text: Commission Regulation (EU) No 290/2012 of 30 March 2012

text: amending

text: Commission Regulation (EU) No 1178/2011

text: laying down technical requirements and administrative procedures related to civil aviation aircrew pursuant to

text: Regulation (EC) No 216/2008

text: of the European Parliament and of the Council.

text: Commission Regulation (EU) No 1178/2011 of 3 November 2011

text: Regulation (EC) No 216/2008

text: of the European Parliament and of the Council (OJ L 311, 25.11.2011, p. 1).

identifier: AMC & GM to Part-ORO — Issue 2, Amendment 11

beslut: ED Decision 2017/007/R

text: Annex to Decision 2017/007/R

text: Annex to Decision 2017/007/R

text: ‘AMC and GM to Part-ORO — Issue 2, Amendment 11’

text: The Annex to Decision 2014/017/R is hereby amended as follows:

text: The text of the amendment is arranged to show deleted, new or amended text as shown below:

text: 1. deleted text is marked with strike through;

text: 2. new or amended text is highlighted in grey; and

text: 3. an ellipsis (…) indicates that the remaining text is unchanged in front of or following the reflected amendment.

text: AMC1 ORO.GEN.110(e) Operator responsibilities

text: MEL TRAINING PROGRAMME (…) (b) The operator should develop a training programme for crew members and detail such training in the Operations Manual. Such training programme should include: (1) the scope, extent and use of the MEL; (2) the operator’s MEL procedures; (3) elementary maintenance procedures in accordance with Commission Regulation (EUC) No 1321/2014 2042/2003; and (4) pilot-in-command/commander responsibilities. (…)

text: AMC1 ORO.GEN.130 Changes related to an AOC holder

text: APPLICATION TIME FRAMES (a) The application for the amendment of an air operator certificate (AOC) should be submitted at least 30 days before the date of the intended changes. (b) In the case of a planned change of a nominated person, the operator should inform the competent authority at least 10 20 days before the date of the proposed change. (c) Unforeseen changes should be notified at the earliest opportunity, in order to enable the competent authority to determine continued compliance with the applicable requirements and to amend, if necessary, the AOC and related terms of approval.

text: Annex to Decision 2017/007/R

text: GM1 ORO.GEN.130(a) Changes related to an AOC holder

text: GENERAL (a) Typical examples of changes that may affect the AOC or the operations specifications or the operator’s management system, as required in ORO.GEN.200 (a)(1) and (a)(2), are listed below: (…) (6) the accountable manager referred to in ORO.GEN.210(a); (7) any of the persons referred to in ORO.GEN.210 (a) and (b) reporting lines between the accountable manager and the nominated person; (…)

text: AMC1 ORO.GEN.130(b) Changes related to an AOC holder

text: MANAGEMENT OF CHANGES REQUIRING PRIOR APPROVAL For changes requiring prior approval, the operators should conduct a safety risk assessment and provide it to the competent authority upon request.

text: GM13 ORO.GEN.130(b) Changes related to an AOC holder

text: CHANGES REQUIRING PRIOR APPROVAL The following GM is a non-exhaustive checklist of items that require prior approval from the competent authority as specified in the applicable Implementing Rules: (…) (c) cabin crew: (1) evacuation procedures with a reduced number of required cabin crew during ground operations or in unforeseen circumstances; (1 2) conduct of the training, examination and checking required by Annex V (Part-CC) to

text: Commission Regulation (EU) No 1178/2011

text: 290/2012 and issue of cabin crew attestations; (2 3) procedures for cabin crew to operate on four aircraft types; (4 3 ) training programmes, including syllabi; (…) (j) helicopter operations: (1) airborne radar approaches; (1 2) over a hostile environment located outside a congested area, unless the operator holds an approval to operate according to Subpart J of Annex V (SPA.HEMS); (3) procedures for selecting off-shore alternates;

text: Annex to Decision 2017/007/R

text: (2 4) to/from a public interest site; (3 5) without an assured safe forced landing capability; (…)

text: AMC1 ORO.GEN.200(a)(1);(2);(3);(5) Management system

text: NON-COMPLEX OPERATORS — GENERAL (…) (c) The operator should identify a person who fulfils the role of safety manager and who is responsible for coordinating the safety-management-related processes and tasks system. This person may be the accountable manager or a person with an operational role within the operator. (...)

