 2 ground instruction completed Task specialist syllabus reviewed Minimum 100 HESLO cycles HESLO 2 flight instruction completed: Minimum 2 hours/20 HESLO cycles with long line HESLO 2 flights under supervision completed Minimum experience 5 hours/50 HESLO 2 cycles/5 HESLO 2 missions HESLO 2 proficiency HESLO CPL(H) or ATPL(H) 3 PPL(H) only for non-commercial operations HESLO level 1 completed to 20m Min. 500 HESLO cycles Type rating completed Minimum 10 hours PIC on type HESLO 3 ground instruction completed Task specialist syllabus reviewed Practical Task specialist training for logging HESLO 3 flight instruction completed HESLO 3 flights under supervision completed HESLO 3 proficiency HESLO CPL(H) or ATPL(H) 4 PPL(H) only for non-commercial operations Minimum 1 000 hours (H) HESLO level 2 or 3 completed Minimum 2 000 HESLO cycles Type rating completed Minimum 10 hours PIC on type HESLO 4 ground instruction completed Practical load preparation training HESLO 4 flight instruction completed HESLO 4 flights under supervision completed HESLO 4 proficiency Issue 1.00 Page 272 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Specific Requirements HESLO ground instruction, HESLO flight training, HESLO flights under supervision and HESLO proficiency assessments may be combined with the operator’s conversion course. 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 competent authority for an exemption from the provisions of the Technical Instructions if they intend not to comply with the requirements of those Instructions. SECTION 2 – Human external cargo operations (HEC) SPO.SPEC.HEC.100 Standard operating procedures The standard operating procedures for HEC 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 theoretical and practical training for crew members to perform their tasks, the relevant training for task specialists to perform their tasks, and the qualification and nomination of persons providing such training to crew members and task specialists; (d) responsibilities and duties of crew members and task specialists; (e) helicopter performance criteria necessary to be met to conduct HEC operations; (f) normal, abnormal and emergency procedures. 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. (2) Complexity of the activity: Issue 1.00 Page 273 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Specific Requirements (i) 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 Sling or cable length is less or equal to 25 m 1: HEC Sling or cable length is greater than 25 m 2: (3) 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) artic; (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) 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: Issue 1.00 Page 274 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Specific Requirements (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) 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; (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 commencind 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. Issue 1.00 Page 275 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Specific Requirements (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 assessment are to be provided; and 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; and (iii) load sequence, danger areas, performance and limitations, emergency procedures. (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 Issue 1.00 Page 276 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Specific Requirements (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 (1) Operating procedures: 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. (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 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; Issue 1.00 Page 277 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Specific Requirements (xii) third party risk management; and (xiii) environmental protection. (h) Emergency procedures (1) Operating procedures: 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. (2) Ground procedures: The operator should ensure that the task specialist on the ground involved in the operation: (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; (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 other than a simple PCDS, 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. Issue 1.00 Page 278 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Specific Requirements (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: (1) the service history of the hoist or cargo hook installation is found satisfactory to the competent authority; or (2) for hoist or cargo hook installations with an unsatisfactory service history, additional substantiation to allow acceptance by the competent authority 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. SECTION 3 – Parachute operations (PAR) SPO.SPEC.PAR.100 Standard operating procedures The standard operating procedures for PAR 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 parachute operations; (f) normal, abnormal and emergency procedures. Issue 