PART 2 | Certificate of registration and airworthiness of aircraft |
5.—(1) The pilot-in-command of a relevant aircraft must not operate the aircraft unless —| (a) | there is in force in respect of the aircraft a Certificate of Airworthiness duly issued or rendered valid under the law of the State of Registry or the law of the State of the Operator; | | (b) | the conditions subject to which the Certificate of Airworthiness was issued or rendered valid are complied with; and | | (c) | there is in force in respect of the aircraft a certificate of registration issued by the competent authority in —| (i) | Singapore; | | (ii) | a territory or Contracting State; or | | (iii) | some other State, country or territory (each called X) in relation to which there is in force an agreement between the Government and the government of X that makes provision for the flight in Singapore of aircraft registered in X. |
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(2) A pilot-in-command of a Singapore registered aircraft may operate the aircraft despite not complying with the requirement in paragraph (1)(a) if —| (a) | in the case of an aircraft which previously had a Certificate of Airworthiness and that Certificate of Airworthiness is no longer in force —| (i) | the flight begins and ends in Singapore without passing over any other State or country; | | (ii) | the flight is for one of the following purposes:| (A) | experimenting with or testing the aircraft (including in particular its engines) and its equipment; | | (B) | enabling the aircraft to qualify for the renewal or validation of a Certificate of Airworthiness under paragraph 7 of the Air Navigation Order (O 2); | | (C) | the issuance of a certificate of release to service under paragraph 10 of the Air Navigation Order; | | (D) | proceeding to or from a place at which any experiment, test, inspection or weighing of the aircraft is to take place for a purpose mentioned in sub-paragraph (A), (B) or (C); |
| | (iii) | the aircraft and its engines are certified as fit for flight by a holder of an aircraft maintenance licence issued under paragraph 11 of the Air Navigation Order; | | (iv) | the aircraft is carrying the minimum flight crew specified in any Certificate of Airworthiness or validation which has previously been in force under the Air Navigation Order in respect of the aircraft, or is or has previously been in force in respect of any other aircraft of identical design; | | (v) | the aircraft is not carrying any passenger or cargo except individuals performing duties in the aircraft in connection with the flight; | | (vi) | the aircraft is not flown over any congested area of a city, town or settlement; and | | (vii) | the aircraft is carrying such flight crew as may be required to ensure the safety of the aircraft; and |
| | (b) | in the case of an aircraft that never had a Certificate of Airworthiness in force —| (i) | the flight begins and ends in Singapore without passing over any other State or country; and | | (ii) | the aircraft is operated in accordance with the conditions of the permit to fly issued by the Authority in respect of the aircraft and flight. |
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(3) A pilot-in-command of an aircraft in respect of which a certificate of registration is issued in a State, country or territory mentioned in paragraph (1)(c)(ii) or (iii) may operate the aircraft despite not complying with the requirement in paragraph (1)(a) if —| (a) | the flight begins and ends in Singapore without passing over any other State or country; | | (b) | the flight is for one of the following purposes:| (i) | experimenting with or testing the aircraft (including in particular its engines) and its equipment; | | (ii) | proceeding to or from a place at which any experiment, test, inspection or weighing of the aircraft is to take place for the purpose mentioned in sub-paragraph (i); and |
| | (c) | the aircraft is operated in accordance with the conditions of the permit to fly issued by the Authority in respect of the aircraft and flight. |
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| (4) A pilot-in-command of an aircraft may operate the aircraft despite not complying with the requirements in paragraph (1)(a) and (c) if the aircraft is operated in accordance with the conditions of the permit to fly issued by the Authority in respect of the aircraft and flight. |
(5) A person applying for a permit to fly —| (a) | must make the application to the Authority in a form and manner, and provide any information, that the Authority may require; and | | (b) | must pay to the Authority the application fee, if specified in the Second Schedule. |
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(6) The Authority may issue a permit to fly that —| (a) | is valid for every flight specified in the permit; and | | (b) | is subject to any conditions that the Authority considers fit. |
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(7) Any person who fails to comply with paragraph (1) shall be guilty of an offence and shall be liable on conviction —| (a) | for a first offence, to a fine not exceeding $50,000 or to imprisonment for a term not exceeding 2 years or to both; and | | (b) | for a second or subsequent offence, to a fine not exceeding $100,000 or to imprisonment for a term not exceeding 5 years or to both. [S 38/2026 wef 01/02/2026] |
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5A.—(1) The pilot-in-command of a relevant aircraft (other than an aircraft permitted to fly without a certificate of registration under these Regulations) must not operate the aircraft unless —| (a) | in the case of a Singapore registered aircraft, the nationality mark, registration mark and markings on the aircraft are painted on or affixed to the aircraft in accordance with the requirements specified in the Air Navigation (47 — Aircraft Registration) Regulations 2026 (G.N. No. S 39/2026); or | | (b) | in the case of a foreign registered aircraft, the nationality mark, registration mark and markings on the aircraft are painted on or affixed to the aircraft in accordance with the requirements of the law of the State, country or territory in which it is registered. |
(2) A pilot-in-command must not operate a relevant aircraft that bears any mark that purports to indicate —| (a) | that the aircraft is registered in a country or territory in which the aircraft is not in fact registered; or | | (b) | that the aircraft is a State aircraft of a particular country if it is not in fact such an aircraft, unless the appropriate authority of that country has sanctioned the bearing of such marks. |
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(3) Any person who fails to comply with paragraph (1) or (2) shall be guilty of an offence and shall be liable on conviction —| (a) | for a first offence, to a fine not exceeding $20,000; and | | (b) | for a second or subsequent offence, to a fine not exceeding $40,000 or to imprisonment for a term not exceeding 15 months or to both. [S 38/2026 wef 01/02/2026] |
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| Adherence to operating limitations of aircraft |
6. When operating a relevant aircraft, the pilot-in-command must comply with —| (a) | the operating limitations of the aircraft specified in the aircraft’s flight manual, markings or placards; and | | (b) | such other requirements as may be prescribed by the State of Registry. |
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| Documents to be carried on board aircraft |
7.—(1) The pilot-in-command of a relevant aircraft must not commence any flight unless —| (a) | the aircraft carries the documents which it is required to carry under the law of its State of Registry; and | | (b) | the pilot-in-command has ascertained that the documents are in force and remain in force for the duration of the flight. |
(2) For the purpose of paragraph (1)(a), a Singapore registered aircraft is required to carry the following documents on board every flight:| (a) | its Certificate of Registration; | | (b) | its Certificate of Airworthiness; | | (c) | the appropriate licence for each flight crew member; | | (d) | the aircraft radio station licence; | | (e) | the journey log book or equivalent record; | | (f) | a noise certificate, if applicable; | | (g) | a copy of the approvals, permissions, authorisations or exemptions relevant to the flight; | | (h) | a certified true copy of any 83 bis agreement, or the agreement summary of such an 83 bis agreement, if applicable; [S 937/2020 wef 05/11/2020] | | (i) | a certified true copy of the agreement for the lease, charter, interchange or other similar arrangement for the aircraft, if applicable; | | (j) | the English translation of any document required in sub‑paragraph (a), (b), (f) or (h) that is written in a language other than English; [S 937/2020 wef 05/11/2020] | | (k) | a copy of each certificate of maintenance review in force in respect of the aircraft, if applicable. |
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| (3) The operator of a Singapore registered aircraft must provide the English translation mentioned in paragraph (2)(j), if required. |
(4) Despite paragraph (2), the documents listed in that paragraph may be kept at the aerodrome of departure if it is a flight —| (a) | that is intended to begin and end at the same aerodrome located in Singapore; and | | (b) | that does not include passage over territory of any other State in its planned flight path. |
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| Flight manual to be carried on board |
| 8. The pilot-in-command of a relevant aircraft must not commence any flight unless the aircraft’s flight manual, or equivalent document, is carried on board the aircraft. |
| Operational information and forms to be carried on board |
9. The pilot-in-command of a relevant aircraft must not commence any flight unless the following documents are carried on board the aircraft:| (a) | documentation for the pilot-in-command to record operational information; | | (b) | current and suitable charts to cover the route of the proposed flight and any route along which it is reasonable to expect that the flight may be diverted; | | (c) | if the flight involves passage over territory of more than one State —| (i) | the passenger and cargo manifests; | | (ii) | a copy of the procedures to be followed by the pilot‑in‑command of an intercepted aircraft, as published in an official publication by the AIS provider (such as an AIC, AIP or NOTAM); | | (iii) | a copy of the visual signals for use by intercepting and intercepted aircraft, as published in an official publication by the AIS provider (such as an AIC, AIP or NOTAM). |
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| Operation of radio in aircraft |
10.—(1) A person must not operate a radio station in a relevant aircraft, whether or not the aircraft is in flight, unless —| (a) | the person is duly licensed or otherwise permitted to operate the radio station under the law of the State of Registry or the State of the Operator; and | | (b) | the radio station is operated in accordance with the conditions of the radio station licence issued under the law of the State of Registry or the State of the Operator, as applicable. |
| (2) When any relevant aircraft is in flight in circumstances that require the aircraft to be equipped with radio communication equipment, a person assigned duty as a flight crew member for the flight must keep a continuous radio watch by listening to the signals transmitted upon the frequency designated by a message received from the appropriate aeronautical radio station for use by that station. |
(3) Despite paragraph (2) —| (a) | the radio watch may be discontinued, or continued on another frequency, for reasons of safety or to the extent that a message received from the appropriate aeronautical station permits; and | | (b) | the radio watch may be kept by a device installed in the aircraft if —| (i) | the appropriate aeronautical radio station has been informed to that effect and has raised no objection; and | | (ii) | the aeronautical radio station is designated as being capable of transmitting a signal suitable for that purpose. |
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| (4) A person must not operate a radio station in any relevant aircraft in a way that causes interference which would impair the efficiency of aeronautical telecommunications or navigational services. |
(5) A person operating a radio station in a relevant aircraft may not make any emissions from the radio station unless —| (a) | in accordance with general international aeronautical practice —| (i) | the emissions are of the class and frequency in use in the airspace in which the aircraft is flying at the time of flight; | | (ii) | the emissions are messages and signals of distress, urgency or safety; or | | (iii) | the emissions are messages and signals relating to the flight of the aircraft; or |
| | (b) | the emissions are such public correspondence messages as may be permitted by or under the aircraft radio station licence mentioned in paragraph (1). |
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| Ground operation of aircraft |
11.—(1) A relevant operator must ensure that an aeroplane is not taxied on the movement area of any aerodrome unless the person at the controls of the aeroplane —| (a) | is an appropriately qualified pilot; or | | (b) | is duly authorised by the operator, or the operator’s designated agent, upon the operator or designated agent being satisfied that —| (i) | the person is fully competent to taxi the aeroplane; | | (ii) | the person is qualified to use the aeroplane’s radio communication equipment if radio communications are required; | | (iii) | the person has received instruction from a competent person on —| (A) | the current layout of the aerodrome; and | | (B) | where appropriate, information on the routes, signs, markings, lights, signals and instructions sent by the appropriate air traffic control unit, phraseology and procedures involved; and |
| | (iv) | the person is able to conform to the operational standards required for safe movement of the aeroplane at the aerodrome. |
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(2) A relevant operator must ensure that —| (a) | a helicopter rotor is not turned under power for the purpose of flight except by an appropriately qualified pilot; and | | (b) | a helicopter rotor is not turned under power for any purpose other than flight except by a person who —| (i) | is duly authorised by the operator or the operator’s designated agent; and | | (ii) | has been provided with training, and has been briefed, on the procedures to be followed. |
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| Method of carriage of persons |
12.—(1) A relevant operator must ensure that, when a relevant aircraft is in flight, no person is carried in or on any part of the aircraft which was not designed for the accommodation of persons.| (2) A relevant operator must not carry any person in or on any object, other than a glider or flying machine, towed by or attached to a relevant aircraft that is in flight. |
(3) Despite paragraphs (1) and (2), a relevant operator may allow a person to have temporary access to any part of a relevant aircraft when the aircraft is in flight —| (a) | to take any action necessary for the safety of the aircraft, or the safety of any person or cargo in the aircraft; or | | (b) | if the part of the aircraft where cargo or stores are carried is designed to enable a person to have access while the aircraft is in flight, to access the cargo or stores carried. |
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| Flight instruction and testing |
| 13. An operator of a relevant aircraft in Singapore (that is not a balloon) must not use the aircraft for the purpose of flight instruction in Singapore unless that aircraft is equipped with fully functioning dual controls. |
| 14. The pilot-in-command of a relevant aircraft must ensure that every person assigned duty as a flight crew member for the flight is able to speak and understand the level of English used for aeronautical radiotelephony communications. |
| Information on emergency and survival equipment carried |
15.—(1) The operator of a flight mentioned in regulation 3(1)(a) or (b) must have available, for immediate communication to rescue coordination centres when necessary, information on the emergency and survival equipment carried on board each of the operator’s aircraft.(2) The information required under paragraph (1) on the emergency and survival equipment carried on such an aircraft includes —| (a) | the number, colour and type of the life rafts; | | (b) | the type of pyrotechnics; | | (c) | details of emergency medical supplies and water supplies; and | | (d) | the type and operating frequencies of any emergency portable radio equipment, if such equipment is carried. |
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| Storage of baggage and cargo |
16.—(1) The pilot-in-command of a relevant aircraft must not commence a flight if any item carried on board the aircraft, including any item of baggage and cargo —| (a) | is not stowed and restrained in accordance with the instructions in the aircraft’s flight manual; and | | (b) | is not packaged to avoid injury to any person on board the aircraft. |
(2) The pilot-in-command of a relevant aircraft must not permit any item of baggage or cargo carried on board the aircraft —| (a) | to exceed the load limitation for the seats, berths, or floor structure as specified by the flight manual or by placards; | | (b) | to be located in a position that restricts the access to or use of any required emergency exit; or | | (c) | to be located in a position where the item of baggage or cargo may —| (i) | restrict access to any flight control equipment or part of the aircraft cockpit; or | | (ii) | restrict visibility of any flight instrument. |
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| Portable electronic devices |
| 17. The operator of a flight mentioned in regulation 3(1)(a) or (b), must ensure that a person does not operate any portable electronic device on the aircraft except with the permission of the pilot‑in‑command of the aircraft. |
| Responsibility of pilot-in-command |
18.—(1) The pilot-in-command for a flight mentioned in regulation 3(1)(a) or (b) is responsible for —| (a) | the safety and security of all persons on board the aircraft; | | (b) | the operation and safety of the aircraft from the moment the aircraft starts an engine for the purpose of take‑off until —| (i) | the aircraft comes to a complete rest at the end of the flight; and | | (ii) | all of the engines used as primary propulsion units are shut down and, if applicable, all of the rotor blades are stopped; and |
| | (c) | the security of the aircraft when the aircraft is being operated. |
(2) A pilot-in-command’s responsibilities under paragraph (1) include —| (a) | ensuring that the flight does not commence if any person assigned duty as a flight crew member for that flight is or is likely to be unable to perform the person’s duties as a result of incapacitation by any cause such as injury, sickness, fatigue, or the effects of psychoactive substances; | | (b) | ensuring that the flight does not continue beyond the nearest suitable aerodrome when the capacity of a person, assigned duty as a required flight crew member for the flight, to perform the person’s assigned duties is significantly reduced by impairment of faculties from causes such as fatigue, sickness or lack of oxygen; | | (c) | reporting all known or suspected defects in the aircraft at the termination of the flight; | | (d) | preserving the flight recorder records if the aircraft is involved in an accident or serious incident; | | (e) | notifying the appropriate local authority, in the event of an emergency situation that necessitates action in violation of local regulations or procedures; and | | (f) | reporting any act of unlawful interference to the Authority and to the designated local authority. |
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| Prohibition of use of psychoactive substances |