text: GM2 ORO.GEN.200(a)(1) Management system

text: COMPLEX OPERATORS — SAFETY ACTION GROUP (d) The safety action group should: (1) monitor operational safety; (2) resolve identified risks define actions to mitigate the identified safety risks; (…)

text: GM3 ORO.GEN.200(a)(1) Management system

text: MEANING OF THE TERMS ‘ACCOUNTABILITY’ AND ‘RESPONSIBILITY’ In the English language, the notion of accountability is different from the notion of responsibility. Whereas ‘accountability’ refers to an obligation which cannot be delegated, ‘responsibility’ refers to an obligation that can be delegated. (…)

text: GM1 ORO.GEN.200(a)(3) Management system

text: INTERNAL SAFETY OCCURRENCE REPORTING SCHEME (a) The overall purpose of the internal safety reporting scheme is to use reported information to improve the level of the safety performance of the operator and not to attribute blame. (…)

text: GM2 ORO.GEN.200(a)(3) Management system

text: RISK MANAGEMENT OF FLIGHT OPERATIONS WITH KNOWN OR FORECAST VOLCANIC ASH CONTAMINATION (…) (f) Reporting The operator should ensure that reports are immediately submitted to the nearest ATS unit using the VAR/AIREP procedures followed up by a more detailed VAR on landing together with, as applicable, a report, as defined in

text: Commission Regulation (EU) No 996/2010

text: and

text: Regulation (EU) No 376/2014

text: Directive

text: , and an aircraft technical log entry for: (1) any incident related to volcanic clouds;

text: Annex to Decision 2017/007/R

text: (2) any observation of volcanic ash activity; and (3) any time that volcanic ash is not encountered in an area where it was forecast to be. (…)

text: GM4 ORO.GEN.200(a)(3) Management system

text: COMPLEX ORGANISATIONS — SAFETY RISK MANAGEMENT — INTERFACES BETWEEN ORGANISATIONS (a) Hazard identification and risk assessment start with an identification of all parties involved in the arrangement, including independent experts and non-approved organisations. It extends to the overall control structure, assessing, in particular, the following elements across all subcontract levels and all parties within such arrangements: (1) coordination and interfaces between the different parties; (2) applicable procedures; (3) communication between all parties involved, including reporting and feedback channels; (4) task allocation responsibilities and authorities; and (5) qualifications and competency of key personnel. (b) Safety risk management focuses on the following aspects: (1) clear assignment of accountability and allocation of responsibilities; (2) only one party is responsible for a specific aspect of the arrangement — no overlapping or conflicting responsibilities, in order to eliminate coordination errors; (3) existence of clear reporting lines, both for occurrence reporting and progress reporting; (4) possibility for staff to directly notify the operator of any hazard suggesting an obviously unacceptable safety risk as a result of the potential consequences of this hazard.

text: GM1 ORO.GEN.200(a)(5) Management system

text: MANAGEMENT SYSTEM DOCUMENTATION — GENERAL (a) It is not required to duplicate information in several manuals. The information may be contained in any of the operator manuals (e.g. operations manual, training manual), which may also be combined. (…)

text: AMC1 ORO.GEN.210(a) Application for an air operator certificate

text: INFORMATION ON THE ACCOUNTABLE MANAGER As part of being granted an air operator certificate (AOC), the operator should provide the competent authority with the following detailed information regarding the accountable manager: (a) name of the accountable manager; (b) position within the organisation; (c) information on means to ensure that all activities can be financed and carried out; (d) qualification relevant to the position; and (e) work experience relevant to the position.