1.00 Page 279 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Specific Requirements SPO.SPEC.PAR.105 Carriage of crew members and task specialists The requirement for task specialist’s responsibilities as 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 of the aircraft 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 shall not be applicable for crew members other than the pilot-in-command and for 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 point SPO.GEN.155, parachutists may exit the aircraft for the purpose of parachute display over congested areas of cities, towns or settlements or over an open-air assembly of persons whilst carrying smoke trail devices, provided those are manufactured for that purpose. SECTION 4 – Aerobatic flights (ABF) SPO.SPEC.ABF.100 Standard operating procedures The standard operating procedures for ABF 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 aerobatic flights; (f) normal, abnormal and emergency procedures. Issue 1.00 Page 280 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Specific Requirements SPO.SPEC.ABF.105 Documents, manuals and information to be carried The following documents listed in SPO.GEN.140(a) need not 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.190 and SPO.IDE.H.190. SECTION 5 – Maintenance check flights (MCFs) SPO.SPEC.MCF.100 Levels of maintenance check flight Before conducting a maintenance check flight, the operator shall determine the applicable level of the maintenance check flight as follows: (a) “Level A” maintenance check flight for a flight where the use of abnormal or emergency procedures, as defined in the aircraft flight manual, is expected, or where a flight is required to prove the functioning of a backup system or other safety devices; (b) a “Level B” maintenance check flight for any maintenance check flights other than a “Level A” maintenance check flight. SPO.SPEC.MCF.105 Flight programme for a 'Level A' maintenance check flight Before conducting a Level A maintenance check flight with a complex motor-powered aircraft, the operator shall develop and document a flight programme. GM1 SPO.SPEC.MCF.105 Flight programme DOCUMENTATION WHEN DEVELOPING A FLIGHT PROGRAMME When developing a flight programme, the operator should consider the applicable documentation available from the type certificate holder or other valid documentation such as the Flight Safety Foundation Functional Check Flight Compendium. Issue 1.00 Page 281 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Specific Requirements SPO.SPEC.MCF.110 Maintenance check flight manual for a 'Level A' maintenance check flight The operator conducting a “Level A” maintenance check flight shall: (a) describe those operations and associated procedures in the operations manual referred to in point ORO.MLR.100 of Annex III or in a dedicated maintenance check flight manual; (b) update the manual when necessary; (c) inform all affected personnel of the manual and of its changes that are relevant to their duties; (d) provide the competent authority with the manual and its updates. AMC1 SPO.SPEC.MCF.110 Maintenance check flight manual CONTENTS OF THE MAINTENANCE CHECK FLIGHT MANUAL The items to be covered in the manual for a ‘Level A’ maintenance check flight (MCF) with complex motor- powered aircraft should be as follows: (a) General considerations: (1) conditions requiring a MCF (e.g. heavy maintenance); (2) appropriate maintenance release before the MCF; (3) flight authorisation by the operator; (4) process to develop a flight programme and procedures; (5) relevant procedures to document MCFs in the aircraft records; and (6) policy for the determination of a ‘Level A’ or ‘Level B’ MCF. (b) Aircraft status: (1) requirements for the status of the aircraft prior to departure (e.g. MEL, CDL and multiple defects) for the purpose of conducting an MCF; (2) fuel loading, if applicable; (3) mass and balance, if applicable; and (4) specific test and safety equipment. (c) Crew selection and other persons on board: (1) qualifications; (2) experience and recency; (3) training; and (4) persons on board. (d) Briefings: (1) briefing participants; (2) specific pre-flight briefing topics: (i) aircraft status, Issue 1.00 Page 282 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Specific Requirements (ii) summary of maintenance, (iii) flight programme, specific procedures and limitations, (iv) crew members’ responsibilities and coordination, and (v) documents on board; (3) information to ATC; and (4) post-flight briefing. (e) Contents of the flight programme and procedures: the flight programme should be thoroughly developed by the operator using applicable current data. It should contain the checks to be performed in-flight and may include ‘read and do’ checklists where practicable. The following items should be included in the overall procedure: (1) in-flight briefings; (2) limits (not to be exceeded); (3) specific entry conditions; (4) task-sharing and call-outs; (5) potential risks and contingency plans; (6) information to additional