| 19.—(1) A person must not perform any duty or function in the capacity of a flight dispatcher, or any personnel involved in preparation or conduct of a flight involving a relevant aircraft if the person is under the influence of any psychoactive substance which may render the person unable to perform such duty or function in a safe and proper manner. [S 179/2019 wef 31/03/2019] (2) A person must not perform any duty or function in the capacity of a pilot if —| (a) | at any time during the person’s flight duty period —| (i) | there is more than 0.02 grams of ethanol in 210 litres of the person’s breath; or | | (ii) | the person is under the influence of any psychoactive substance to such extent as to be incapable of performing that duty or function in a safe and proper manner; or |
| | (b) | the person has, at any time in the period of 8 hours before the start of the person’s flight duty period, consumed —| (i) | any food or drink or other substance that contains any form of ethanol; or | | (ii) | any psychoactive substance. [S 179/2019 wef 31/03/2019] |
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(3) A person who fails to comply with paragraph (1) or (2) shall be guilty of an offence and shall be liable on conviction —| (a) | for a first offence, to a fine not exceeding $50,000 or to imprisonment for a term not exceeding 2 years or to both; and | | (b) | for a second or subsequent offence, to a fine not exceeding $100,000 or to imprisonment for a term not exceeding 5 years or to both. [S 179/2019 wef 31/03/2019] |
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(4) For the purposes of this regulation, a reference to a person who is under the influence of any psychoactive substance which may render the person unable to perform a duty or function in a safe and proper manner, includes a reference to a person who engages in the use of one or more psychoactive substances in a way that —| (a) | constitutes a direct hazard to the person or endangers the lives, health or welfare of others; or | | (b) | causes or worsens an occupational, social, mental or physical problem or disorder suffered by the person. [S 837/2025 wef 29/12/2025] |
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20. The pilot-in-command for a flight mentioned in regulation 3(1)(a) or (b) must take all reasonable steps to ensure that —| (a) | before commencing the flight —| (i) | all passengers are made familiar with the location and use of —| (A) | safety belts or any other restraints; | | (B) | the aircraft’s emergency exits; | | (C) | the life jackets provided, if required to be carried; | | (D) | other emergency equipment provided for individual use, including passenger safety cards; | | (E) | flotation equipment, if required to be carried; | | (F) | any oxygen dispensing equipment provided for the use of passengers, if required to be carried; | | (G) | the emergency proximity escape path marking system, if required to be installed; and | | (H) | all other devices intended for individual use by the passengers in the case of an emergency, as required to be carried; and |
| | (ii) | all passengers are made aware of the restrictions on smoking in the aircraft; |
| | (b) | during take-off, landing and such other times as necessary, all persons on board the aircraft are instructed to be secured in their seats by means of the safety belts or other restraints provided; and | | (c) | in the event of an emergency occurring during flight, all persons on board the aircraft are instructed in such emergency action as may be appropriate to the circumstances. |
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| 20A. [Deleted by S 34/2026 wef 01/02/2026] |
| Use and preservation of flight recorders and records |
21.—(1) For every flight mentioned in regulation 3(1)(a) or (b) where the aircraft is required to carry a flight recorder, the pilot‑in‑command must ensure that —| (a) | each installed flight recorder is operated from the time any engine is first started for the purpose of taking off until the termination of the flight when the aircraft is no longer capable of moving under its own power; | | (b) | depending on the availability of electrical power, each installed airborne image recorder or airborne image recording system, or cockpit voice recorder or cockpit audio recording system, is operated from a time as early as possible during the cockpit check before any engine is first started at the beginning of the flight until the cockpit checks immediately after engine shutdown at the end of the flight; and | | (c) | each installed flight recorder is not to be switched off at any time during the flight. |
| (2) Where a Singapore registered aircraft, or any aircraft operated by a Singapore operator, is to be flown for more than one flight in a day, the pilot‑in‑command of the aircraft must, before the first flight of the day, monitor the built‑in test for the flight recorders (including any associated flight data acquisition unit when installed) by manual or automatic checks. |
(3) The operator of a flight mentioned in regulation 3(1)(a) or (b) must retain, for a period in accordance with the Sixth Schedule, a record of the flight data (including a means of identifying the flight to which the record relates) of at least one representative flight —| (a) | that was made in the 12 months immediately preceding the flight; and | | (b) | that includes a take-off, climb, cruise, descent, approach to landing and landing. |
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(4) In the event of an accident or serious incident involving a relevant aircraft —| (a) | the pilot-in-command must ensure that all installed flight recorders are de-activated upon completion of the flight to preserve flight recorder records; and | | (b) | the operator must retain the flight recorder records, and the associated flight recorders where possible, in safe custody for a period of 90 days (or such longer period as determined by the Director‑General of Civil Aviation) after the accident or serious incident. |
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| (5) The operator of a flight mentioned in regulation 3(1)(a) or (b) must ensure that the documentation, concerning flight data recorder and airborne data recording system parameters, that is provided to an accident investigating authority is in electronic format and in line with industry specifications. |
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| Disclosure and use of shielded information |
21A.—(1) Subject to paragraph (2), a person commits an offence if —| (a) | the person is, or has been —| (i) | an operator of a flight mentioned in regulation 3(1)(a) or (b); or | | (ii) | an associate of an operator mentioned in sub‑paragraph (i); |
| | (b) | the person uses information, or discloses information to another person or to a court; | | (c) | the person when using or disclosing information knew, or was reckless as to whether, the information is shielded information; and | | (d) | the information is shielded information. |
(2) Paragraph (1) does not apply to any of the following: | (a) | disclosure to a court in criminal proceedings for an offence under paragraph (1); | | (b) | disclosure or use for the purposes of an investigation under the Transport Safety Investigations Act 2018 (Act 36 of 2018) or reporting a known or suspected act of unlawful interference required by that Act; [S 837/2025 wef 29/12/2025] | | (c) | disclosure to the Authority for the purposes of maintaining or improving aviation safety; | | (d) | disclosure or use of Category 1 shielded information in accordance with paragraph (3); | | (e) | disclosure or use of Category 2 shielded information in accordance with paragraph (4). |
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(3) Category 1 shielded information may be disclosed or used for any of the following purposes: | (a) | disclosure or use to enable inspection of the installed cockpit voice recorder, cockpit audio recording system, Class A airborne image recorder or Class A airborne image recording system (as the case may be) that recorded the Category 1 shielded information or from which that Category 1 shielded information is obtained; | | (b) | disclosure or use in order, and to the extent necessary, to maintain or improve aviation safety and in a form that does not identify any individual; | | (c) | disclosure or use in criminal proceedings unrelated to an applicable aviation occurrence to the extent authorised by the Director‑General of Civil Aviation under paragraph (5). |
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(4) Category 2 shielded information may be disclosed or used for any of the following purposes:| (a) | disclosure or use for purposes relating to the airworthiness or maintenance of the aircraft; | | (b) | disclosure or use in order, and to the extent necessary, to maintain or improve aviation safety and in a form that does not identify any individual; | | (c) | disclosure or use in any civil proceedings, criminal proceedings or other proceedings unrelated to an applicable aviation occurrence to the extent authorised by the Director‑General of Civil Aviation under paragraph (5). |
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(5) The Director-General of Civil Aviation may, after having regard to the likely effect that the disclosure or use might have on any current or future collection and availability of aviation safety related information, authorise (with or without conditions) —| (a) | the disclosure or use of Category 1 shielded information in any criminal proceedings unrelated to an applicable aviation occurrence; or | | (b) | the disclosure or use of Category 2 shielded information in any civil proceedings, criminal proceedings or other proceedings unrelated to an applicable aviation occurrence. |
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| (6) An operator or an associate of an operator (as the case may be) must, in respect of any shielded information that the operator or the associate discloses to another person or to a court, protect the shielded information by making reasonable security arrangements to prevent unauthorised access, collection, use, disclosure, copying, modification, disposal or similar risks. |
| (7) A person who contravenes paragraph (6) shall be guilty of an offence. |
| (8) A person who is guilty of an offence under paragraph (1) or (7) shall be liable on conviction to a fine not exceeding $20,000 or to imprisonment for a term not exceeding 12 months or to both. |
(9) In this regulation — | “applicable aviation occurrence” means an aviation occurrence to which the Transport Safety Investigations Act 2018 applies; |
“associate”, in relation to an operator, means — | (a) | an employee of that operator; | | (b) | a contractor or sub‑contractor of that operator; or | | (c) | an employee of a contractor or sub‑contractor mentioned in paragraph (b); |
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| “aviation occurrence”, “civil proceedings”, “criminal proceedings”, “investigation” and “other proceedings” have the meanings given by section 2 of the Transport Safety Investigations Act 2018; |
| “Category 1 shielded information” means any information recorded by or obtained from an installed cockpit voice recorder, cockpit audio recording system, Class A airborne image recorder or Class A airborne image recording system; |
| “Category 2 shielded information” means any information recorded by or obtained from an installed flight data recorder, airborne data recording system, Class B airborne image recorder, Class C airborne image recorder, Class B airborne image recording system or Class C airborne image recording system; |
| “shielded information” means any Category 1 shielded information and any Category 2 shielded information. [S 209/2020 wef 01/04/2020] |
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| Division 2 — Operational procedures |
| Operational control and compliance with air traffic control |
| 22.—(1) The pilot-in-command of a relevant aircraft is responsible for the operational control of the aircraft. [S 837/2025 wef 29/12/2025] | (2) The pilot-in-command of a relevant aircraft for a flight is also responsible for communicating by radio or data link with, and for complying with air traffic control instructions received for the flight from, the appropriate air traffic control unit, unless regulation 41(2) applies. [S 837/2025 wef 29/12/2025] |
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22A.—(1) Subject to paragraphs (2) and (4), the pilot-in-command of a relevant aircraft in flight (including when in the movement area of an aerodrome) must operate the aircraft —| (a) | in compliance with the applicable Rules of the Air; and | | (b) | in the case of a Singapore registered aircraft that is in flight over the high seas, in compliance with the applicable Rules of the Air. |
(2) However, a breach of any requirement in paragraph (1) is permissible during flight (including when in the movement area of an aerodrome) only if the pilot-in-command of the relevant aircraft is satisfied —| (a) | that —| (i) | an emergency involving a danger to life or property has arisen in flight; | | (ii) | the extent of the breach of the requirement goes only as far as is necessary to deal with the emergency; | | (iii) | there is no other reasonable means of alleviating, avoiding or assisting with the emergency; and | | (iv) | the degree of danger involved in complying with the requirement is clearly greater than the degree of danger involved in deviating from it; or |
| | (b) | that the breach is necessary to comply with the law of any country (including Singapore) within which the aircraft then is, and the extent of the breach of the requirement goes only as far as is necessary to comply with that law. |
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(3) In the event of a breach of any requirement in paragraph (1) because of any circumstances in paragraph (2), the pilot-in-command of the relevant aircraft must, not later than 10 days after the happening of the breach, give written notice about the breach and the circumstances that necessitated it, to the Director-General of Civil Aviation if —| (a) | the breach happened anywhere within any Singapore airspace; or | | (b) | the breach happened elsewhere and involved a Singapore registered aircraft. |
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(4) Despite paragraph (1), the provisions of the Rules of the Air which are Paragraphs 4.6 and 5.1.2 of Annex 2 to the Chicago Convention do not apply to —| (a) | an aircraft being used for law enforcement purposes within Singapore airspace; | | (b) | an aircraft flying in accordance with the conditions in a permit to fly issued under regulation 5(6); or [S 38/2026 wef 01/02/2026] | | (c) | an aircraft flying under a permission for an exhibition of flying granted under paragraph 55A(4) of the Air Navigation Order. |
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| (5) Paragraph (3) applies in addition to regulation 18(2)(e). [S 837/2025 wef 29/12/2025] |
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| 22B. The pilot-in-command of a relevant aircraft which is flying within Singapore airspace in sight of the ground and following a road, railway, canal or coastline, or any other line of landmarks, must keep that line of landmarks on the aircraft’s left. [S 837/2025 wef 29/12/2025] |
22C. The pilot-in-command of a relevant aircraft which is intercepted by another aircraft in flight within Singapore airspace must comply with the applicable procedures for the pilot-in-command of an intercepted aircraft as set out in the following provisions of the Rules of the Air:| (a) | Annex 2 to the Chicago Convention, Appendix 1, Signals, Section 2, Signals for use in the event of interception; | | (b) | Annex 2 to the Chicago Convention, Appendix 2, Sections 2 and 3, Interception of Civil Aircraft, Attachment A, Interception of Civil Aircraft. [S 837/2025 wef 29/12/2025] |
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23.—(1) The pilot-in-command of a relevant aircraft must not commence a flight unless the pilot‑in‑command has obtained, become familiar with, and acted on all the relevant information concerning the flight.(2) The information that a pilot-in-command is required to obtain, become familiar with, and act on, under paragraph (1) includes —| (a) | the current and forecast meteorological information; | | (b) | the fuel and oil requirements for the flight; | | (c) | all relevant details of the planned load; | | (d) | the alternatives available if the flight cannot be completed as planned; | | (e) | any known or likely traffic delays as informed by the appropriate air traffic services unit in an official publication issued by the appropriate air traffic services unit (such as an AIC, AIP or NOTAM); | | (f) | the status of the communication and navigation facilities to be used for the flight; | | (g) | for the aerodrome of intended use, the current conditions, restrictions and runway lengths; | | (h) | all airspace restrictions that may apply on or adjacent to the planned route and alternatives available; and | | (i) | any volcanic activity within the vicinity of the planned route. |
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24. The pilot-in-command of a relevant aircraft must not commence a flight unless the pilot-in-command is satisfied that —| (a) | the aircraft is airworthy and in a condition for safe flight; | | (b) | the documents and manuals required to be carried on the aircraft are on board; | | (c) | the instruments and equipment installed on the aircraft are appropriate, and in accordance with Division 6, taking into account the expected flight conditions; | | (d) | the installed instruments and equipment are in operable condition except for any instrument or item of equipment which the minimum equipment list states may be inoperable or not installed; | | (e) | any necessary maintenance has been carried out in accordance with Division 7; | | (f) | the correct quantity and type of fuel and oil, and engine coolant if required, are carried for the intended flight and that a safe margin has been allowed for contingencies; | | (g) | the aircraft is capable of safely completing the intended flight, having regard to the performance of the aircraft in the expected flight conditions and to any obstructions on the intended route; | | (h) | the mass of the aircraft and centre of gravity are such that the flight can be conducted safely, taking into account the expected flight conditions; | | (i) | any load carried on board is properly distributed and safely secured; and | | (j) | the aircraft operating limitations contained in the aircraft’s flight manual will not be exceeded. |
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| 25. Before the commencement of a flight of a relevant aircraft, the pilot‑in‑command must ensure that the flight plan to be filed for the flight is prepared and is filed with all appropriate air traffic services units, in accordance with the Rules of the Air. [S 908/2024 wef 28/11/2024] |
| Operating in icing conditions — ground procedures |
26.—(1) For every flight mentioned in regulation 3(1)(a) or (b), the pilot‑in‑command must not operate the aircraft in conditions where ground icing is known or suspected to be present, unless the aircraft —| (a) | is inspected for icing; and | | (b) | is given such de‑icing and anti‑icing treatment as may be required upon inspection. |
(2) For every flight mentioned in regulation 3(1)(a) or (b), the pilot‑in‑command must not perform a take‑off in the aircraft if —| (a) | the aircraft has snow, ice or frost adhering to any wing, rotor, stabiliser or control surface of the aircraft; or | | (b) | the aircraft has frost adhering to any propeller, windscreen or engine installation, |
| unless such action is specifically permitted by the aircraft’s flight manual and the take‑off is performed in accordance with the procedures in the aircraft’s flight manual. |
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| Operating in icing conditions — flight procedures |
| 27. For any flight mentioned in regulation 3(1)(a) or (b), the pilot‑in‑command must not commence the flight or intentionally fly the aircraft into expected or actual icing conditions unless the aircraft is certificated and equipped to cope with such conditions. |