text: Annex to Decision 2017/007/R

text: GM1 ORO.GEN.210(a) Personnel requirements

text: FUNCTION OF THE ACCOUNTABLE MANAGER (a) The accountable manager should have the overall responsibility for running the organisation. (b) When the accountable manager is not the chief executive officer, the competent authority should be assured that the accountable manager has direct access to the chief executive officer and has the necessary air operations funding allocation.

text: GM1 ORO.AOC.100(c) Application for an air operator certificate

text: MEANING OF CERTIFICATE OF AIRWORTHINESS A certificate of airworthiness means either a certificate of airworthiness issued in accordance with Part-21.B.326 or a restricted certificate of airworthiness issued in accordance with Part-21.B.327. (…)

text: AMC2 ORO.MLR.100 Operations manual — General

text: CONTENTS OF THE OPERATIONS MANUAL FOR CERTAIN TYPES OF OPERATIONS — NON-COMMERCIAL OPERATIONS WITH COMPLEX MOTOR-POWERED AIRCRAFT AND COMMERCIAL AIR TRANSPORT (CAT) OPERATIONS WITH SINGLE-ENGINED PROPELLER-DRIVEN AEROPLANES WITH A MOPSC OF 5 OR SINGLE- ENGINED NON-COMPLEX HELICOPTERS WITH A MOPSC OF 5, TAKING OFF AND LANDING AT THE SAME AERODROME OR OPERATING SITE, UNDER VFR BY DAY AND CAT OPERATIONS WITH SAILPLANES AND BALLOONS For non-commercial operations with complex motor-powered aircraft, or CAT operations with either singleengined propeller-driven aeroplanes with an MOPSC of 5 or less, or single-engined non-complex helicopters with an MOPSC of 5 or less, taking off and landing at the same aerodrome or operating site, under VFR by day and CAT operations with sailplanes and balloons, Tthe OM should contain at least the following information, where applicable: (a) Table of contents; (b) Amendment control status and list of effective pages or paragraphs, unless the entire manual is re-issued and the manual has an effective date on it; (c) Duties, responsibilities and succession of management and operating personnel; (d) Description of the management system; (e) Operational control system; (f) Flight time limitations; (g) Standard operating procedures (SOPs); (h) Weather limitations; (i) Emergency procedures; (j) Accidents/incidents considerations; (k) Security procedures; (l) Minimum equipment list (MEL); (m) Personnel qualifications and training; (n) Record-keeping;

text: Annex to Decision 2017/007/R

text: (o) Normal flight operations; (p) Performance operating limitations; (q) Procedures for the preservation of recordings of the flight recorders in order to prevent inadvertent reactivation, repair or reinstallation of the flight recorders following an accident or a serious incident or when this preservation is directed by the investigating authority; (r) Handling of dangerous goods.

text: CONTENTS — CAT OPERATIONS (a) The OM should contain at least the following information, where applicable, as relevant for the area and type of operation: (…) 7 FLIGHT TIME LIMITATIONS 7.1 Flight and duty time limitations and rest requirements. 7.2 Exceedance of flight and duty time limitations and/or reductions of rest periods. Conditions under which flight and duty time may be exceeded or rest periods may be reduced, and the procedures used to report these modifications. 7.3 A description of the fatigue risk management, including at least the following: (a) the philosophy and principles; (b) documentation of processes; (c) scientific principles and knowledge; (d) hazard identification and risk assessment processes; (e) risk mitigation process; (f) FRM safety assurance processes; and (g) FRM promotion processes. (…)

text: AMC1 ORO.MLR.105(d)(3) Minimum equipment list

text: SCOPE OF THE MEL The MEL should include: (a) The dispatch conditions associated with flights conducted in accordance with special specific approvals held by the operator in accordance with Part-SPA. (…)

text: AMC1 ORO.MLR.105(g) Minimum equipment list

text: OPERATIONAL AND MAINTENANCE PROCEDURES (a) The operational and maintenance procedures referenced in the MEL should be based on the operational and maintenance procedures referenced in the MMEL. Modified procedures may, however, be developed by the operator when they provide the same level of safety, as required by the MMEL. Modified

text: Annex to Decision 2017/007/R

text: maintenance procedures should be developed in accordance with Commission Regulation (EUC) No 1321/2014 2042/2003. (..)