crew; and (7) adequate available airspace and coordination with ATC. (f) External conditions: (1) weather and light conditions; (2) terrain; (3) ATC, airspace; and (4) airport (runway, equipment)/operating site. (g) Documentation: (1) specific documentation on board; (2) in-flight recordings; (3) results of the MCF and related data; and (4) accurate recording of the required maintenance actions after the flight. SPO.SPEC.MCF.115 Flight crew requirements for a 'Level A' maintenance check flight (a) The operator shall select adequate flight crew members considering the aircraft complexity and the level of the maintenance check flight. When selecting flight crew members for a “Level A” maintenance check flight with a complex motor-powered aircraft, the operator shall ensure all of the following: (1) that the pilot-in-command has followed a training course in accordance with point SPO.SPEC.MCF.120; if the training has been conducted in a simulator, the pilot shall conduct at least one “Level A” maintenance check flight as a pilot monitoring or as an observer before flying as a pilot-in-command on a “Level A” maintenance check flight; Issue 1.00 Page 283 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Specific Requirements (2) that the pilot-in-command has completed on aircraft of the same aircraft category as the aircraft to be flown a minimum of 1 000 flight hours, of which at least 400 hours as a pilot-in- command in a complex motor-powered aircraft and at least 50 hours on the particular aircraft type. Notwithstanding point (2) of the first paragraph, if the operator introduces a new aircraft type to its operation and has assessed the pilot's qualifications in accordance with an established assessment procedure, the operator may select a pilot having less than 50 hours experience on the particular aircraft type. (b) Pilots holding a flight test rating in accordance with MCAR Aircrew shall be given full credit for the training course stipulated in point (a)(1) of this point, provided that the pilots holding a flight test rating have obtained the required initial and recurrent crew resource management training in accordance with points ORO.FC.115 and ORO.FC.215 of Annex III. (c) A pilot-in-command shall not perform a “Level A” maintenance check flight on a complex motor- powered aircraft unless the pilot-in-command has carried out a “Level A” maintenance check flight within the preceding 36 months. (d) Recency as pilot-in-command on a “Level A” maintenance check flight is regained after performing a “Level A” maintenance check flight as an observer or a pilot monitoring, or after acting as the pilot- in-command in a “Level A” maintenance check flight in a simulator. GM1 SPO.SPEC.MCF.115 and SPO.SPEC.MCF.120 Flight crew requirements for a “Level A” maintenance check flight & Flight crew training course for Level A maintenance check flights DEFINITION OF AIRCRAFT CATEGORY In respect of the term ‘aircraft category’ used in the context of point (a) of SPO.SPEC.MCF.115 and point (c) of SPO.SPEC.MCF.120, it should be understood as ‘category of aircraft’ as defined in MCAR Aircrew, SPO.SPEC.MCF.120 Flight crew training course for Level A maintenance check flights (a) The training course required for a “Level A” maintenance check flight shall be conducted in accordance with a detailed syllabus. (b) The flight instruction for the training course shall be conducted in either of the following ways: (1) in a simulator which, for training purposes, adequately reflects the reaction of the aircraft and its systems to the checks being conducted; (2) during a flight in an aircraft demonstrating maintenance check flight techniques. (c) A training course followed on one aircraft category is considered valid for all aircraft types of that category. (d) When considering the aircraft used for the training and the aircraft to be flown during the maintenance check flight, the operator shall specify whether differences or familiarisation training is required and describe the contents of such a training. Issue 1.00 Page 284 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Specific Requirements AMC1 SPO.SPEC.MCF.120 Flight crew training course COURSE CONSIDERATIONS (a) The training course stipulated in point (a) of SPO.SPEC.MCF.120 should comprise ground training followed by a demonstration in a simulator or aircraft of the techniques for the checks in flight and failure conditions. In a demonstration performed in an aircraft, the trainer should not simulate a failure condition that could induce a safety risk. (b) The ground training should cover the specified training syllabus (see AMC2 SPO.SPEC.MCF.120). (c) The flight demonstration should include the techniques for the most significant checks covered in the ground training. As part of this demonstration, the pilots under training should be given the opportunity to conduct checks themselves under supervision. (d) The ground training and flight demonstration should be provided by experienced flight crew with test or MCF experience. Flight demonstrations