28.—(1) For any flight mentioned in regulation 3(1)(a) or (b), the pilot-in-command must not commence the flight from any aerodrome unless the pilot-in-command has ascertained, by every reasonable means available, that —| (a) | the ground facilities at the aerodrome (including communication facilities and navigation aids) that are required for the safe operation of the aircraft are adequate for the type of operation to be conducted; and | | (b) | the airspace containing the intended route from the aerodrome of departure to the aerodrome of arrival (including any intended take-off alternate aerodrome, destination alternate aerodrome and en-route alternate aerodrome) can be safely used for the type of operation to be conducted. |
(2) A pilot-in-command mentioned in paragraph (1) must —| (a) | if the pilot-in-command ascertains or observes in the course of conducting the operation that the ground facilities mentioned in paragraph (1)(a) are not adequate for the type of operation conducted — report, without undue delay, the inadequacy of the ground facilities to the authority responsible for the ground facilities; and | | (b) | if the pilot-in-command ascertains or observes in the course of conducting the operation that the airspace mentioned in paragraph (1)(b) is not safe for the type of operation conducted — report, without undue delay, the unsafe condition of the airspace to all appropriate air traffic services units and the person who prepared the flight plan for the operation. [S 937/2020 wef 05/11/2020] |
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28A.—(1) The operator of a relevant aircraft must engage a suitable signal man for every flight involving a relevant aircraft.| (2) For the purposes of paragraph (1), a suitable signal man is an individual who, or any signalling equipment which, conforms to the requirements of Paragraphs 3.4.2, 3.4.3, 3.4.4, 3.4.5 and 3.4.6 of Annex 2 to the Chicago Convention when signalling to or marshalling an aircraft. |
(3) The pilot-in-command of a relevant aircraft commits an offence if —| (a) | a standard visual signal is displayed to the aircraft during the flight; or | | (b) | a visual signal other than a standard visual signal is displayed —| (i) | to the aircraft when on or in the traffic zone of an aerodrome; and | | (ii) | by or under the authority of the aerodrome operator for the purposes of marshalling the aircraft, |
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| and the pilot-in-command does not comply with that signal. |
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| (4) Paragraph (3) does not apply if the pilot-in-command reasonably believes that compliance with the signal is likely to endanger the safety of the aircraft or any person or property. |
(5) A person who is guilty of an offence under paragraph (3) shall be liable on conviction —| (a) | for a first offence, to a fine not exceeding $50,000 or to imprisonment for a term not exceeding 2 years or to both; and | | (b) | for a second or subsequent offence, to a fine not exceeding $100,000 or to imprisonment for a term not exceeding 5 years or to both. [S 837/2025 wef 29/12/2025] |
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| Use of aerodromes and landing sites |
29.—(1) For any flight mentioned in regulation 3(1)(a) or (b), the pilot‑in‑command must not operate the aircraft at any aerodrome or landing site unless —| (a) | the aerodrome or landing site is adequate, taking into account the performance of the aircraft and the characteristics of the runway; and | | (b) | at the expected time of use, the aerodrome or landing site is available and equipped with the necessary ancillary services and facilities (including air traffic services, lighting, communications, weather reporting, navigation aids and emergency services). |
(2) For any flight mentioned in regulation 3(1)(a) or (b) involving a helicopter, the pilot‑in‑command must not operate the helicopter unless the pilot‑in‑command is satisfied that —| (a) | any place to be used as a heliport, or landing site, within a congested area of a city, town or settlement has physical characteristics, obstacle limitation surfaces and visual aids commensurate with the characteristics of the helicopter being operated and the ambient light conditions; | | (b) | any place to be used as a heliport, or as a place to hover, that is outside a congested area of a city, town or settlement —| (i) | is suitable for the helicopter to hover clear of obstructions; and | | (ii) | if it is to be used as a heliport, has a surface area suitable for touchdown and lift‑off; and |
| | (c) | any place to be used as a heliport, or as a place to hover, has approach and take‑off paths such that, if the helicopter is not operating in Performance Class 1, an emergency landing can be conducted without causing undue risk to any person or property on the ground. |
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(3) A person must not operate —| (a) | any helicopter from an elevated heliport in a congested area within Singapore; or | | (b) | any Singapore registered helicopter from an elevated heliport in a congested area outside Singapore, |
| unless the helicopter is being operated in Performance Class 1. |
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| (4) A Singapore operator must not operate any helicopter from an elevated heliport in a congested area outside Singapore unless the helicopter is being operated in Performance Class 1. |
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| Requirement to use certified aerodromes |
30.—(1) The pilot‑in‑command of any aircraft within Singapore that is being operated for commercial air transport must not take off or land at any place in Singapore other than —| (a) | an aerodrome certified in accordance with Part 2 of the Air Navigation (139 — Aerodromes) Regulations 2023 (G.N. No. S 10/2023); or [S 11/2023 wef 01/03/2023] | | (b) | a government aerodrome listed in an official publication issued by the AIS provider (such as an AIP or a NOTAM). |
| (2) The pilot-in-command of an aircraft within Singapore that is being operated for a purpose other than commercial air transport must not take off or land at any place in Singapore other than an aerodrome described in paragraph (1)(a) or (b) unless otherwise approved by the Director‑General of Civil Aviation. |
(3) Despite paragraphs (1) and (2), the pilot-in-command of an aircraft in Singapore may select any suitable site in Singapore to land the aircraft during an emergency if —| (a) | there is no alternative landing site; and | | (b) | the risks to other parties have been minimised. |
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| General aerodrome operating minima |
31.—(1) The pilot-in-command for a flight mentioned in regulation 3(1)(a) or (b) must not use an aerodrome as a departure, destination or alternate aerodrome if the aerodrome operating minima established by the State of the Aerodrome cannot be complied with.| (2) The pilot-in-command of a helicopter for a flight mentioned in regulation 3(1)(a) or (b) must not conduct any night operation without ground lighting to illuminate the final approach and take‑off area, the runway and any obstacle within the aerodrome unless, before the commencement of the operation, the Director‑General of Civil Aviation granted the pilot‑in‑command permission to conduct the operation without the requisite ground lighting. |
| (3) The Director-General of Civil Aviation may grant the permission mentioned in paragraph (2) subject to such conditions as the Director‑General of Civil Aviation considers necessary or expedient to impose. |
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| Aerodrome operating minima — general requirements |
32.—(1) The pilot-in-command of a Singapore registered aircraft must, for every aerodrome that may be used in an aircraft operation, establish aerodrome operating minima —| (a) | that takes into account the factors listed in paragraph (2); and | | (b) | that must not be lower than the aerodrome operating minima established or otherwise approved for that aerodrome by the State of the Aerodrome established or otherwise. |
(2) The pilot-in-command of a Singapore registered aircraft must take into account the following factors when establishing the aerodrome operating minima:| (a) | the type, performance and handling characteristics of the aircraft; | | (b) | the pilot-in-command’s competence and experience; | | (c) | the dimensions and characteristics of the runways and final approach and take‑off areas that may be selected for use; | | (d) | the adequacy and performance of the available visual and non‑visual ground aids; | | (e) | the equipment available on the aircraft for the purpose of navigation and control of the flight path, during take‑off, approach, flare, landing, rollout and any missed approach; | | (f) | the obstacles in the approach, the missed approach and the climb‑out areas necessary for the execution of contingency procedures; | | (g) | the obstacle clearance altitude for the instrument approach procedures; | | (h) | the means to determine and report meteorological conditions; | | (i) | the flight technique to be used during the final approach. |
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(3) The pilot-in-command of a relevant aircraft must not use any head‑up display or enhanced vision system, where equipped, to gain operational credit in operations with lower visibility than that allowed under the aerodrome operating minima except under and in accordance with an approval granted to the operator —| (a) | in the case of an aircraft operated for general aviation, by the State of Registry; or | | (b) | in the case of an aircraft operated for commercial air transport or aerial work, by the State of the Operator. |
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(4) For the purposes of paragraph (3) —| (a) | where the aircraft is a Singapore registered aircraft operated for general aviation; or | | (b) | where the aircraft is operated by a Singapore operator, |
| the relevant approval is an approval granted by the Director‑General of Civil Aviation under the Air Navigation (98 — Special Operations) Regulations 2018 (G.N. No. S 442/2018) for that purpose. |
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| (5) The operator of a flight mentioned in regulation 3(1)(a) or (b) must not use aerodrome operating minima lower than Category I for any flight except under and in accordance with an approval granted to the operator by the Director-General of Civil Aviation under the Air Navigation (98 — Special Operations) Regulations 2018 for that purpose. |
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| Aerodrome operating minima — commercial air transport operations by foreign operator in Singapore |
33.—(1) A foreign operator conducting commercial air transport operations must not operate an aircraft in or over Singapore unless the foreign operator —| (a) | has provided the Director-General of Civil Aviation with such particulars of the foreign operator’s aerodrome operating minima for aerodromes in Singapore that the foreign operator has specified for the purpose of limiting the use of aerodromes in Singapore for take‑off or landing by the foreign operator’s aircraft; and | | (b) | has complied with the instruction, if any, given by the Director‑General of Civil Aviation to make an amendment or an addition to the aerodrome operating minima mentioned in sub‑paragraph (a) for the purpose of ensuring the safety of the aircraft or the safety, efficiency or regularity of air navigation in Singapore. |
| (2) The Director-General of Civil Aviation may, from time to time, require the foreign operator to provide the particulars mentioned in paragraph (1)(a). |
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| Noise abatement procedures |
34.—(1) The pilot-in-command of a relevant aircraft must comply with noise abatement procedures to the extent that the procedures do not have a detrimental effect on aircraft safety.(2) The pilot-in-command of a Singapore registered aircraft of a type specified in paragraph (5) may not land or take off in Singapore unless —| (a) | there is in force a noise certificate in respect of that aircraft that is issued by the Director‑General of Civil Aviation in accordance with the Air Navigation Order; and | | (b) | all of the conditions subject to which the noise certificate was issued are complied with. |
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(3) The pilot-in-command of a foreign registered aircraft of a type specified in paragraph (5) —| (a) | that is in or over Singapore; or | | (b) | that is operated by a Singapore operator, |
| may not land or take off in Singapore unless paragraph (4) can be complied with. |
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(4) For a foreign registered aircraft of a type specified in paragraph (5) to land or take‑off in Singapore —| (a) | there must be in force a noise certificate in respect of that aircraft —| (i) | that is issued, or validated, by the competent authority of the State of Registry pursuant to Annex 16 to the Chicago Convention; or | | (ii) | that is issued, or validated, by the competent authority of the State of Registry and the Director‑General of Civil Aviation is of the opinion that the standards applied by that competent authority are substantially equivalent to Annex 16 to the Chicago Convention; and |
| | (b) | all of the conditions subject to which the noise certificate was issued must be complied with. |
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(5) For the purposes of paragraphs (2), (3) and (4), the specified aircraft types are —| (a) | any subsonic jet aeroplane; | | (b) | any supersonic aeroplane; | | (c) | any propeller-driven aeroplane, other than —| (i) | a propeller-driven aeroplane that is specifically designed and used for agricultural or firefighting purposes; and | | (ii) | a propeller-driven aeroplane with an MCTOM not exceeding 8,618 kg that is specifically designed and used for aerobatic purposes; and |
| | (d) | any helicopter, other than a helicopter that is specifically designed and used —| (i) | for agricultural or firefighting purposes; or | | (ii) | for the purpose of carrying an external load. |
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(6) Paragraphs (2), (3) and (4) do not apply to —| (a) | an aircraft to be flown in accordance with regulation 5(2), (3) or (4); or [S 38/2026 wef 01/02/2026] | | (b) | an aircraft in respect of which no noise certification standards are specified in Annex 16 to the Chicago Convention. |
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| Alternate aerodromes — general requirements |
35. The pilot-in-command of a Singapore registered aircraft must not nominate an aerodrome as an alternate aerodrome unless —| (a) | where the aerodrome has a specified instrument approach procedure, weather forecasts indicate that, at the estimated time of use of the alternate aerodrome, the cloud ceiling and visibility will be at or above the minima specified; or | | (b) | where the aerodrome has no specified instrument approach procedure, weather forecasts indicate that the cloud ceiling and visibility will be at or above the VFR minima specified in the Rules of the Air. |
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36.—(1) Subject to paragraph (2), the pilot‑in‑command of a Singapore registered aeroplane must nominate at least one destination alternate aerodrome for any flight of the aeroplane that is to be conducted in accordance with the Instrument Flight Rules.(2) A destination alternate aerodrome is not required for a flight of a Singapore registered aeroplane that is conducted in accordance with the Instrument Flight Rules —| (a) | when the duration of the flight from the departure aerodrome, or from the point of in‑flight re‑planning, to the destination aerodrome is such that, taking into account all meteorological conditions and operational information relevant to the flight, at the estimated time of use of the destination aerodrome, a reasonable certainty exists that —| (i) | the approach and landing may be made under visual meteorological conditions; and | | (ii) | the destination aerodrome has separate runways that are usable, with at least one runway having an operational instrument approach procedure; or |
| | (b) | when all of the following conditions are met:| (i) | the aerodrome of intended landing is an isolated aerodrome; | | (ii) | a standard instrument approach procedure is prescribed for the aerodrome of intended landing; | | (iii) | a point of no return is determined; | | (iv) | the flight is continued past the point of no return only when the current available meteorological information indicates that both of the following meteorological conditions will exist at the aerodrome of intended landing at the estimated time of use:| (A) | a cloud base of at least 300 m (1,000 ft) above the minimum cloud base associated with the instrument approach procedure; | | (B) | visibility of at least 5.5 km (3 NM), or of 4 km (2 NM) more than the minimum visibility associated with the procedure. |
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| (3) Subject to paragraph (4), the pilot-in-command of a Singapore registered helicopter must nominate at least one destination alternate heliport for any flight of the helicopter that is to be conducted under the Instrument Flight Rules. |
(4) A destination alternate heliport is not required for a flight of a Singapore registered helicopter that is conducted in accordance with the Instrument Flight Rules —| (a) | when the current available meteorological information indicates that, at the estimated time of use of the heliport of intended landing, the following meteorological conditions will exist:| (i) | a cloud base of at least 120 m (400 ft) above the minimum cloud base associated with the instrument approach procedure; | | (ii) | visibility of at least 1.5 km more than the minimum visibility associated with the procedure; or |
| | (b) | when all of the following conditions are met:| (i) | the heliport of intended landing is an isolated heliport; | | (ii) | no suitable alternate heliport is available; | | (iii) | an instrument approach procedure is prescribed for the isolated heliport of intended landing; | | (iv) | a point of no return is determined, if the heliport of intended landing is an offshore destination. |
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| (5) The pilot-in-command of a Singapore registered aircraft must ensure that, for every flight mentioned in paragraph (1) or (3) (as the case may be), the flight plan specifies the aerodrome or heliport that was nominated as the destination alternate aerodrome or destination alternate heliport. |
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| Fuel and oil requirements — aeroplanes |
37.—(1) The pilot-in-command of a Singapore registered aeroplane must not commence a flight unless the aeroplane carries sufficient fuel and oil to complete the flight, taking into account weather reports, forecasts and weather conditions.(2) In paragraph (1), “sufficient fuel” means the amount of fuel required for an aeroplane —| (a) | when flying in accordance with the Instrument Flight Rules —| (i) | to complete the flight to the intended destination with the final reserve fuel remaining if —| (A) | a destination alternate aerodrome is not required in accordance with regulation 36(2)(a); or | | (B) | the intended destination is an isolated aerodrome; or |
| | (ii) | to fly to the intended destination, and then to an alternate, and complete the flight with the final reserve fuel remaining, if a destination alternate aerodrome is required in accordance with regulation 36(1); |
| | (b) | when flying in accordance with the Visual Flight Rules by day, to complete the flight to the intended destination with the final reserve fuel remaining; or | | (c) | when flying in accordance with the Visual Flight Rules by night, to complete the flight to the intended destination with the final reserve fuel remaining. |