text: GM1 ORO.MLR.105(g) Minimum equipment list

text: OPERATIONAL AND MAINTENANCE PROCEDURES (…) (c) Normally, maintenance procedures are accomplished by the maintenance personnel; however, other personnel may be qualified and authorised to perform certain functions in accordance with Commission Regulation (EUC) No 1321/2014 2042/2003. (…)

text: GM1 ORO.MLR.115(c) Record-keeping

text: PERSONNEL RECORDS ‘Personnel records’ in ORO.MLR.115(c) means detailed crew member training, checking and qualification records. These records include detailed examination records. (…)

text: GM1 ORO.MLR.115(d) Record-keeping

text: TRAINING, CHECKING AND QUALIFICATION RECORDS Training, checking and qualification records include records of all training, checking and qualifications of each crew member, as prescribed in Part-ORO. (…)

text: ACCLIMATISED (a) A crew member remains acclimatised to the local time of his/her his or her reference time during 47 hours 59 minutes after reporting no matter how many time zones he/she has crossed. (b) The maximum daily FDP for acclimatised crew members is determined by using table 1 of ORO.FTL.205(b)(1) with the reference time of the point of departure. As soon as 48 hours have elapsed, the state of acclimatisation is derived from the time elapsed since reporting at reference time and the number of time zones crossed. (c) A crew member is considered to be in an unknown state of acclimatisation after the first 48 hours of the

text: rotation have elapsed unless he or she remains in the first arrival destination time zone (either for rest or

text: any duties) in accordance with the table in ORO.FTL.105(1). (d) Should a crew member’s rotation include additional duties that end in a different time zone than his or her first arrival destination’s time zone while he or she is considered to be in an unknown state of acclimatisation, then the crew member remains in an unknown state of acclimatisation until he or she: (1) has taken the rest period required by CS FTL.235(b)(3) at home base; (2) has taken the rest period required by CS FTL.235(b)(3) at the new location; or

text: Annex to Decision 2017/007/R

text: (3) has been undertaking duties starting at and returning to the time zone of the new location until he or she becomes acclimatised in accordance with the values in the table in ORO.FTL.105(1). To determine the state of acclimatisation, the two following criteria should be applied: (i) the greater of the time differences between the time zone where he or she was last acclimatised or the local time of his or her last departure point and the new location; and (ii) the time elapsed since reporting at home base for the first time during the rotation. (…)

text: GM1 ORO.FTL.120 Fatigue risk management (FRM)

text: ICAO DOC 9966 — MANUAL FOR THE OVERSIGHT OF FATIGUE MANAGEMENT APPROACHES Further guidance on FRM processes, appropriate fatigue management, the underlying scientific principles and operational knowledge may be found in ICAO Doc 9966 (Manual for the Oversight of Fatigue Management Approaches). (…)

text: GM1 ORO.FTL.120(b)(3) Fatigue risk management (FRM)

text: SCIENTIFIC METHOD ‘Scientific method’ is defined as ‘a method or procedure that has characterized natural science since the 17th century, consisting in systematic observation, measurement, and experiment, and the formulation, testing, and modification of hypotheses’ . A scientific study may be required as an element of proactive fatigue hazard identification. Such a study should be based on scientific principles, i.e. use the scientific method. That means that the study should consist of the following elements as applicable to each individual case: (a) an introduction with a summary and the description of the study design, methods and results; (b) a statement of the hypothesis being tested, how it is being tested and a conclusion as to whether the hypothesis was found to be true or not; (c) a description of the data collection method and tools, e.g. the sensitivity of the activity monitors, further information on any model and its limitations and how it is being used as part of the study; (d) a description of how the study subjects were selected and how representative of the crew member population the study group is; (e) a description of the rosters the study participants have worked containing data such as e.g. flight and duty hours, number of sectors, duty start/finish times; (f) reports on mean sleep duration and efficiency and data for other standard measures (e.g. sleep timing, selfrated sleepiness/fatigue, sources of sleep disruption, performance, safety); (g) a description of how sleep and the other measures varied across the roster (i.e. day-to-day) and where and why minimum sleep occurred; (h) statistical data analysis to test the hypothesis; and

