AMC1 SPA.SET-IMC.105(d)(2) SET-IMC operations approval

• ED Decision 2017/004/R found in: Air Operations (965/2012) Part-ARO Part-ORO Part-CAT Part-SPA Part-NCC Part-NCO Part-SPO (Feb 2025)

AMC1 SPA.SET-IMC.105(d)(2) SET-IMC operations approval ED Decision 2017/004/R FLIGHT PLANNING (a) The operator should establish flight planning procedures to ensure that the routes and cruising altitudes are selected so as to have a landing site within gliding range. (b) Notwithstanding (a) above, whenever a landing site is not within gliding range, one or more risk periods may be used for the following operations: (1) over water; (2) over hostile environment; or (3) over congested areas. Except for the take-off and landing phase, the operator should ensure that when a risk period is planned, there is a possibility to glide to a non-congested area. The total duration of the risk period per flight should not exceed 15 min unless the operator has established, based on a risk assessment carried out for the route concerned, that the cumulative risk of fatal accident due to an engine failure for this flight remains at an acceptable level (see [GM2 SPA.SET-IMC.105(d)(2)](#_DxCrossRefBm927679542)). (c) The operator should establish criteria for the assessment of each new route. These criteria should address the following: (1) the selection of aerodromes along the route; (2) the identification and assessment, at least on an annual basis, of the continued suitability of landing sites (obstacles, dimensions of the landing area, type of the surface, slope, etc.) along the route when no aerodrome is available; the assessment may be performed using publicly available information or by conducting on-site surveys; (3) assessment of en route specific weather conditions that could affect the capability of the aeroplane to reach the selected forced landing area following loss of power (icing conditions including gliding descent through clouds in freezing conditions, headwinds, etc.); (4) consideration of landing sites’ prevailing weather conditions to the extent that such information is available from local or other sources; expected weather conditions at landing sites for which no weather information is available should be assessed and evaluated taking into account a combination of the following information: (i) local observations; (ii) regional weather information (e.g. significant weather charts); and (iii) terminal area forecast (TAF)/meteorological aerodrome report (METAR) of the nearest aerodromes; and (5) protection of the aeroplane occupants after landing in case of adverse weather. (d) At the flight planning phase, any selected landing site should have been assessed by the operator as acceptable for carrying out a safe forced landing with a reasonable expectation of no injuries to persons in the aeroplane or on the ground. All information reasonably practical to acquire should be used by the operator to establish the characteristics of landing sites. (e) Landing sites suitable for a diversion or forced landing should be programmed into the navigation system so that track and distance to the landing sites are immediately and continuously available. None of these preprogrammed positions should be altered in-flight. AMC1 SPA.SET-IMC.105(d)(2) SET-IMC operations approval ED Decision 2017/004/R FLIGHT PLANNING (a) The operator should establish flight planning procedures to ensure that the routes and cruising altitudes are selected so as to have a landing site within gliding range. (b) Notwithstanding (a) above, whenever a landing site is not within gliding range, one or more risk periods may be used for the following operations: (1) over water; (2) over hostile environment; or (3) over congested areas. Except for the take-off and landing phase, the operator should ensure that when a risk period is planned, there is a possibility to glide to a non-congested area. The total duration of the risk period per flight should not exceed 15 min unless the operator has established, based on a risk assessment carried out for the route concerned, that the cumulative risk of fatal accident due to an engine failure for this flight remains at an acceptable level (see [GM2 SPA.SET-IMC.105(d)(2)](#_DxCrossRefBm318087165)). (c) The operator should establish criteria for the assessment of each new route. These criteria should address the following: (1) the selection of aerodromes along the route; (2) the identification and assessment, at least on an annual basis, of the continued suitability of landing sites (obstacles, dimensions of the landing area, type of the surface, slope, etc.) along the route when no aerodrome is available; the assessment may be performed using publicly available information or by conducting on-site surveys; (3) assessment of en route specific weather conditions that could affect the capability of the aeroplane to reach the selected forced landing area following loss of power (icing conditions including gliding descent through clouds in freezing conditions, headwinds, etc.); (4) consideration of landing sites’ prevailing weather conditions to the extent that such information is available from local or other sources; expected weather conditions at landing sites for which no weather information is available should be assessed and evaluated taking into account a combination of the following information: (i) local observations; (ii) regional weather information (e.g. significant weather charts); and (iii) terminal area forecast (TAF)/meteorological aerodrome report (METAR) of the nearest aerodromes; and (5) protection of the aeroplane occupants after landing in case of adverse weather. (d) At the flight planning phase, any selected landing site should have been assessed by the operator as acceptable for carrying out a safe forced landing with a reasonable expectation of no injuries to persons in the aeroplane or on the ground. All information reasonably practical to acquire should be used by the operator to establish the characteristics of landing sites. (e) Landing sites suitable for a diversion or forced landing should be programmed into the navigation system so that track and distance to the landing sites are immediately and continuously available. None of these preprogrammed positions should be altered in-flight. ##### AMC1 SPA.SET-IMC.105(d)(2) SET-IMC operations approval *ED Decision 2017/004/R* **FLIGHT PLANNING** (a) The operator should establish flight planning procedures to ensure that the routes and cruising altitudes are selected so as to have a landing site within gliding range. (b) Notwithstanding (a) above, whenever a landing site is not within gliding range, one or more risk periods may be used for the following operations: (1) over water; (2) over hostile environment; or (3) over congested areas. Except for the take-off and landing phase, the operator should ensure that when a risk period is planned, there is a possibility to glide to a non-congested area. The total duration of the risk period per flight should not exceed 15 min unless the operator has established, based on a risk assessment carried out for the route concerned, that the cumulative risk of fatal accident due to an engine failure for this flight remains at an acceptable level (see [GM2 SPA.SET-IMC.105(d)(2)](#_DxCrossRefBm523089111)). (c) The operator should establish criteria for the assessment of each new route. These criteria should address the following: (1) the selection of aerodromes along the route; (2) the identification and assessment, at least on an annual basis, of the continued suitability of landing sites (obstacles, dimensions of the landing area, type of the surface, slope, etc.) along the route when no aerodrome is available; the assessment may be performed using publicly available information or by conducting on-site surveys; (3) assessment of en route specific weather conditions that could affect the capability of the aeroplane to reach the selected forced landing area following loss of power (icing conditions including gliding descent through clouds in freezing conditions, headwinds, etc.); (4) consideration of landing sites’ prevailing weather conditions to the extent that such information is available from local or other sources; expected weather conditions at landing sites for which no weather information is available should be assessed and evaluated taking into account a combination of the following information: (i) local observations; (ii) regional weather information (e.g. significant weather charts); and (iii) terminal area forecast (TAF)/meteorological aerodrome report (METAR) of the nearest aerodromes; and (5) protection of the aeroplane occupants after landing in case of adverse weather. (d) At the flight planning phase, any selected landing site should have been assessed by the operator as acceptable for carrying out a safe forced landing with a reasonable expectation of no injuries to persons in the aeroplane or on the ground. All information reasonably practical to acquire should be used by the operator to establish the characteristics of landing sites. (e) Landing sites suitable for a diversion or forced landing should be programmed into the navigation system so that track and distance to the landing sites are immediately and continuously available. None of these preprogrammed positions should be altered in-flight.