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| (3) When fuel is used after the commencement of the flight for any purpose other than the originally intended purpose (as determined during pre‑flight planning), the pilot‑in‑command of the Singapore registered aeroplane must re‑analyse the fuel required and adjust the planned operation, if applicable. |
| (4) Nothing in this regulation prohibits the amendment of a flight plan of an aeroplane in flight in order to change the destination aerodrome if the requirements in this regulation can be complied with from the point where the flight is re‑planned. |
(5) In this regulation, “final reserve fuel” means —| (a) | for the purposes of paragraph (2)(a)(i) and (ii) and (c), the amount of fuel required for an aeroplane to fly for 45 minutes at the aeroplane’s normal cruising speed; and | | (b) | for the purpose of paragraph (2)(b), the amount of fuel required for an aeroplane to fly for 30 minutes at the aeroplane’s normal cruising speed. |
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| Fuel and oil requirements — helicopters |
38.—(1) The pilot-in-command of a Singapore registered helicopter must not commence a flight unless the helicopter carries sufficient fuel and oil to complete the flight, taking into account the following factors:| (a) | meteorological conditions forecast; | | (b) | expected air traffic control routings and traffic delays; | | (c) | for IFR flights, to allow for one instrument approach at the destination heliport, including a missed approach; | | (d) | the procedures for loss of pressurisation, where applicable, or failure of one engine while en-route; | | (e) | any other conditions that may delay the landing of the helicopter, or increase fuel or oil consumption, or both. |
(2) In paragraph (1), “sufficient fuel” means the amount of fuel required for a helicopter —| (a) | when flying in accordance with the Instrument Flight Rules and a destination alternate heliport is not required in accordance with regulation 36(4)(a) —| (i) | to fly to and execute an approach at the intended destination; and | | (ii) | to have a final reserve fuel, and an additional amount of fuel to provide for the increased consumption of fuel on the occurrence of potential contingencies, remaining thereafter; |
| | (b) | when flying in accordance with the Instrument Flight Rules and a destination alternate heliport is required in accordance with regulation 36(3) —| (i) | to fly to and execute an approach and a missed approach at the intended destination; | | (ii) | to fly to and execute an approach at the alternate heliport specified in the flight plan after the procedures in sub‑paragraph (i); and | | (iii) | to have a final reserve fuel, and an additional amount of fuel to provide for the increased consumption of fuel on the occurrence of potential contingencies, remaining after the procedures in sub‑paragraphs (i) and (ii); |
| | (c) | when flying in accordance with the Instrument Flight Rules and a destination alternate heliport is not available in accordance with regulation 36(4)(b), to fly for a period that will, based on geographic and environment conditions at the destination heliport, enable a safe landing to be made; and | | (d) | when flying in accordance with the Visual Flight Rules —| (i) | to fly to the intended destination; and | | (ii) | to have a final reserve fuel, and an additional amount of fuel to provide for the increased consumption of fuel on the occurrence of potential contingencies, remaining thereafter. |
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| (3) When fuel is used after the commencement of the flight for purposes other than the originally intended purpose (as determined during pre‑flight planning), the pilot‑in‑command of the Singapore registered helicopter must re‑analyse the fuel required and adjust the planned operation, if applicable. |
(4) In this regulation, “final reserve fuel” means —| (a) | for the purpose of paragraph (2)(a), the amount of fuel required for a helicopter to fly for 30 minutes at 450 m (1,500 ft) above the destination heliport or landing location, holding at endurance speed, under standard temperature conditions, with standard approach procedures and standard landing procedures; | | (b) | for the purpose of paragraph (2)(b), the amount of fuel required for a helicopter to fly for 30 minutes at 450 m (1,500 ft) above the destination alternate heliport or landing location, holding at endurance speed, under standard temperature conditions, and with standard approach procedures and standard landing procedures; and | | (c) | for the purpose of paragraph (2)(d), the amount of fuel required for a helicopter to fly for 20 minutes at endurance speed. |
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| In-flight fuel management |
39.—(1) The pilot-in-command of a relevant aircraft must monitor the amount of usable fuel remaining on board to ensure the amount of usable fuel is not less than the amount of fuel required to proceed to an aerodrome or landing site (as applicable) where a safe landing can be made, with the planned final reserve fuel remaining.(2) The pilot-in-command of a relevant aircraft must advise the appropriate air traffic control unit of a minimum fuel state by declaring “MINIMUM FUEL” when, after committing to land at a specific aerodrome or landing site (as applicable), the pilot‑in‑command calculates that the aircraft may land with less than the planned final reserve fuel if there is —| (a) | any change to the existing clearance to that aerodrome or landing site; or | | (b) | any other air traffic delay. |
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| (3) The pilot-in-command of a relevant aircraft must declare a situation of fuel emergency by broadcasting “MAYDAY MAYDAY MAYDAY FUEL” when the calculated usable fuel estimated to be available upon landing at the nearest aerodrome or landing site (as applicable) where a safe landing can be made is less than the planned final reserve fuel. |
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| 40. The pilot-in-command for a flight mentioned in regulation 3(1)(a) or (b) must ensure that, where a checklist is provided to ensure compliance with operating procedures, the checklist is used by the assigned flight crew. |
| Use of Airborne Collision Avoidance System II (ACAS II) |
41.—(1) When ACAS II is installed in an aircraft mentioned in regulation 3(1)(a) or (b), the pilot‑in‑command must ensure that ACAS II is used during flight in a mode that enables Resolution Advisories (RAs) to be produced unless the use of ACAS II in that mode is not appropriate for conditions existing at the time.| (2) When ACAS II produces an RA, the pilot flying the aircraft mentioned in paragraph (1) must immediately take the corrective action indicated by the RA, even if the action conflicts with an instruction from the appropriate air traffic control unit. |
| (3) The pilot flying an aircraft mentioned in paragraph (1) must use appropriate procedures to ensure that a rate of climb or descent not exceeding 8 m/sec (1,500 ft/min) is achieved throughout the last 300 m (1,000 ft) of climb or descent to the assigned altitude or flight level unless the appropriate air traffic control unit instructs otherwise. |
| (4) Nothing in this regulation prohibits the pilot-in-command of an aircraft mentioned in paragraph (1) from exercising the pilot‑in‑command’s judgment and full authority in the choice of action to resolve a traffic conflict or avert a potential collision. |
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42.—(1) For every flight mentioned in regulation 3(1)(a) or (b), the pilot-in-command must ensure that —| (a) | every person assigned duty on the flight as a crew member who is on duty during take‑off, landing or such other time as the pilot‑in‑command directs, is at the crew member’s station with the safety belt, or harness where so equipped, fastened unless the person’s absence is necessary for the performance of duties in connection with the operation of the aircraft; or | | (b) | every person assigned duty on the flight as a flight crew member who is required to be on flight deck duty remains at the flight crew member’s station with the safety belt fastened unless the person’s absence is necessary for the performance of duties in connection with the operation of the aircraft or out of physiological need. |
| (2) A person assigned duty as a crew member for a flight mentioned in regulation 3(1)(a) or (b) must not perform any activity during a critical phase of flight unless the activity is required for the safe operation of the aircraft. |
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43.—(1) The pilot-in-command for an aircraft mentioned in regulation 3(1)(a) or (b) that has a non‑pressurised cabin must ensure that —| (a) | when the aircraft is flying above flight level 100 up to and including flight level 130, and the duration of the flight at those altitudes is more than 30 minutes, all the flight crew members use oxygen; | | (b) | before the aircraft reaches flight level 130, the method of use of the oxygen provided in the aircraft is demonstrated to all passengers; and | | (c) | when the aircraft is flying above flight level 130 —| (i) | all passengers and crew members are instructed to use oxygen; and | | (ii) | all the flight crew members continuously use oxygen. |
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| (2) The pilot-in-command for an aircraft mentioned in regulation 3(1)(a) or (b) that has a non‑pressurised cabin must not operate the aircraft above flight level 250. |
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| Flight crew communication |
44. A person assigned duty as a flight crew member for any flight mentioned in regulation 3(1)(a) or (b), and who is required to be on flight deck duty for the aircraft, must communicate through a boom or throat microphone if the aircraft is —| (a) | an aeroplane that is operating in accordance with the Instrument Flight Rules below transition level or altitude; or | | (b) | a helicopter. |
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45.—(1) A relevant operator must ensure that the aircraft is not refuelled or defuelled when any passenger is embarking, disembarking or on board the aircraft.| (2) A relevant operator must ensure that a helicopter is not refuelled or defuelled when a helicopter rotor is turning. |
(3) Paragraphs (1) and (2) do not apply when —| (a) | the aircraft being refuelled or defuelled is properly attended to by the pilot‑in‑command or other qualified personnel, who is ready to initiate and direct an evacuation of the aircraft in the most practical and expeditious means available; and | | (b) | the relevant operator has ensured that two‑way communications is maintained, by the aircraft’s intercommunications system or other suitable means, between the ground crew supervising the refuelling or defueling and the qualified personnel mentioned in sub‑paragraph (a). |
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(4) A relevant operator must ensure that appropriate precautions are taken —| (a) | when refuelling an aircraft with a fuel other than aviation kerosene; | | (b) | when refuelling an aircraft results in a mixture of aviation kerosene with other aviation turbine fuels; or | | (c) | when an open line is used. |
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46. When the refuelling or defuelling of a relevant aircraft results in spilled fuel that is likely to endanger persons or property, the operator must ensure that —| (a) | the refuelling or defuelling is stopped immediately; | | (b) | the emergency services, where available, are summoned; | | (c) | immediate action is taken to reduce the fire hazard; and | | (d) | the aircraft is moved clear of the contaminated area, with the agreement of any attending emergency services, before any of the aircraft’s engine is started. |
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47. On the completion of a flight mentioned in regulation 3(1)(a) or (b), the pilot-in-command must —| (a) | record in the journey log book or equivalent record, the information specified in regulation 108; and [S 209/2020 wef 01/04/2020] | | (b) | record in the technical log or other document acceptable to the Director‑General of Civil Aviation, any aircraft defects that were identified during the flight. [S 209/2020 wef 01/04/2020] |
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| Reporting of weather and hazardous conditions |
48.—(1) The pilot-in-command of a relevant aircraft must make a report to the appropriate aeronautical station as soon as possible when any of the following conditions are encountered or observed during flight:| (a) | moderate or severe turbulence; | | (b) | moderate or severe icing; | | (c) | severe mountain wave; | | (d) | thunderstorm (with or without hail), that are obscured, embedded, widespread or in squall lines; | | (e) | heavy duststorm or heavy sandstorm; | | (f) | volcanic ash cloud; | | (g) | pre‑eruption volcanic activity or a volcanic eruption; | | (h) | any hazardous conditions other than those associated with meteorological conditions, that in the pilot‑in‑command’s opinion is likely to affect the safety of other aircraft. |
| (2) The report made under paragraph (1) must provide such details as may be pertinent to the safety of other aircraft. |
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| Reporting of unsatisfactory runway braking action |
48A.—(1) The pilot-in-command of an aeroplane operated by a holder of an air operator certificate granted under the Air Navigation (119 — Air Operator Certification) Regulations 2018 must, as soon as possible after encountering an unsatisfactory runway braking action while landing the aircraft at an aerodrome, make a report to the air traffic control unit at that aerodrome.(2) The report made under paragraph (1) must —| (a) | be made in the form and manner that the Director-General of Civil Aviation requires; and | | (b) | contain any information regarding the runway surface conditions encountered at the aerodrome by the pilot-in-command that the Director-General of Civil Aviation requires. |
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| (3) In paragraph (1), “unsatisfactory runway braking action” means a braking action that is worse than anticipated by the pilot-in-command, based on the information available to the pilot-in-command regarding the runway surface conditions at the aerodrome of intended landing. [S 836/2021 wef 04/11/2021] |
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| Reporting of accidents, incidents and occurrences |
49. The pilot-in-command of a relevant aircraft is responsible for notifying the nearest appropriate authority by the quickest available means of —| (a) | any accident involving the aircraft resulting in serious injury or the death of a person, or substantial damage to the aircraft or property; or | | (b) | an emergency landing by the aircraft, as described in regulation 30(3). |
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| Obligation to report reportable safety matters |
50.—(1) A responsible person must make a report to the Authority in accordance with the notification requirements specified in the Third Schedule if the responsible person has knowledge of any reportable safety matter specified in the Third Schedule involving a flight mentioned in regulation 3(1)(a) or (b).(2) In paragraph (1), a “responsible person” means —| (a) | in the case of an aircraft operated by a Singapore operator, the Singapore operator; or | | (b) | in any other case involving a Singapore registered aircraft, the pilot‑in-command. |
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(3) A responsible person who fails to comply with paragraph (1) shall be guilty of an offence and shall be liable on conviction —| (a) | for a first offence, to a fine not exceeding $50,000; and | | (b) | for a second or subsequent offence, to a fine not exceeding $100,000. [S 768/2018 wef 24/11/2018] |
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| (4) To avoid doubt, nothing in this regulation affects the operation of regulation 16 of the Air Navigation (139 — Aerodromes) Regulations 2023. [S 11/2023 wef 01/03/2023] |
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| Occupation of seats and wearing of restraints |
51.—(1) For a flight mentioned in regulation 3(1)(a) or (b), the pilot‑in‑command must require every person in the aircraft to occupy a seat or berth and to fasten the person’s safety belt or restraining belt, or shoulder harness or single diagonal shoulder belt if equipped, at the following times:| (a) | during take-off and landing; | | (b) | when the aircraft is flying at a height of less than 1,000 ft above the surface, unless operational requirements preclude such restraints and the procedures are approved by the Director‑General of Civil Aviation; | | (c) | at any time when the pilot‑in‑command considers it necessary for the person’s safety; | | (d) | during aerobatic flight; and | | (e) | at all times, if the aircraft is an open cockpit aircraft. |
| (2) For a flight mentioned in regulation 3(1)(a) or (b), the pilot‑in‑command must require each passenger to place the passenger’s seat in the take‑off and landing configuration during take‑off and landing. |
(3) Paragraph (1)(a), (b) and (c) does not apply to a child below 2 years of age if the child —| (a) | is held by an adult who is occupying a seat or berth and who has the child securely restrained; or | | (b) | is accompanied by a parent, a guardian, or an attendant designated by the child’s parent or guardian to attend to the safety of the child during the flight and the child —| (i) | is occupying a seat equipped with an approved child restraint system; and | | (ii) | does not exceed the specified mass limit for that system. |
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| (4) Paragraphs (1) and (2) do not apply if the aircraft is a balloon. |
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| Familiarity with operating limitations and emergency equipment |
52. For a flight mentioned in regulation 3(1)(a) or (b), the pilot‑in‑command must be familiar with the following matters before commencing the flight:| (a) | the aircraft’s flight manual; | | (b) | any placard, listing, or instrument marking containing an operating limitation specified for the aircraft by the manufacturer or the Director‑General of Civil Aviation; | | (c) | the emergency equipment installed on the aircraft; | | (d) | the identity of every crew member assigned to operate an item of emergency equipment; | | (e) | the procedures to be followed for the use of normal and emergency equipment in an emergency situation. |
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53.—(1) A relevant operator must not use an aircraft to tow a glider unless —| (a) | the Certificate of Airworthiness issued or rendered valid in respect of the towing aircraft under the law of its State of Registry includes an express provision that the aircraft may be used for that purpose; and | | (b) | the towing of the glider —| (i) | is carried out in accordance with an approval granted under the Air Navigation (137 — Aerial Work) Regulations 2018; or | | (ii) | where sub‑paragraph (i) does not apply, is carried out for such purpose as the Director‑General of Civil Aviation may approve, subject to any condition that may be imposed on the approval. [S 677/2018 wef 09/10/2018] |
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| (2) The relevant operator must ensure that the combination of towing aircraft, tow rope and glider in flight does not exceed 150 m in length. |
(3) The pilot-in-command of a relevant aircraft must not commence a flight with a glider in tow unless the pilot‑in‑command is satisfied of the following matters:| (a) | the tow rope is in good condition and is of adequate strength to tow the glider; | | (b) | the combination of the towing aircraft and the glider, having regard to the performance of the combination in the conditions to be expected on the intended flight and to any obstructions at the place of departure and on the intended route, is capable of safely taking off, reaching and maintaining a safe height at which the towing aircraft may separate from the glider; | | (c) | the towing aircraft can make a safe landing at the intended destination after separating from the glider; | | (d) | signals have been agreed and communications established with persons suitably stationed so as to enable the glider to take off safely; | | (e) | emergency signals have been agreed between the pilot‑in‑command of the towing aircraft and the pilot‑in‑command of the glider —| (i) | for the pilot-in-command of the towing aircraft to indicate that the tow should be immediately released by the glider; and | | (ii) | for the pilot-in-command of the glider to indicate that the tow cannot be released. |