text: Annex to Decision 2017/007/R

text: (i) the explanation of how the study results have been used to influence the design of the roster or other fatigue mitigations. (…)

text: GM2 CS FTL.1.235(b)(3) Additional rest to compensate for time zone differences

text: REST AFTER ROTATIONS WITH THREE OR MORE FLIGHT DUTY PERIODS For a rotation with three or more FDPs, the greatest time zone difference from the original reference time should be used to determine the minimum number of local nights of rest to compensate for time zone differences. If such a rotation includes time zones crossings in both directions, the calculation is based on the highest number of time zones crossed in any one FDP during the rotation.


identifier: AMC & GM to Part-ORO — Issue 2, Amendment 12

amnesord: Part-ORO - Organisation Requirements for Air Operations

beslut: ED Decision 2017/023/R

publisher: Europeiska unionens byrå för luftfartssäkerhet

sprak: en

serie: amc-gm

text: Annex II to ED Decision 2017/023/R ‘AMC and GM to Part-ORO — Issue 2, Amendment 12’

type: rubrik

text: The Annex to Decision 2014/017/R is amended as follows: The text of the amendment is arranged to show deleted text, new or amended text as shown below: (a) deleted text is marked with strikethrough; (b) new or amended text is highlighted in grey; (c) an ellipsis (…) indicates that the remaining text is unchanged in front of or following the reflected amendment.

type: stycke

text: 1. GM1 ORO.GEN.110(c) is modified as follows: GM1 ORO.GEN.110(c) Operator responsibilities OPERATIONAL CONTROL (a) ORO.GEN.110(c) does not imply a requirement for licensed flight dispatchers or a full flight watch system. (b) …

type: vagledning

utgivare: easa


text: Annex IV to ED Decision 2019/005/R

text: Annex IV to ED Decision 2019/005/R

text: ED Decision 2011/016/R Please refer to .

text: Annex IV to ED Decision 2019/005/R

text: Annex IV to ED Decision 2019/005/R

identifier: AMC & GM to Part-ORO — Issue 2, Amendment 13

beslut: ED Decision 2019/005/R

text: Annex IV to ED Decision 2019/005/R

text: ‘AMC and GM to Part-ORO — Issue 2, Amendment 13’

text: The Annex to ED Decision 2014/017/R of 24 April 2014 is hereby amended as follows: The text of the amendment is arranged to show deleted text, new or amended text as shown below: (a) deleted text is struck through; (b) new or amended text is highlighted in blue; (c) an ellipsis ‘[…]’ indicates that the remaining text is unchanged.

text: (1) The new AMC1 ORO.FC.120&130 is inserted as follows:

text: AMC1 ORO.FC.120&130 Operator conversion training and checking & recurrent training and checking

text: FLIGHT PATH MANAGEMENT (MANUAL OR AUTOMATIC, AS APPROPRIATE) DURING UNRELIABLE AIRSPEED INDICATION AND OTHER FAILURES AT HIGH ALTITUDE IN AEROPLANES WITH A MAXIMUM CRUISING ALTITUDE ABOVE FL300 For the operation of aeroplanes with a maximum cruising altitude above FL300, training elements from the following table should be integrated into: (a) operator conversion training; and (b) recurrent training at least every 12 calendar months, such that all elements are covered over a period not exceeding 3 years:

text: Theoretical Practical Element Knowledge training

text: Basic flight physics principles concerning flight at high altitude, with a particular emphasis on the relative proximity of the critical Mach number and the stall, pitch behaviour, and an understanding • • of the reduced stall angle of attack when compared with lowaltitude flight.