should be instructed by any of the following persons: (1) a type rating instructor currently authorised by the operator to conduct MCFs; or (2) a pilot assigned by an aircraft manufacturer and experienced in conducting pre-delivery check flights; or (3) a pilot holding a flight test rating. (e) Upon successful completion of the training, a record should be kept and a training certificate issued to the trainee. AMC2 SPO.SPEC.MCF.120 Flight crew training course COURSE SYLLABUS In the case of aeroplanes and helicopters, the training course syllabus should include the following subjects: (a) Legal aspects: regulations concerning MCFs. (b) Organisation of MCFs: crew composition, persons on board, definition of tasks and responsibilities, briefing requirements for all participants, decision-making, ATC, development of a flight programme. (c) Environmental conditions: weather and light requirements for all flight phases. (d) Flight preparation: aircraft status, weight and balance, flight profile, airfield limitations, list of checks. (e) Equipment and instrumentation: on-board access to various parameters. (f) Organisation on board: CRM, crew coordination and response to emergency situations. (g) Ground checks and engine runs: review of checks and associated techniques. (h) Taxi and rejected take-off: specifications and techniques. (i) Techniques for checks of various systems: (1) aeroplanes: flight controls, high-speed and low-speed checks, autopilot and autothrottle, depressurisation, hydraulic, electricity, air conditioning, APU, fuel, anti-icing, navigation, landing gear, engine parameters and relight, air data systems. Issue 1.00 Page 285 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Specific Requirements (2) helicopters: flight controls, engine power topping, track and balance, high-wind start, autopilot, performance measurement, hydraulic, electricity, air conditioning, APU, fuel, anti- icing, navigation, landing gear, engine checks and relight, autorotation, air data systems. (j) Review of failure cases specific to these checks. (k) Post-flight analysis. SPO.SPEC.MCF.125 Crew composition and persons on board (a) The operator shall establish procedures to identify the need for additional task specialists. (b) For a “Level A” maintenance check flight, the operator shall define in its manual the policy for other persons on board. (c) For a “Level A” maintenance check flight, a task specialist or additional pilot is required in the flight crew compartment to assist the flight crew members, unless the aircraft configuration does not permit it or the operator can justify, considering the flight crew members workload based on the flight programme, that the flight crew members does not require additional assistance. GM1 SPO.SPEC.MCF.125 Crew composition and persons on board TASK SPECIALIST’S ASSIGNED DUTIES, EQUIPMENT AND TRAINING (a) The operator should ensure that the task specialist is trained and briefed as necessary to assist the flight crew, including performing functions such as but not limited to: (1) assistance on ground for flight preparation; (2) reading of a MCF checklist; and (3) monitoring and recording of relevant aircraft or systems’ parameters. (b) If a task specialist’s assigned duties are not directly related to the flight operation but to the MCF (e.g. reporting from the cabin on a certain vibration or noise), the required training and briefing should be adequate to this function. (c) The task specialist should be trained as necessary in crew coordination procedures and emergency procedures and be appropriately equipped. (d) Only personnel (crew and task specialists) essential for the completion of the flight should be on board.

SPO.SPEC.MCF.130 Simulated abnormal or emergency procedures in flight By way of derogation from point SPO.OP.185 a task specialist may be on board a “Level A” maintenance check flight if the task specialist is required to meet the intention of the flight and has been identified in the flight programme. SPO.SPEC.MCF.135 Flight time limitations and rest requirements When assigning crew members to maintenance check flights, operators subject to Subpart FTL of MCAR- ORO shall apply the provisions of that Subpart. Issue 1.00 Page 286 of 288 07 May 2025 Maldivian Civil Aviation Regulations MCAR-SPO Maldives Civil Aviation Authority Specific Requirements SPO.SPEC.MCF.140 Systems and equipment When a maintenance check flight is intended to check the proper functioning of a system or equipment, that system or equipment shall be identified as potentially unreliable and appropriate mitigation measures shall be agreed prior to the flight in order to minimise risks to flight safety. SPO.SPEC.MCF.145 Cockpit voice recorder, flight data recorder and data link recording requirements for AOC holders For a maintenance check flight of an aircraft otherwise used for CAT operations, the provisions for cockpit voice recorders (CVR), flight data recorders (FDR) and data link recorders (DLR) of MCAR-CAT shall continue to apply. Issue 1.00 Page 287 of 288 07 May 2025