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| (4) In this regulation and regulation 54, “towing aircraft” means an aircraft that is used to tow a glider. |
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| Towing, picking up and raising of persons and articles |
54.—(1) Subject to paragraph (2), a relevant operator must not, by any means external to an aircraft, use the aircraft —| (a) | to tow an article other than a glider; or | | (b) | to pick up or raise any person, animal or article. |
(2) A relevant operator may use the aircraft for the purposes in paragraph (1)(a) or (b) if —| (a) | the Certificate of Airworthiness issued or rendered valid in respect of the aircraft under the laws of its State of Registry includes an express provision that the aircraft may be used for that purpose; and | | (b) | the operation —| (i) | is carried out in accordance with an approval granted under the Air Navigation (137 — Aerial Work) Regulations 2018; or | | (ii) | where sub‑paragraph (i) does not apply, is carried out for such purpose as the Director‑General of Civil Aviation may approve, subject to any condition that may be imposed on the approval. [S 677/2018 wef 09/10/2018] |
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| (3) A relevant operator must ensure that an aircraft does not tow any article other than a glider when in flight at night or when flight visibility is less than 1.6 km. |
(4) A relevant operator must ensure that combination of towing aircraft, tow rope and article in tow does not exceed —| (a) | 150 m in length; or | | (b) | such other length as the Director-General of Civil Aviation may authorise upon application by the operator. |
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(5) A relevant operator must ensure that, when an article, a person or an animal, is being suspended from a helicopter that it operates —| (a) | the helicopter does not fly at any height over a congested area of a city, town or settlement; and | | (b) | the helicopter does not carry any passenger other than a passenger who has duties to perform in connection with the article, person or animal being suspended. |
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| (6) Nothing in this regulation prohibits an aircraft from picking up or raising any person, animal or article in an emergency or for the purpose of saving life. |
| (7) This regulation does not apply to a relevant aircraft that is being flown in accordance with the conditions of the permit to fly issued by the Authority in respect of the aircraft and flight. [S 38/2026 wef 01/02/2026] |
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| Dropping of persons and articles |
55.—(1) A relevant operator must ensure that no article, animal or person, whether or not attached to a parachute, is dropped or permitted to drop to the surface from an aircraft flying in Singapore unless —| (a) | the Certificate of Airworthiness issued or rendered valid in respect of the aircraft under the law of its State of Registry includes an express provision that the aircraft may be used for that purpose; and | | (b) | the operation —| (i) | is carried out in accordance with an approval granted under the Air Navigation (137 — Aerial Work) Regulations 2018; or | | (ii) | where sub‑paragraph (i) does not apply, is carried out for such purpose as the Director‑General of Civil Aviation may approve, subject to any condition that may be imposed on the approval. [S 677/2018 wef 09/10/2018] |
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(2) Paragraph (1) does not apply to —| (a) | the descent of persons by parachute from an aircraft in an emergency; or | | (b) | the dropping of articles by or with the authority of the pilot‑in‑command of the aircraft under the following circumstances:| (i) | the dropping of articles for the purpose of saving life; | | (ii) | the jettisoning of fuel or other articles in the aircraft, in the case of an emergency; | | (iii) | the dropping of ballast in the form of fine sand or water; | | (iv) | the dropping of ropes, banners or similar articles towed by an aircraft at an aerodrome in accordance with the arrangements made with the appropriate air traffic control unit for that aerodrome. [S 837/2025 wef 29/12/2025] |
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| (3) In this regulation, “dropping” includes projecting and lowering. |
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| Division 2A — Airspace restrictions and control |
| Designation of airspace and controlled aerodromes, etc. |
55A.—(1) The following designations made by the Authority in the discharge of its function under section 7(1)(f) of the Civil Aviation Authority of Singapore Act 2009, do not take effect until published or caused to be published by the Authority in an AIP or a NOTAM:| (a) | a designation that an aerodrome is a controlled aerodrome; | | (b) | a designation that a volume of airspace extending upwards from ground or water to a specified altitude is a control zone; | | (c) | a designation that a volume of airspace extending upwards from a specified altitude is a control area; | | (d) | a designation that a volume of airspace is airspace classified in accordance with Annex 11 to the Chicago Convention. |
(2) If a designation under paragraph (1)(d) provides that a volume of airspace of a specified class ceases to be airspace of that class and becomes airspace of another specified class, the designation must specify —| (a) | one or more of the following:| (i) | the dates or days on which the airspace is designated to be of a particular class; | | (ii) | the times when the airspace is designated to be of a particular class; | | (iii) | the class of the airspace on all other dates or days, and times, other than those specified under sub-paragraph (i) or (ii); or |
| | (b) | the conditions under which the volume of airspace of the specified class ceases to be airspace of that class and becomes airspace of another specified class. |
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(3) Unless earlier revoked, a designation made under this regulation ceases to have effect —| (a) | on the day, or on the day and time, specified in the designation; | | (b) | on the day, or on the day and time, of the occurrence of an event specified in the designation; or | | (c) | in the circumstances specified in the designation. |
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(4) To avoid doubt, nothing in this Division prevents the Authority from publishing or causing to be published in an AIP or a NOTAM —| (a) | any aeronautical information required by the Act or the Chicago Convention to be so included; and | | (b) | any other matter that the Authority is satisfied is relevant to air navigation. [S 837/2025 wef 29/12/2025] |
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| Air routes and airways and particulars of air traffic services |
55B.—(1) The following made by the Authority in the discharge of its function under section 7(1)(f) of the Civil Aviation Authority of Singapore Act 2009, do not take effect until published or caused to be published by the Authority in an AIP or a NOTAM:| (a) | a designation of air routes and airways in airspace for the purpose of assisting the safe navigation of aircraft; | | (b) | a determination of the conditions of use of a designated air route or airway in sub-paragraph (a); | | (c) | a direction, relating to the safety of aircraft, in connection with the use or operation of a designated air route or airway in sub-paragraph (a). |
(2) The particulars of air traffic services that are to be provided by the Authority, in accordance with Annex 11 to the Chicago Convention, for any of the following must be published or caused to be published by the Authority in an AIP or a NOTAM:| (a) | a controlled aerodrome; | | (b) | airspace of any class; | | (c) | a control area or a control zone, including details of the manner in which the services are to be provided; | | (d) | a flight information region. [S 837/2025 wef 29/12/2025] |
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| Declaration of prohibited, restricted, etc., areas |
55C.—(1) A part of Singapore airspace is —| (a) | a prohibited area if it is declared by the Director-General of Civil Aviation as an airspace in respect of which it is necessary to prohibit the flight of all aircraft over the area; or | | (b) | a restricted area if it is declared by the Director-General of Civil Aviation as an airspace in respect of which it is necessary to restrict the flight of aircraft over the area to aircraft flown in accordance with specified conditions in the declaration. |
(2) A prohibited area or a restricted area may be declared by the Director-General of Civil Aviation under paragraph (1)(a) or (b) in respect of any Singapore airspace only if it is necessary —| (a) | due to military necessity; | | (b) | in the interest of national security; | | (c) | to protect the safety of aircraft in flight within the airspace; | | (d) | to prevent or reduce potential danger to the general public; or | | (e) | to protect a structure or site (manmade or natural) that is of national importance or significance which if damaged would pose a risk to public safety or security. |
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(3) In addition, a prohibited area or a restricted area may be declared by the Director-General of Civil Aviation under paragraph (1)(a) or (b) in respect of any Singapore airspace for a fixed period only if it is necessary —| (a) | due to the happening of an event or a series of events (whether naturally occurring or caused by human acts or omissions) that —| (i) | endangers or threatens to endanger the safety or health of people in Singapore, or causes or threatens to cause destruction or loss of or damage to property in Singapore; and | | (ii) | requires a significant coordinated response using the combined resources of the Government; or |
| | (b) | due to exceptional circumstances posing a risk to public safety that are existing and that warrant the declaration. |
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| (4) A flying training area is any part of Singapore airspace declared under this regulation by the Director-General of Civil Aviation as a flying training area because there exists within or over that part of Singapore airspace any flying training activity that is a potential danger to aircraft flying within or over that airspace. |
| (5) A danger area is any part of the airspace within which the Authority may discharge its function under section 7(1)(f) of the Civil Aviation Authority of Singapore Act 2009, that is declared under this regulation by the Director-General of Civil Aviation as a danger area. |
(6) However, the Director-General of Civil Aviation must not declare under paragraph (5) a volume of airspace to be a danger area unless he or she is satisfied that —| (a) | there may exist within the airspace activities dangerous to the flight of any aircraft over or in the airspace at times; and | | (b) | information as to the nature of the danger or when the danger is active ought to be published to enable the pilot-in-command of any aircraft to take precautions. |
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| (7) No declaration made under this regulation takes effect until it is published or caused to be published by the Authority in an AIP or a NOTAM in accordance with paragraphs (8), (9) and (10). |
(8) Any declaration of a prohibited area, a restricted area, a flying training area or a danger area made under this regulation —| (a) | must specify the area by reference to its boundaries; | | (b) | must specify that the effect of the declaration is indefinite or for a fixed period of time, and if not indefinite, when or the circumstances in which the declaration ceases to have effect; and | | (c) | may specify the boundaries of the area to extend to a volume of airspace and the boundaries of a volume of airspace above that area to which the declaration applies. |
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(9) A declaration of a prohibited area, a restricted area, a flying training area or a danger area must be published —| (a) | in an AIP — if the declaration is to have effect for a period of 3 months or longer; or | | (b) | in a NOTAM — in any other case. |
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(10) Unless earlier revoked, a declaration made under this regulation ceases to have effect —| (a) | on the day, or on the day and time, specified in the declaration; | | (b) | on the day, or on the day and time, of the occurrence of an event specified in the declaration; or | | (c) | in the circumstances specified in the declaration. [S 837/2025 wef 29/12/2025] |
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| Unauthorised entry into prohibited area or restricted area |
55D.—(1) The pilot-in-command of a relevant aircraft for a flight commits an offence if, during the flight —| (a) | the aircraft —| (i) | is in a prohibited area in Singapore airspace; or | | (ii) | is in a restricted area in Singapore airspace in contravention of a condition relating to the declaration of the area as a restricted area under regulation 55C; and |
| | (b) | the pilot-in-command does not comply with paragraph (2) as soon as he or she becomes aware that the aircraft is in that prohibited area or restricted area. |
(2) The pilot-in-command must —| (a) | if the aircraft is fitted with or carries a means for the pilot-in-command to communicate with ATS during the flight — inform the appropriate air traffic control unit for the prohibited area or restricted area that the aircraft is in the area; and | | (b) | fly the aircraft out of the prohibited area or restricted area or, if the aircraft is a balloon or airship and it is not possible to fly the aircraft out of the area, land the aircraft and inform the appropriate air traffic services authority for the prohibited area or restricted area as soon as it is practicable. |
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(3) A person who is guilty of an offence under paragraph (1) shall be liable on conviction —| (a) | for a first offence, to a fine not exceeding $50,000 or to imprisonment for a term not exceeding 2 years or to both; and | | (b) | for a second or subsequent offence, to a fine not exceeding $100,000 or to imprisonment for a term not exceeding 5 years or to both. [S 837/2025 wef 29/12/2025] |
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| Aircraft operations at controlled aerodrome in Singapore |
55E.—(1) This regulation applies to the pilot-in-command of an aircraft in relation to the use by the aircraft of a controlled aerodrome in Singapore.(2) The pilot-in-command must —| (a) | conduct aircraft operations at a controlled aerodrome in accordance with the aeronautical information published or caused to be published by the Authority in an AIP or a NOTAM; and | | (b) | obtain clearance from the appropriate air traffic control unit of the aerodrome to do any of the following, unless ATS are not in operation for the aerodrome:| (i) | taxi on any part of the movement area; | | (ii) | enter, cross, or backtrack on, a runway; | | (iii) | pushback; | | (iv) | take off; | | (v) | land. [S 837/2025 wef 29/12/2025] |
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| Restrictions on helicopter operations |
55F.—(1) This regulation applies to the pilot-in-command of a helicopter in relation to operating the helicopter within a control area or a control zone.(2) The pilot-in-command of a flight of a relevant aircraft which is a helicopter must not cause the helicopter to be, while in flight in Singapore airspace —| (a) | within the control zone called the Changi control zone; or | | (b) | overland and outside any of the designated air routes or airways for helicopter flights, being air routes or airways not within the Changi control zone, |
| except in any of the exceptional circumstances in paragraph (3). |
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(3) The exceptional circumstances for the purposes of paragraph (2) are —| (a) | the pilot-in-command has prior permission from the Director-General of Civil Aviation to operate the helicopter as described in paragraph (2)(a) or (b) and does so in accordance with the terms of that permission; | | (b) | the pilot-in-command is undertaking flying training activity in a flying training area declared under regulation 55C(4); or | | (c) | the pilot-in-command of the helicopter is satisfied that —| (i) | an emergency involving a danger to life or property has arisen in flight; and | | (ii) | it is not reasonably practicable to obtain the prior permission required by sub-paragraph (a) or to comply with the conditions of the prior permission. |
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| (4) The Director-General of Civil Aviation may, on application, grant the permission mentioned in paragraph (3)(a). [S 837/2025 wef 29/12/2025] |
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| Division 3 — Operating limitations |
| Meteorological conditions — VFR flight |
| 56. The pilot-in-command of a relevant aircraft must not commence a flight in accordance with the Visual Flight Rules unless current meteorological reports, or a combination of current reports and forecasts, indicate that the meteorological conditions along the route or that part of the route to be flown in accordance with the Visual Flight Rules will be such as to enable compliance with the Visual Flight Rules at the appropriate time. |
| Meteorological conditions — IFR flight |
57. Where a relevant aircraft is to be operated in accordance with the Instrument Flight Rules, the pilot‑in‑command —| (a) | must not take off from the departure aerodrome unless —| (i) | the meteorological conditions at the departure aerodrome are at or above the aerodrome operating minima for that operation at the time of use; and | | (ii) | the current meteorological reports, or a combination of current reports and forecasts, indicate that the meteorological conditions at the aerodrome of intended landing, or at every alternate aerodrome selected in accordance with regulation 35 or 36 (as the case may be), will be at or above the aerodrome operating minima for that operation at the estimated time of use; and |
| | (b) | must not continue beyond the point of in‑flight re‑planning unless paragraph (a)(ii) can be complied with. |
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| Departure limitations — IFR flight |
58.—(1) The pilot-in-command of a relevant aircraft must not commence a flight in accordance with the Instrument Flight Rules unless —| (a) | the weather conditions at the departure aerodrome are at or above the weather minima specified for take-off in accordance with the Instrument Flight Rules, as determined in accordance with the requirements of the State of Registry or the State of the Operator (as applicable); and | | (b) | the relevant runway visual range at the departure aerodrome is at least 400 m, except when the flight is conducted in accordance with an approval issued or granted by the State of Registry. |
| (2) In the case of a Singapore registered aircraft, the approval mentioned in paragraph (1)(b) is granted by the Director‑General of Civil Aviation under the Air Navigation (98 — Special Operations) Regulations 2018. |
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| Requirements for take-off — helicopters |
59.—(1) Despite regulations 56 and 57, where a relevant aircraft is a helicopter, the pilot‑in‑command may commence a take‑off —| (a) | when the reported meteorological visibility at the departure heliport is below that required to take‑off and the runway visual range is not reported; or | | (b) | when there is no reported meteorological visibility or runway visual range available for the departure heliport, |