text: Interaction of the automation (autopilot, flight director, autothrottle/auto-thrust) and the consequences of failures inducing • • disconnection of the automation.

text: Consequences of an unreliable airspeed indication and other failures at high altitude and the need for the flight crew to • • promptly identify the failure and react with appropriate (minimal) control inputs to keep the aircraft in a safe envelope.

text: Degradation of fly-by-wire (FBW) flight control laws/modes and its consequence on aircraft stability and flight envelope protections, • • including stall warnings.

text: Practical training, using appropriate simulators, on manual handling at high altitude in normal and non-normal flight control laws/modes, with particular emphasis on pre-stall buffet, the • reduced stall angle of attack when compared with low-altitude flight and the effect of pitch inputs on the aircraft trajectory and energy state.

text: The requirement to promptly and accurately apply the stall recovery procedure, as provided by the aircraft manufacturer, at • • the first indication of an impending stall. Differences between high-altitude and low-altitude stalls must be addressed.

text: Procedures for taking over and transferring manual control of the aircraft, especially for FBW aeroplanes with independent side- • • sticks.

text: Task sharing and crew coordination in high workload/stress conditions with appropriate call-out and acknowledgement to • •‘ confirm changes to the aircraft flight control law/mode.

text: (2) Table 1 in paragraph (a) of AMC1 ORO.FC.220&230 is amended as follows:

text: (a) Components 1, 2 and 3 of element B (Causes and contributing factors of upsets) are amended as follows:

text: ‘1. Environmental • • 2. Pilot-induced • • 3. Mechanical (aeroplane system) • •

text: (b) Component 1 of element C (Safety review of accidents and incidents relating to aeroplane upsets) is amended as follows:

text: ‘1. Safety review of accidents and • •’ incidents relating to aeroplane upsets

text: (c) Component 4 of element I is amended as follows:

text: ‘4. Go-arounds from various stages • • during the approach (refer to point (d) of GM1 to Appendix 9 to Part-FCL for further guidance on go-around training)

text: (3) GM1 ORO.FC.220&230 is amended as follows: (a) the two paragraphs following the headline ‘USE OF FSTD FOR UPRT’ and before the headline ‘ADDITIONAL GUIDANCE’ are amended as follows: ‘The use of an FSTD provides valuable training without the risks associated with aeroplane training. The training envelope (envelope within which all training exercises will be carried out) should be specified by the operator in terms of the range of attitudes, speed and g-loads that can be used for training, taking into account: (1) the training environment; (2) the capabilities of the instructors; and (3) in the case of training in FSTDs, the limitations of the FSTD (as per GM15 to Annex I (Definitions) to

text: Commission Regulation (EU) No 965/2012

text: for the FSTD training envelope); and (4) in the case of training in aeroplanes, the capabilities and certification of the aeroplane, while considering a margin of safety in order to ensure that unintentional deviations from the training envelope will not exceed aeroplane limitations. Different training envelopes may be specified for different aeroplane types even within a single training course. In order to avoid ‘negative transfer of training’, the capabilities of the specific FSTD to be used should be considered when designing and delivering the training programme, especially when manoeuvre training could involve operation outside the normal flight envelope of the aeroplane, for example during aerodynamic stall. Type specific content contained in the training programme should be developed in consultation with the Original Equipment Manufacturers (OEMs). Some FSTDs may offer capabilities that could enhance the UPRT, such as Instructor Operating Station (IOS) features. Operators may consider the value of such features in support of their training objectives.’; (b) the second paragraph after the headline ‘ADDITIONAL GUIDANCE’ is amended as follows: ‘Further guidance is available from in: — rRevision 2 (as regards training scenarios for UPRT) and Revision 3 of the Aaeroplane Uupset Rrecovery Ttraining Aaid (AURTA (rRevision 2) / AUPRTA (rRevision 3)), the UK CAA Paper 2013/02 (‘Monitoring Matters’), ; and — the Flight Safety Foundation Publication (‘A Practical Guide for Improving Flight Path Monitoring’), November 2014.’.