| if the pilot-in-command can determine that the runway visual range and visibility along the take‑off final approach and take‑off area and runway are equal to or better than the required minima. |
| (2) Where a relevant aircraft is a helicopter that is operating under Performance Class 2, the pilot-in-command must remain clear of cloud during the take‑off manoeuvre until the helicopter reaches Performance Class 1 capabilities. |
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| Approach and landing conditions |
| 60. The pilot-in-command of a relevant aircraft must not continue a flight towards the aerodrome of intended landing unless the latest available information indicates that, at the expected time of arrival at the aerodrome of intended landing, a landing can be effected at that aerodrome or at least one destination alternate aerodrome, in compliance with the appropriate operating minima. |
| Commencement and continuation of approach |
61.—(1) The pilot-in-command of a relevant aircraft must not continue an instrument approach operation —| (a) | at an altitude above the aerodrome of intended landing that is below 300 m (1,000 ft) or into the final approach segment, unless the reported visibility or controlling RVR is at or above the aerodrome operating minima; or | | (b) | beyond a point at which the limits of the operating minima specified for that aerodrome would be infringed. |
(2) Despite paragraph (1), the pilot-in-command may continue the approach to decision altitude or height (DA/H) or minimum descent altitude or height (MDA/H) (as applicable) if —| (a) | after entering the final approach segment; or | | (b) | after descending to an altitude above the aerodrome elevation that is below 300 m (1,000 ft), |
| the reported visibility or controlling RVR at the aerodrome of intended landing falls below the aerodrome operating minima. |
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(3) Where the relevant aircraft is a helicopter, the pilot‑in‑command must not continue an approach below MDA/H unless at least one of the following visual references of the intended final approach and take‑off area or runway at the heliport of intended landing is distinctly visible and identifiable to the pilot‑in‑command:| (a) | the elements of approach light system; | | (b) | the threshold; | | (c) | the threshold markings; | | (d) | the threshold lights; | | (e) | the threshold identification lights; | | (f) | the visual glide slope indicator; | | (g) | the touchdown zone; | | (h) | the touchdown zone markings; | | (i) | the lights at the final approach and take-off area or edge of the runway; | | (j) | any other visual references as the Director-General of Civil Aviation may approve. |
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(4) The pilot-in-command of —| (a) | an aeroplane operated by a holder of an air operator certificate granted under the Air Navigation (119 — Air Operator Certification) Regulations 2018; or | | (b) | a Singapore registered aircraft that —| (i) | has an MCTOM exceeding 5,700 kg; or | | (ii) | is equipped with at least one turbine engine, |
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| must not continue an approach to landing unless the pilot-in-command is satisfied that the aircraft can make a safe landing, taking into account — |
| (c) | the performance of the aircraft; and | | (d) | the information available to the pilot-in-command regarding the runway surface conditions at the aerodrome of intended landing. [S 836/2021 wef 04/11/2021] |
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| Instrument approach procedures |
| 62.—(1) The pilot-in-command of a relevant aircraft that is being operated in accordance with the Instrument Flight Rules must comply with the instrument approach procedures approved by the State of the Aerodrome or the State responsible for any aerodrome that is located outside the territory of any State. [S 837/2025 wef 29/12/2025] (2) The pilot-in-command of a relevant aircraft for a flight within Singapore airspace must not carry out instrument approach practice when flying in Visual Meteorological Conditions unless —| (a) | the appropriate air traffic control unit has been earlier informed about the flight for the purpose of instrument approach practice; and | | (b) | if the flight is being carried out under simulated instrument flight conditions, an observer is carried in such a position in the aircraft that the observer has an adequate field of vision and can readily communicate with the pilot-in-command of the aircraft. [S 837/2025 wef 29/12/2025] |
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| Prohibition against smoking during take-off and landing |
63.—(1) The pilot-in-command of a relevant aircraft must not smoke during take‑off and landing.| (2) The pilot-in-command of a relevant aircraft must ensure that no person smokes in the aircraft during take‑off and landing. |
| (3) Any pilot-in-command who fails to comply with paragraph (1) shall be guilty of an offence and shall be liable on conviction to a fine not exceeding $5,000 or to imprisonment for a term not exceeding 12 months or to both. |
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| Division 4 — Mass and balance |
| 64. The pilot-in-command for a flight mentioned in regulation 3(1)(a) or (b) must ensure that the limitations, contained in the aircraft’s flight manual or other approved document, relating to mass and balance of the aircraft are complied with. |
65.—(1) The pilot-in-command of a relevant aircraft must not commence a flight unless the pilot-in-command has determined that the aircraft is capable of —| (a) | taking off safely; | | (b) | reaching and maintaining a safe height thereafter; and | | (c) | making a safe landing at the place of intended destination, |
| having regard to the performance of the aircraft in the conditions to be expected on the intended flight, and to any obstructions at the places of departure, intended destination and on the intended route. |
| (2) For every flight mentioned in regulation 3(1)(a) or (b), the operator must ensure that the aircraft meets the aircraft performance requirements specified by the Director‑General of Civil Aviation in Aviation Specifications 1 — Aircraft Performance Class for the applicable performance class in respect of during take‑off, climb, en‑route and landing. |
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| Division 6 — Instrument and equipment requirements |
| Application and interpretation |
66.—(1) The provisions in this Division do not apply to any aircraft that is operated by a Singapore operator.| (2) In this Division, “operator” does not include Singapore operator. |
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| General requirements for instrument and equipment on aircraft |
67.—(1) The operator of a foreign registered aircraft in Singapore must not operate the aircraft unless the aircraft is equipped in accordance with the laws of its State of Registry.| (2) Except for a prescribed instrument or item of equipment that is listed in the Fourth Schedule, the operator of a Singapore registered aircraft must ensure that the prescribed instrument or item of equipment (and the manner of its installation), is approved or accepted by the Director‑General of Civil Aviation in accordance with the Air Navigation Order. |
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| Inoperative instruments or equipment |
68.—(1) Subject to paragraph (3), an operator of a Singapore registered aircraft must not commence a flight using the aircraft if any instrument or item of equipment that the aircraft is required, in the circumstances of the intended flight, to carry under these Regulations is not carried or is not in a fit condition for use.| (2) The Director-General of Civil Aviation may, subject to such conditions as the Director‑General of Civil Aviation considers fit, permit an operator to operate a Singapore registered aircraft in specified circumstances even if any instrument or item of equipment that the aircraft is required, in the circumstances of the intended flight, to carry under these Regulations is not carried or is not in a fit condition for use. |
(3) When a permission is granted under paragraph (2), the operator may operate the Singapore registered aircraft under the circumstances specified in the permission if —| (a) | the operator has provided the particulars of the permission to the pilot-in-command of the aircraft; | | (b) | the pilot-in-command has reviewed the particulars of the permission and determined that compliance with regulation 24 is possible; and | | (c) | any inoperative instrument or item of equipment is conspicuously marked “Inoperative” and the required maintenance is recorded in the technical log. |
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69. An operator must not use a minimum equipment list for a Singapore registered aircraft unless the minimum equipment list for that aircraft —| (a) | is based upon, but is no less restrictive than, the relevant master minimum equipment list; and | | (b) | has been approved by the Director-General of Civil Aviation. |
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| Marking of break-in points |
70.—(1) An operator of a Singapore registered aircraft with an MCTOM exceeding 3,600 kg must ensure that every area of the aircraft fuselage suitable for break‑in by rescue crews in the event of an emergency (called in this regulation a break‑in area) —| (a) | is rectangular in shape; | | (b) | is marked on the exterior surface of the aircraft’s fuselage by right‑angled corner markings, each arm of which is 10 cm in length along its outer edge and 3 cm in width; and | | (c) | is marked across the centre with the words “CUT HERE IN EMERGENCY”. |
| (2) Where a break-in area marked in accordance with paragraph (1) has corner markings that are more than 2 m apart, the operator mentioned in paragraph (1) must ensure that intermediate lines 10 cm in length and 3 cm in width are marked on the break‑in area such that the distance between adjacent markings does not exceed 2 m. |
(3) The operator mentioned in paragraph (1) must ensure that every marking required under this regulation —| (a) | is red in colour; and | | (b) | in any case in which the colour of the adjacent background renders the red markings not readily visible, is outlined in white or some other contrasting colour in such a manner as to render the marking readily visible. |
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(4) The operator mentioned in paragraph (1) must ensure that every marking required under this regulation —| (a) | is painted or affixed by other equally permanent means; and | | (b) | is kept clean and unobscured at all times. |
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| Location of instruments and equipment |
71. An operator of a Singapore registered aircraft must ensure that —| (a) | any instrument or item of equipment to be operated or used by a single pilot is installed in the aircraft so that the instrument or item of equipment can be readily seen and operated from that pilot’s normal seating position with minimum practicable deviation from the pilot’s normal line of sight when the aircraft is in flight; and | | (b) | any single instrument or item of equipment to be operated or used by 2 pilots is installed in the aircraft so that the instrument or item of equipment can be readily seen and operated from each pilot’s normal seating position. |
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72. An operator of a Singapore registered aircraft must ensure that on the aircraft —| (a) | any placard, listing or instrument marking that specifies the aircraft’s operating limitations is displayed —| (i) | in a conspicuous place in the aircraft; and | | (ii) | in such a manner as to minimise the risk of erasure, disfigurement, obscuring or removal; |
| | (b) | each unit of measure used on a placard, listing or instrument marking is the same as that on any related instrument or in the related flight manual; | | (c) | each fuel contents gauge is clearly marked to indicate the units to which the gauge is calibrated; | | (d) | a placard or marking is displayed in the immediate vicinity of each fuel and oil filler with the specification or grade, or both, of fuel or oil, as appropriate; and | | (e) | any placard or marking required under any certificate issued in respect of the aircraft is present at the designated location and is legible. |
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73.—(1) An operator of a Singapore registered aircraft must ensure that the aircraft is equipped with —| (a) | a seat or berth for each person on board; and | | (b) | a safety belt for each seat and restraining belts for each berth. |
(2) An operator of a Singapore registered aircraft must ensure that each flight crew member seat is equipped with —| (a) | a safety harness; or | | (b) | if the aircraft type certificate allows, a seat belt with a diagonal shoulder strap. |
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| (3) Despite paragraph (1), a child being carried on board in accordance with regulation 51(3)(a) does not require a seat, berth, safety belt or restraining belt. |
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| Aircraft operating under VFR |
74.—(1) An operator of a Singapore registered aircraft to be flown in accordance with the Visual Flight Rules must ensure that the aircraft is equipped with a means of measuring and displaying —| (a) | magnetic heading; | | (b) | barometric altitude; [S 209/2020 wef 01/04/2020] | | (c) | indicated airspeed; | | (d) | mach number, if the speed limitation prescribed by the aircraft flight manual is expressed in terms of mach number; and | | (e) | the time in hours, minutes and seconds. |
| (2) Paragraph (1) does not apply to any aircraft that is a non‑power driven aircraft. |
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| Equipment for flight in icing conditions |
| 75. An operator of a Singapore registered aircraft to be operated in circumstances in which icing conditions are reported to exist or are expected to be encountered must ensure that the aircraft is certificated and equipped to operate in icing conditions for flight. |
| Aircraft operating under IFR or at night |
76.—(1) An operator of a Singapore registered aircraft to be flown in accordance with the Instrument Flight Rules, or when the surface is not in sight, must ensure that the aircraft is equipped with a means of measuring and displaying —| (a) | magnetic heading (such as a standby compass); | | (b) | barometric altitude; | | (c) | indicated airspeed, with a means of preventing malfunctioning due to condensation or icing; | | (d) | mach number, if the speed limitation specified in the aircraft’s flight manual is expressed in terms of mach number; | | (e) | stabilised aircraft heading; | | (f) | the adequacy of the power supply to any gyroscopic instrument; | | (g) | the outside air temperature; | | (h) | the rate of climb and descent; | | (i) | turn and slip if the aircraft is an aeroplane, or slip if the aircraft is a helicopter; | | (j) | aircraft attitude for each required pilot, except that in an aeroplane one such indicator may be replaced with a turn and slip indicator; and | | (k) | an additional indicator of aircraft attitude, if the aircraft is a helicopter; and | | (l) | the time in hours, minutes and seconds. |
(2) When an aircraft mentioned in paragraph (1) is to be flown at night, the operator must ensure that the aircraft is equipped with the following lights: | (a) | any light required by the Rules of the Air; | | (b) | illumination for all flight instruments and equipment essential for the safe operation of the aircraft; | | (c) | lights in all passenger compartments; | | (d) | an independent portable light for each crew member station; | | (e) | a landing light which, if the aircraft is a helicopter, must be trainable in the vertical plane. |
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(3) In paragraph (1) and regulation 77, “the surface is not in sight” means —| (a) | the flight crew is not able to see sufficient features of the surface; or | | (b) | the surface illumination is insufficient to enable the flight crew to maintain the aircraft in a desired attitude without reference to any flight instrument. [S 209/2020 wef 01/04/2020] |
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77. An operator of a Singapore registered aircraft to be flown —| (a) | in accordance with the Visual Flight Rules or the Instrument Flight Rules; or | | (b) | when the surface is not in sight, |
| must ensure that the aircraft is equipped with an appropriate quantity of spare fuses of relevant ratings for the replacement of those electrical fuses which are accessible during flight. |
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78.—(1) An operator of a Singapore registered aircraft must ensure that the aircraft is equipped with —| (a) | radio communication equipment that is capable of providing a continuous two-way communication with an appropriate air traffic services unit or aeronautical telecommunications facility, and receiving meteorological information, at any time during the flight; and | | (b) | a headset with a boom or throat microphone. |
| (2) The radio communication equipment required under paragraph (1)(a) must provide for communication on the emergency frequency 121.5 MHz. |
(3) An operator of a Singapore registered aircraft must not operate the aircraft in defined portions of airspace or on a route where the appropriate air traffic services authority has specified a required communications performance for performance‑based communication unless —| (a) | the aircraft is equipped with the capability of operating in accordance with the specified required communications performance; and | | (b) | the operator has an approval granted by the Director‑General of Civil Aviation under the Air Navigation (98 — Special Operations) Regulations 2018 for that purpose. |
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79.—(1) An operator of a Singapore registered aircraft must ensure that the aircraft is equipped with a navigation system that enables the aircraft to proceed in accordance with the flight plan and the requirements of the appropriate air traffic services authority, except when navigation for a VFR flight is accomplished by visual reference to landmarks.(2) An operator of a Singapore registered aircraft must not operate an aircraft in an area where the appropriate air traffic services authority has specified a navigation specification for performance‑based navigation unless —| (a) | the aircraft is equipped with the capability of operating in accordance with the required navigation specifications; and | | (b) | the operator has an approval granted by the Director‑General of Civil Aviation under the Air Navigation (98 — Special Operations) Regulations 2018 for that purpose. |
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(3) An operator of a Singapore registered aircraft must not operate an aircraft in RVSM airspace unless —| (a) | the aircraft is equipped with the capability of —| (i) | indicating to the flight crew the flight level being flown; | | (ii) | automatically maintaining a selected flight level; | | (iii) | providing an alert to the flight crew when the altitude of the aircraft deviates from the selected flight level by more than 300 ft (90 m); and | | (iv) | automatically reporting pressure altitude; and |
| | (b) | the operator has an approval granted by the Director‑General of Civil Aviation under the Air Navigation (98 — Special Operations) Regulations 2018 for that purpose. |
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80.—(1) An operator of a Singapore registered aircraft must equip the aircraft with surveillance equipment for the aircraft to operate in accordance with the requirements of the appropriate air traffic services authority. (2) An operator of a Singapore registered aircraft must not operate the aircraft in an area where the appropriate air traffic services authority has specified a required surveillance performance for performance‑based surveillance unless —| (a) | the aircraft is equipped with the capability of operating in accordance with the required surveillance performance specifications; and | | (b) | the operator has an approval granted by the Director‑General of Civil Aviation under the Air Navigation (98 — Special Operations) Regulations 2018 for that purpose. |
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| Installation of communication, navigation, surveillance equipment |
| 81. An operator of a Singapore registered aircraft must ensure that the installation on the aircraft of any equipment required for communications, navigation or surveillance purposes is such that the failure of any single unit of such equipment, or any combination thereof, will not result in the failure of another unit required for communications, navigation or surveillance purposes. |
| Landing in instrument meteorological conditions |
82.—(1) An operator of a Singapore registered aircraft must ensure that the aircraft is provided with radio equipment appropriate to the navigation aids to be used if the aircraft is expected to land in instrument meteorological conditions.| (2) The equipment provided in accordance with paragraph (1) must be capable of receiving signals to provide guidance to a point from which a visual landing can be made at any aerodrome of intended landing and any designated alternate aerodrome. |
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| Category II or III precision approach equipment |
83. An operator of a Singapore registered aircraft must not use the aircraft to conduct a Category II or III precision approach procedure unless —| (a) | the aircraft is equipped with the capability to conduct such operations; and | | (b) | the operator has an approval granted by the Director‑General of Civil Aviation under the Air Navigation (98 — Special Operations) Regulations 2018 for that purpose. |
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| Medical and emergency equipment |
84.—(1) An operator of a Singapore registered aircraft must ensure that the aircraft is equipped with at least one first‑aid kit. (2) The operator must ensure that the first-aid kit mentioned in paragraph (1) —| (a) | is stowed in an accessible place; and | | (b) | contains items appropriate to the nature of the flight and adequate to treat minor injuries. |
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(3) An operator of a Singapore registered aircraft must ensure that the aircraft is equipped with at least one fire extinguisher at each of the following locations:| (a) | the flight deck; | | (b) | any compartment that is separate from the flight deck and that is not readily accessible to the flight crew. |
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(4) A fire extinguisher required under paragraph (3) —| (a) | must be a type that will not cause dangerous contamination of the air within the aircraft; and | | (b) | must not use any extinguishing agent listed in Annex A Group II of the Montreal Protocol on Substances that Deplete the Ozone Layer (8th Edition, 2009) if the fire extinguisher is —| (i) | a portable fire extinguisher in an aircraft for which the Certificate of Airworthiness is first issued (whether in Singapore or elsewhere) on or after 31 December 2018; or | | (ii) | a built-in fire extinguisher located in a lavatory disposal receptacle for towels, paper or waste in an aircraft for which the Certificate of Airworthiness is first issued (whether in Singapore or elsewhere) on or after 31 December 2011. |
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| Emergency locator transmitter |
85.—(1) An operator of a Singapore registered aircraft must ensure that all required emergency locator transmitters —| (a) | operate in accordance with the requirements of Volume III of Annex 10 to the Chicago Convention; and | | (b) | are capable of transmitting on 121.5 MHz and 406 MHz. |
(2) The operator must ensure that every emergency locator transmitter capable of transmitting on 406 MHz —| (a) | is coded in accordance with Volume III of Annex 10 to the Chicago Convention; and | | (b) | is registered with the agency responsible for the maintenance of the aircraft register. |
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(3) An operator of a Singapore registered aeroplane must ensure that the aeroplane is equipped with —| (a) | in the case of an aeroplane for which the Certificate of Airworthiness was first issued after 1 July 2008, at least one automatic emergency locator transmitter; and | | (b) | in any other case, at least one emergency locator transmitter of any type. |
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(4) An operator of a Singapore registered helicopter must ensure that the helicopter is equipped with —| (a) | at least one automatic ELT; and | | (b) | when flying over water as described in regulation 87, at least one survival emergency locator transmitter which is stowed in a raft or with a life jacket. |
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86. An operator of a Singapore registered aircraft must ensure that —| (a) | the aircraft carries survival equipment and signalling devices appropriate to the areas to be overflown; and | | (b) | the decision on the equipment to be carried must be made with regard to the circumstances of the flight. |
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87.—(1) An operator of a Singapore registered aircraft must ensure that every life jacket provided in accordance with regulations 88 and 89 —| (a) | is equipped with a survivor locator light; | | (b) | is equipped with a whistle, except for a life jacket constructed and carried on board solely for use by a child below 4 years of age; and | | (c) | is stowed in a place which is easily accessible from the seat or berth of the person for whom the life jacket is provided. |
(2) An operator of a Singapore registered aircraft must ensure that each life raft, life jacket or signalling device provided in accordance with regulations 88 and 89 —| (a) | is installed in a conspicuously identified location with the contents clearly indicated; and | | (b) | is easily accessible in the event of a ditching. |
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| Flights over water — aeroplanes |
88.—(1) An operator of a Singapore registered single‑engine landplane must ensure that the landplane is equipped with a life jacket for each person on board if the landplane —| (a) | is to be flown en-route over water beyond gliding distance from the shore; or | | (b) | is to take off or land at an aerodrome where, in the opinion of the pilot‑in‑command, the take‑off or approach path is so disposed over water that in the event of a mishap there would be a likelihood of ditching. |
(2) Where a Singapore registered aeroplane is to be flown over water and the operator has completed a survival risk assessment for the flight, the operator —| (a) | must determine that the aeroplane is equipped with life rafts —| (i) | that are of a sufficient number to accommodate all the persons on board; and | | (ii) | that are stowed so as to facilitate ready use in the event of an emergency; |
| | (b) | must provide the following equipment on the aeroplane:| (i) | such life-saving equipment (including means of sustaining life) as is appropriate to the flight to be undertaken; | | (ii) | equipment for making the distress signals described in the Rules of the Air; | | (iii) | any additional equipment decided with reference to the operator’s survival risk assessment. |
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(3) Where the Singapore registered aeroplane to be operated over water is a seaplane or an amphibian aeroplane, the operator must ensure that the aeroplane is equipped with —| (a) | the equipment for making sound signals, as specified in rule 33 in the Schedule to the Merchant Shipping (Prevention of Collisions at Sea) Regulations (Cap. 179, Rg 10); | | (b) | the equipment necessary for mooring, anchoring or manoeuvring the aircraft on water, appropriate to the size, mass and handling characteristics of the aircraft; and | | (c) | one sea anchor. |
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| Flights over water — helicopters |
89.—(1) An operator of a Singapore registered helicopter must ensure that the helicopter is equipped with a life jacket for each person on board if the helicopter —| (a) | is to be operated in Performance Class 1 or 2 —| (i) | when the helicopter is engaged in offshore or other over water operations; | | (ii) | when the helicopter is to be flown over water in a hostile environment; or | | (iii) | when the helicopter is to be flown over water at a distance from land that is more than 10 minutes at normal cruise speed; and |
| | (b) | is to be operated in Performance Class 3 when the helicopter is to be flown at a distance from land that is beyond the auto‑rotational distance. |
(2) An operator of a Singapore registered helicopter must ensure that every occupant of the helicopter wears a life jacket, or an integrated survival suit that includes the functionality of a life jacket, during the following times:| (a) | when the helicopter is flying over water in a hostile environment; | | (b) | when the helicopter is flying over water at a distance from land that is more than 10 minutes at normal cruise speed; | | (c) | whenever the pilot‑in‑command, based on the pilot‑in‑command’s determination of the risk to survival of the occupants in the event of ditching, so decides. |
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(3) Where a Singapore registered helicopter is to be operated over water, the operator must ensure that —| (a) | if the helicopter is required under this regulation to carry more than one life raft —| (i) | at least 50% of the life rafts are deployable by remote control; and | | (ii) | any life raft that is not deployable by remote control, and has a mass of more than 40 kg, is equipped with some means of mechanically assisted deployment; and |
| | (b) | if the helicopter is fitted with only 2 life rafts, each life raft is able to carry all the occupants of the helicopter when the life raft is in the overload state. |
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| (4) In paragraph (3)(b), “overload state” means a design safety margin of 1.5 times the maximum capacity of the life raft. |
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| Pressure-altitude reporting transponder |
| 90. An operator of a Singapore registered aircraft must ensure that the aircraft is equipped with a pressure‑altitude reporting transponder which operates in accordance with the provisions of Volume IV of Annex 10 to the Chicago Convention. |
91. An operator of a Singapore registered aircraft that is to be operated at any altitude above flight level 130, or for more than 30 minutes at an altitude between flight level 100 up to and including flight level 130, must ensure the aircraft is equipped with a means of indicating to the flight crew —| (a) | whether the passenger oxygen system is activated; | | (b) | if the oxygen system is supplied by a gaseous system, the amount of breathing oxygen available in each source of supply; and | | (c) | if the aircraft is a pressurised aircraft, by visual or aural warning, when the cabin pressure altitude exceeds 10,000 ft. |
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| Oxygen equipment and supplies for non-pressurised aircraft |
92.—(1) Subject to paragraph (2), where a Singapore registered aircraft with a non-pressurised cabin is to be operated at any altitude above flight level 100, the operator must ensure that the aircraft is equipped with a supply of oxygen sufficient for the circumstances that the aircraft is to be operated in, in accordance with the following Table 1. | | Table 1: Oxygen supply for an unpressurised aircraft |
| | | | | | | | | (1) | When flying above flight level 100 but not exceeding flight level 120 |
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| | | Any period during which the aircraft is flying above flight level 100. |
| | | | | All cabin crew members and 10% of passengers |
| | For any continuous period exceeding 30 minutes, the duration is the period by which 30 minutes is exceeded. |
| | | | (2) | When flying above flight level 120 |
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| | All crew members and passengers |
| | Any period during which the aircraft flies above flight level 120. |
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(2) An operator of a Singapore registered aircraft for which the Certificate of Airworthiness was first issued before 1 January 1989 (whether in Singapore or elsewhere), may, in lieu of complying with paragraph (1), ensure that the aircraft is equipped with a supply of oxygen sufficient for continuous use by —| (a) | all flight crew members for any period during which the aircraft flies above flight level 100; and | | (b) | all persons on board for the whole time during which the aircraft flies above flight level 130. |
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| (3) An operator mentioned in paragraph (1) or (2) must ensure that the Singapore registered aircraft is equipped with suitable and sufficient apparatus to enable every person on board to use the oxygen provided. |
| (4) The quantity of oxygen required to comply with paragraphs (1) and (2) is to be computed in accordance with the relevant information and instructions specified in the operator’s Operations Manual or equivalent document. |
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| Oxygen equipment and supplies for pressurised aircraft |
93.—(1) An operator of a Singapore registered pressurised aircraft must ensure that the aircraft is equipped with suitable and sufficient apparatus to enable every person on board the aircraft to use the oxygen provided. (2) The apparatus required under paragraph (1) includes —| (a) | automatically deployable oxygen equipment with a quantity of oxygen dispensing units that exceeds the number of seats in the passenger cabin by at least 10%; and | | (b) | an oxygen mask for each flight crew member that supplies oxygen on demand and is readily accessible from that flight crew member’s normal seated position. |
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| (3) Where a Singapore registered pressurised aircraft is to be operated at any altitude above flight level 250, the operator must ensure that every oxygen mask provided to fulfil the requirement in paragraph (2)(b) is a quick donning type. |
(4) Subject to paragraph (6), where a Singapore registered pressurised aircraft is to be operated at any altitude above flight level 100, the operator must ensure that the aircraft carries a supply of oxygen that is the greater of —| (a) | the amount of oxygen calculated in accordance with the operator’s Operations Manual or equivalent document, taking into consideration —| (i) | the possibility of depressurisation when flying above flight level 100; | | (ii) | the possibility of failure of one or more of the aircraft engines; | | (iii) | any restrictions due to required minimum safe altitude; | | (iv) | any fuel requirements; and | | (v) | the performance of the aircraft; or |
| | (b) | the total amount of oxygen prescribed in the following Table 2 for the circumstances that the aircraft is to be operated in. | | Table 2: Oxygen supply for pressurised aircraft |
| | | | | | | | | (1) | When flying above flight level 100 but not exceeding flight level 250 |
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| | (a) | every flight crew member |
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| | 30 minutes or whenever the cabin pressure altitude exceeds 10,000 ft, whichever is the greater. |
| | | | | (b) | every cabin crew member and 10% of the passengers |
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| | (i) | When the aeroplane is capable of descending and continuing to its destination as specified in Capability 1 below, 30 minutes or whenever the cabin pressure altitude exceeds 10,000 ft, whichever is the greater. |
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| | | | | | (ii) | When the aeroplane is not so capable, whenever the cabin pressure altitude is greater than 10,000 ft but does not exceed 12,000 ft. |
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| | | | | (c) | every cabin crew member and all passengers |
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| | When the aeroplane is not capable of descending and continuing to its destination as specified in Capability 1 below, and the cabin pressure altitude exceeds 12,000 ft, the expected continuous duration of time when the cabin pressure altitude exceeds 12,000 ft or 10 minutes whichever is the greater. |
| | | | (2) | When flying above flight level 250 |
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| | (a) | every flight crew member |
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| | 2 hours or whenever the cabin pressure altitude exceeds 10,000 ft, whichever is the greater. |
| | | | | (b) | every cabin crew member |
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| | Whenever the cabin pressure altitude exceeds 10,000 ft and a portable supply for 15 minutes. |
| | | | | | Whenever the cabin pressure altitude exceeds 10,000 ft, but does not exceed 12,000 ft. |
| | | | | | Whenever the cabin pressure altitude exceeds 12,000 ft, but does not exceed 15,000 ft. |
| | | | | | If the cabin pressure altitude exceeds 15,000 ft, the expected continuous duration of time when the cabin pressure altitude exceeds 15,000 ft or 10 minutes, whichever is the greater. |
| | | | | (f) | 2% of the passengers or 2 passengers, whichever is the greater, being the supply of first‑aid oxygen which must be available for simultaneous first‑aid treatment of 2% of the passengers or 2 passengers wherever they are seated in the aeroplane. |
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| | After decompression, whenever cabin pressure altitude exceeds 8,000 ft. |
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(5) In Table 2, “Capability 1” means the situation when a failure to maintain cabin pressurisation occurs and the aircraft is capable of —| (a) | descending to flight level 130 within 4 minutes, in accordance with the emergency descent procedure specified in the aircraft’s flight manual and without flying below the minimum altitudes for safe flight specified in the Operations Manual or equivalent document relating to the aircraft; and | | (b) | continuing at or below that flight level to its intended destination or any other place at which a safe landing can be made. |
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(6) An operator of a Singapore registered pressurised aircraft may, in lieu of complying with paragraph (4), ensure that the aircraft is equipped with a supply of oxygen in accordance with paragraph (7) if the aircraft —| (a) | has a Certificate of Airworthiness that was first issued before 1 January 1989 (whether in Singapore or elsewhere); and | | (b) | is provided with a means of maintaining the pressure in the flight crew compartment, and the compartments in which passengers are carried, at above 700 hPa throughout the flight. |
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(7) The supply of oxygen to be provided for the purposes of paragraph (6) is —| (a) | in every case where the aircraft is to be flown at an altitude above flight level 350, a supply of oxygen in a portable container sufficient for simultaneous first-aid treatment of 2 passengers; and | | (b) | in the event of a failure to maintain a pressure greater than 700 hPa in accordance with paragraph (6)(b) in the circumstances specified in columns 1 and 2 of the following Table 3, a supply of oxygen sufficient for continuous use by the persons specified in column 3 for the period specified in column 4 of the Table. | | Table 3: Alternative oxygen supply |
| | | | | | | | | | Altitude at which aircraft is operating |
| | Capability of aircraft to descend (where relevant) |
| | Persons for whom oxygen is to be provided |
| | Period of supply of oxygen |
| | | | (1) | Above flight level 100 |