text: (4) In GM2 ORO.FC.220&230, the text following the headline ‘GO-AROUNDS FROM VARIOUS STAGES DURING THE APPROACH’ is replaced by the following: ‘Guidance on go-around training is provided in point (d) of GM1 to Appendix 9 to Part-FCL.’

text: (5) GM3 ORO.FC.220&230 is amended as follows:

text: (a) The first paragraph following the headline ‘STALL EVENT RECOVERY TRAINING’ is amended as follows: ‘It is of utmost importance that stall event recovery training takes into account the capabilities of the FFS used. Most current and grandfathered FFS models are deficient in representing the aeroplane in the aerodynamic stall regime, thus practising of ‘full stall’ in such a device could potentially result in negative training or negative transfer of training. The term ‘stall event’ is therefore introduced to cater for the capability of current and grandfathered FFS, and for potential future FFS enhancements. To deliver stall event recovery training, the FFS should be qualified against the relevant UPRT elements of CS-FSTD Issue 2. Stall event recovery training should include training up to the stall (approach-to-stall). Post-stall training may be delivered provided the device has been qualified against the relevant optional elements of CS-FSTD Issue 2 and the operator demonstrates that negative training or negative transfer of training is avoided. A ‘stall event’ is defined as an occurrence whereby the aeroplane experiences one or more conditions associated with an approach-to-stall or an aerodynamic stall. The second paragraph starting with the word ‘IMPORTANT’, is deleted. (b) The last paragraph of the text between the headline ‘STALL EVENT RECOVERY TRAINING’ and Table 1 (Recommended Stall Event Recovery Template) is amended as follows: ‘Refer to rRevision 32 of the Airplane Upset Prevention and Recovery Training Aid (AUPRTA) for a detailed explanation and rationale on the stall event recovery template as recommended by the OEMs.’; (c) The last paragraph of the text between the headline ‘NOSE HIGH AND NOSE LOW RECOVERY TRAINING’ and Table 2 (Recommended Nose High Recovery Strategy Template) is amended as follows: ‘Refer to rRevision 32 of the Airplane Upset Prevention and Recovery Training Aid (AUPRTA) for a detailed explanation and rationale on the nose high and nose low recovery strategies as recommended by the OEMs.’;

text: (6) GM4 ORO.FC.220&230 is deleted.

text: (7) In GM5 ORO.FC.220&230, point (4) is amended as follows: (4) ‘understand the capabilities and limitations of the FSTD used for UPRT, based on the applicable FSTD training envelope;’


identifier: AMC & GM to Part-ORO — Issue 2, Amendment 14

beslut: ED Decision 2019/008/R

text: Annex II to ED Decision 2019/008/R

text: Annex II to ED Decision 2019/008/R

text: ‘AMC/GM to Part-ORO – Issue 2, Amendment 14

text: The Annex to Decision 2014/017/R of 24 April 2014 is hereby amended as follows: The text of the amendment is arranged to show deleted, new or amended text as shown below:

text: 1. deleted text is is marked with strike through;

text: 2. new or amended text is highlighted in blue; and

text: 3. an ellipsis ‘(…)’ indicates that the remaining text is unchanged in front of or following the reflected amendment.