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| | | In addition to any passenger for whom oxygen is provided as specified below, all the crew members. |
| | 30 minutes or the period specified at Condition A, whichever is the greater. |
| | | | (2) | Above flight level 100 but not above flight level 300 |
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| | Aircraft is flying at or below flight level 150 |
| | | 30 minutes or the period specified at Condition A, whichever is the greater. |
| | | | | Aircraft is capable of descending and continuing to destination as specified at Condition X |
| | | | | | | Aircraft is flying above flight level 150 and is not capable of descending and continuing to destination |
| | | 10 minutes or the period specified at Condition B, whichever is the greater. |
| | | | | | | 30 minutes or the period specified at Condition C, whichever is the greater. |
| | | | (3) | Above flight level 300 but not above flight level 350 |
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| | Aircraft is capable of descending and continuing to destination as specified at Condition Y |
| | | 30 minutes or the period specified at Condition A, whichever is the greater. |
| | | | | Aircraft is not capable of descending and continuing to destination under Condition Y |
| | | 10 minutes or the period specified at Condition B, whichever is the greater. |
| | | | | | | 30 minutes or the period specified at Condition C, whichever is the greater. |
| | | | (4) | Above flight level 350 |
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| | | | 10 minutes or the period specified at Condition B, whichever is the greater. |
| | | | | | | 30 minutes or the period specified at Condition C, whichever is the greater. |
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(8) In Table 3 —| “Condition A” means the whole period during which the aircraft flies above flight level 100, after a failure to maintain a pressure greater than 700 hPa in the flight crew compartment and in the compartments in which passengers are carried has occurred; |
| “Condition B” means the whole period during which the aircraft flies above flight level 150, after a failure to maintain a pressure greater than 700 hPa in the flight crew compartment and in the compartments in which passengers are carried has occurred; |
| “Condition C” means the whole period during which the aircraft flies between flight level 100 and flight level 150, after a failure to maintain a pressure greater than 700 hPa in the flight crew compartment and in the compartments in which passengers are carried has occurred; |
“Condition X” means that, at the time when a failure to maintain a pressure greater than 700 hPa in the flight crew compartment and in the compartments in which passengers are carried occurs, the aircraft is capable of —| (a) | descending to flight level 150 within 6 minutes, in accordance with the emergency descent procedure specified in the relevant flight manual and without flying below the minimum altitudes for safe flight specified in the Operations Manual, or equivalent, relating to the aircraft; and | | (b) | continuing at or below that flight level to its place of intended destination or any other place at which a safe landing can be made; |
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“Condition Y” means that, when a failure to maintain a pressure greater than 700 hPa in the flight crew compartment and in the compartments in which passengers are carried occurs, the aircraft is capable of —| (a) | descending to flight level 150 within 4 minutes, in accordance with the emergency descent procedure specified in the relevant flight manual and without flying below the minimum altitudes for safe flight specified in the Operations Manual, or equivalent, relating to the aircraft; and | | (b) | continuing at or below that flight level to its place of intended destination or any other place at which a safe landing can be made. |
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| Device to warn flight crew of loss of pressurisation |
| 94. Where a Singapore registered pressurised aeroplane is to be operated at any altitude of 25,000 ft or higher, the operator must equip the aeroplane with a device to provide positive warning to the flight crew of any dangerous loss of pressurisation. |
| Flight recorders — construction, installation and continued serviceability |
95.—(1) An operator of a Singapore registered aircraft must ensure that every flight recorder required to be installed on the aircraft pursuant to regulations 96, 97 and 98 is constructed, located and installed so as to provide maximum practical protection for the recordings in order that the recorded information may be preserved, recovered and transcribed.(2) The operator mentioned in paragraph (1) must ensure that every flight recorder required to be installed on a Singapore registered aircraft pursuant to regulations 96, 97 and 98 meets the requirements specified by the Director‑General of Civil Aviation in Aviation Specifications 2 — Flight Recorders for the respective type of flight recorders in respect of —| (a) | specified crashworthiness and fire protection requirements; | | (b) | performance; | | (c) | parameters or information to be recorded; | | (d) | duration of recording; and | | (e) | continued serviceability. [S 209/2020 wef 01/04/2020] |
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| Flight recorders — flight data recorder (FDR) |
96.—(1) An operator of a Singapore registered helicopter must ensure the helicopter is equipped with —| (a) | an FDR that records at least the first 15 parameters specified in Table 2‑1 of the Aviation Specifications 2 — Flight Recorders issued by the Director-General of Civil Aviation, if the helicopter —| (i) | was first issued a Certificate of Airworthiness on or after 1 January 1989 but before 1 January 2016; and | | (ii) | has an MCTOM exceeding 3,175 kg but not exceeding 7,000 kg; [S 768/2018 wef 24/11/2018] |
| | (b) | an FDR that records at least the first 30 parameters specified in Table 2‑1 of the Aviation Specifications 2 — Flight Recorders, if the helicopter —| (i) | was first issued a Certificate of Airworthiness on or after 1 January 1989 but before 1 January 2016; and | | (ii) | has an MCTOM exceeding 7,000 kg or an MAPSC exceeding 19; or [S 768/2018 wef 24/11/2018] |
| | (c) | an FDR that records at least the first 48 parameters specified in Table 2‑1 of the Aviation Specifications 2 — Flight Recorders, if the helicopter —| (i) | was first issued a Certificate of Airworthiness on or after 1 January 2016; and | | (ii) | has an MCTOM exceeding 3,175 kg. [S 768/2018 wef 24/11/2018] |
| | (d) | [Deleted by S 768/2018 wef 24/11/2018] |
(2) Where a Singapore registered helicopter is equipped with a flight data recorder, the operator must ensure that the flight data recorder does not use any of the following types of recording technology:| (a) | engraving metal foil; | | (b) | frequency modulation; | | (c) | photographic film; | | (d) | magnetic tape. [S 768/2018 wef 24/11/2018] |
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| Flight recorders — cockpit voice recorder (CVR) |
97.—(1) An operator of a Singapore registered helicopter must ensure that the helicopter is equipped with a cockpit voice recorder if —| (a) | the helicopter was first issued a Certificate of Airworthiness on or after 1 January 1987 and has an MCTOM exceeding 3,175 kg; or | | (b) | the helicopter has an MCTOM exceeding 7,000 kg. [S 768/2018 wef 24/11/2018] |
| (2) Where a Singapore registered helicopter mentioned in paragraph (1)(a) or (b) is not equipped with a flight data recorder, the operator must ensure that the cockpit voice recorder also records the main rotor speed. |
(3) Where a Singapore registered helicopter is equipped with a cockpit voice recorder, the operator must ensure that the cockpit voice recorder does not use any of the following types of recording technology:| (a) | magnetic tape; | | (b) | wire. [S 768/2018 wef 24/11/2018] |
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| Flight recorders — data link recorders |
98.—(1) Where a Singapore registered helicopter is required to carry a cockpit voice recorder in accordance with regulation 97, the operator must ensure that the helicopter is equipped with a crash‑protected flight recorder that records data link communications messages (called in this regulation a data link recorder) —| (a) | for a helicopter with a Certificate of Airworthiness that is first issued on or after 1 January 2016, if the helicopter utilises any of the data link communications applications specified by the Director‑General of Civil Aviation; or | | (b) | for a helicopter —| (i) | for which the Certificate of Airworthiness is first issued before 1 January 2016; | | (ii) | which is modified on or after 1 January 2016 to install and utilise any of the data link communications applications specified by the Director-General of Civil Aviation; and | | (iii) | which is not modified on or after 1 January 2016 to install any data link communications equipment which complies with —| (A) | the type design of the helicopter that is approved by the State of Design before 1 January 2016; or | | (B) | a modification to the helicopter that is approved by the State of Design or the State of Registry before 1 January 2016. [S 937/2020 wef 05/11/2020] [S 768/2018 wef 24/11/2018] |
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(2) The operator mentioned in paragraph (1) must ensure that —| (a) | the minimum recording duration of the data link recorder is at least equal to the minimum recording duration of the cockpit voice recorder; and | | (b) | the recordings of the data link recorder can be correlated to the recorded cockpit audio. |
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| 99. Nothing in these Regulations prohibits an operator of a Singapore registered helicopter from equipping the helicopter with a combination recorder to meet the requirements of regulations 96 and 97. |
| Continuing airworthiness management |
100.—(1) The operator of a Singapore registered aircraft must ensure that the aircraft is maintained in accordance with the Air Navigation Order and the Singapore Airworthiness Requirements.| (2) The operator of a Singapore registered aircraft must appoint a person who is responsible for ensuring that appropriate arrangements (commensurate with the number, type and complexity of the aircraft and the type of operations) are in place for continuing airworthiness management. |
| (3) The person appointed under paragraph (2) must be accepted by the Director‑General of Civil Aviation. |
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101.—(1) The operator of a Singapore registered aircraft must have a technical log for the purposes of paragraph (2).(2) Subject to paragraph (4), the pilot‑in‑command of a Singapore registered aircraft must enter the following details in a technical log on the termination of each flight:| (a) | the time of the take-off and the time of the landing; | | (b) | the particulars of any defect known to the pilot‑in‑command and which affects the airworthiness or safe operation of the aircraft; | | (c) | such other particulars in respect of the airworthiness or operation of the aircraft that the Authority may specify. |
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| (3) For the purposes of paragraph (2)(b), if no defect of the Singapore registered aircraft is known to the pilot‑in‑command at the termination of a flight, the pilot-in-command must make an entry to that effect in the technical log. |
| (4) The pilot-in-command may make the entries mentioned in paragraph (2) at the end of the last flight of a series of flights unless a defect of the Singapore registered aircraft becomes known to the pilot‑in‑command during an earlier flight. |
| (5) In this regulation, “series of flights” means consecutive flights within a period of 24 consecutive hours by a pilot‑in‑command who uses the same aircraft for every such flight, and each flight begins and ends at the same aerodrome. |
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102.—(1) The operator of a Singapore registered aircraft must not operate the aircraft unless the aircraft has been maintained and released to service with —| (a) | a certificate of release to service issued under the Air Navigation Order; or | | (b) | an equivalent release document. |
| (2) The certificate of release to service, or the equivalent release document, must contain a record of the details of maintenance carried out on the aircraft. |
(3) The details of maintenance mentioned in paragraph (2) include —| (a) | the basic details of the maintenance performed; | | (b) | the date on which the maintenance was completed; | | (c) | the identity of the approved maintenance organisation, where applicable; and | | (d) | the identity of the person signing the certificate of release or equivalent release document, being a person who is qualified under paragraph 10(4) of the Air Navigation Order to issue a certificate of release to service. |
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| Continuous airworthiness information |
103. The operator of a Singapore registered aeroplane with an MCTOM exceeding 5,700 kg, or a Singapore registered helicopter with an MCTOM exceeding 3,175 kg, must ensure that there exists a system to transmit information on faults, malfunctions, defects and other occurrences that cause or might cause adverse effects on the continuing airworthiness of the aircraft to all of the following persons:| (a) | the Director-General of Civil Aviation; | | (b) | the organisation responsible for the type design of that aircraft; | | (c) | if the information relates to an engine or propeller, the organisation responsible for the type design of that engine or propeller; | | (d) | if the information relates to a continuing airworthiness safety issue that is associated with any modification or repair, the individual or organisation responsible for the design of the modification or repair. [S 821/2022 wef 03/11/2022] |
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| Division 8 — Crew requirements |
104.—(1) A person must not operate an aircraft unless —| (a) | in the case of a flight mentioned in regulation 3(1)(a) or (b), the aircraft carries a flight crew of the number and description specified in the Certificate of Airworthiness or flight manual; or | | (b) | in the case of a flight mentioned in regulation 3(1)(c), the aircraft carries a flight crew of the number and description required by the aircraft’s State of Registry. |
(2) Subject to paragraph (3), an operator mentioned in regulation 3(1)(a) or (b) must not operate an aircraft along any route where the route (including any diversion from the route) —| (a) | is intended to pass over any part of an area specified in the Fifth Schedule; or | | (b) | includes any point which is more than 500 nautical miles from the point of take‑off as measured along the route to be flown. |
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(3) In the circumstances mentioned in paragraph (2), the operator may operate an aircraft if —| (a) | the aircraft includes a flight navigator as an additional flight crew member; or | | (b) | the aircraft is fitted with navigational equipment approved by the Director‑General of Civil Aviation and which is to be used in accordance with the conditions subject to which that approval was given. |
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105. The pilot‑in‑command of a relevant aircraft must not commence a flight unless the pilot‑in‑command is satisfied that every person assigned duty as a flight crew member for that flight —| (a) | holds an appropriate licence that —| (i) | is current; | | (ii) | is issued or validated by the State of Registry of the aircraft; and | | (iii) | includes the appropriate rating for the flight crew member’s assigned duty; |
| | (b) | is competent to carry out the flight crew member’s assigned duty; and | | (c) | has been appropriately trained to competency in the use of an airborne collision avoidance system for the avoidance of collisions where the aircraft is so equipped. |
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106.—(1) A person must not act as a pilot-in-command for a flight mentioned in regulation 3(1)(a) or (b) that involves the carriage of at least one passenger unless the person —| (a) | has, in the 90 days immediately preceding the flight, completed at least 3 take‑offs and 3 landings on an aircraft of the type that is to be used for the flight; | | (b) | has demonstrated competence on an approved flight simulation training device; or [S 677/2018 wef 09/10/2018] | | (c) | has satisfactorily demonstrated to the Director‑General of Civil Aviation continued proficiency in an aircraft of the type that is to be used for the flight. [S 677/2018 wef 09/10/2018] |
(2) In this regulation, “approved flight simulation training device” means a flight simulation training device that —| (a) | is representative of the aircraft type to be used for the flight; and | | (b) | is specifically approved, in accordance with paragraph 23A of the Air Navigation Order, to be used for this purpose. [S 677/2018 wef 09/10/2018] |
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| Division 9 — Fatigue of the crew |
| Fatigue — Crew member responsibilities |
107.—(1) A person must not act as a crew member for any flight mentioned in regulation 3(1)(a) or (b), if the person knows or suspects that the person is suffering from or, having regard to the circumstances of the flight to be undertaken, is likely to suffer from such fatigue as may endanger the safety of the aircraft or its occupants.(2) A person must not act as a flight crew member for any flight mentioned in regulation 3(1)(a) or (b) if, at the beginning of the flight (other than a private flight of an aircraft with an MCTOM not exceeding 1,600 kg), the aggregate of the person’s previous and planned flight times as a flight crew member —| (a) | exceeds 100 hours during the 28‑day period immediately preceding the day on which the flight begins; or | | (b) | exceeds 1,000 hours during the 12‑month period immediately preceding the day on which the flight begins. |
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| Division 10 — Manuals, logs and records |
| Journey log book or equivalent record |
108.—(1) For every flight mentioned in regulation 3(1)(a) or (b), the operator must keep an accurate journey log book or equivalent record that contains the following information for every flight or series of flights operated by it:| (a) | the aircraft’s nationality and registration; | | (b) | the date of the flight; | | (c) | the name of every person acting as a crew member; | | (d) | the duty assignment to each crew member; | | (e) | the place of departure; | | (f) | the place of arrival; | | (g) | the time of departure; | | (h) | the time of arrival; | | (i) | the duration of the flight; | | (j) | the nature of the flight (private, aerial work, scheduled or non‑scheduled commercial air transport); | | (k) | any incidents or observations; | | (l) | the signature of the pilot-in-command. |
| (2) An aircraft journey log book, or parts of an aircraft journey log book, may not be required if the relevant information is available in other documentation. |
| (3) All entries in the journey log book or equivalent record are permanent in nature. |
| (4) In this regulation, “series of flights” means consecutive flights within a period of 24 consecutive hours by a pilot‑in‑command who uses the same aircraft for every such flight, and each flight begins and ends at the same aerodrome. |
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| Document retention period |
| 109. For every flight mentioned in regulation 3(1)(a) or (b), the operator must ensure that all the information, reports and records specified in the Sixth Schedule are retained for their respective retention periods prescribed in that Schedule. |
| 110. For every aircraft mentioned in regulation 3(1)(a) or (b), the operator must ensure that the aircraft’s flight manual is updated and amended to implement any change mandated by the State of Design, State of Manufacture or the Director‑General of Civil Aviation. |
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