text: 1. GM1 ORO.GEN.130(b) is amended as follows: GM1 ORO.GEN.130(b) Changes related to an AOC holder CHANGES REQUIRING PRIOR APPROVAL (…) (k) mass and balance: (1) standard masses for load items other than standard masses for passengers and checked baggage; (2) use of on-board mass and balance computer systems; (…) 2. AMC3 ORO.MLR.100 is amended as follows: AMC3 ORO.MLR.100 Operations manual — General CONTENTS — CAT OPERATIONS (...) A GENERAL/BASIC 0 ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL (…) 8 OPERATING PROCEDURES (…) 8.9 Procedures related to the use of type B EFB applications: (…)


text: Annex IV to ED Decision 2019/019/R

text: Annex IV to ED Decision 2019/019/R

text: Annex IV to ED Decision 2019/019/R

text: Annex IV to ED Decision 2019/019/R

text: Directive

text: of the European Parliament and of the Council of 13 June 2003 on occurrence reporting in civil aviation (OJ L 167, 4.7.2003, p. 23–36).

text: Annex IV to ED Decision 2019/019/R

text: Annex IV to ED Decision 2019/019/R

text: Annex IV to ED Decision 2019/019/R

text: Annex IV to ED Decision 2019/019/R

text: Annex IV to ED Decision 2019/019/R

text: Annex IV to ED Decision 2019/019/R

text: Annex IV to ED Decision 2019/019/R

text: Annex IV to ED Decision 2019/019/R

text: Annex IV to ED Decision 2019/019/R

text: Annex IV to ED Decision 2019/019/R

text: Commission Regulation (EUC) No 1321/2014 2042/2003. 3 Commission Regulation (EUC) No 1321/2014 2042/2003

text: Annex IV to ED Decision 2019/019/R

text: Annex IV to ED Decision 2019/019/R

text: Annex IV to ED Decision 2019/019/R

text: Annex IV to ED Decision 2019/019/R

text: Annex IV to ED Decision 2019/019/R

text: Annex IV to ED Decision 2019/019/R

text: Annex IV to ED Decision 2019/019/R

text: Annex IV to ED Decision 2019/019/R

text: Annex IV to ED Decision 2019/019/R

text: Annex IV to ED Decision 2019/019/R

text: Annex IV to ED Decision 2019/019/R

identifier: AMC & GM to Part-ORO — Issue 2, Amendment 15

beslut: ED Decision 2019/019/R

title: AMC & GM to Part-ORO — Issue 2, Amendment 15

text: Annex IV to ED Decision 2019/019/R

text: ‘AMC and GM to Part-ORO — Issue 2, Amendment 15’

text: The Annex to Decision 2014/017/R of 24 April 2014 is hereby amended as follows: The text of the amendment is arranged to show deleted, new or amended text as shown below: — deleted text is is marked with strike through; — new or amended text is highlighted in blue; — an ellipsis ‘(…)’ indicates that the rest of the text is unchanged.

text: GM1 ORO.GEN.105 Competent authority

text: NON-COMMERCIAL OPERATIONS (a) For the determination of the principal place of business ‘activities referred to in this Part’ means those activities to which Part-ORO, Part-NCC or Part-SPO apply. For organisations that also exercise activities that are not subject to Part-ORO, Part-NCC or Part-SPO, the determination of the principal place of business should consider that part of the organisation that is responsible for the operation of aircraft subject to Part-ORO, Part-NCC or Part-SPO. For non-commercial operations, this is usually the home base of the aircraft concerned, or the location of the flight department. (b) For organisations that also exercise activities not subject to Part-ORO, Part-NCC or Part-SPO, the reference to the accountable manager is intended to mean the manager who has the authority to ensure that all activities subject to Part-ORO, Part-NCC or Part-SPO can be financed and carried out in accordance with the applicable requirements. (c) If the accountable manager is not located in that part of the organisation that is responsible for the operation of aircraft, but the majority of other management personnel are located there, the location of the accountable manager may not need to be considered for the determination of the principal place of business.

text: AMC1 ORO.GEN.110(f)(h) Operator responsibilities

text: ESTABLISHMENT OF PROCEDURES (a) An operator should establish procedures to be followed by cabin crew covering at least: (…) (3) prevention and detection of cabin, oven galley and toilet fires; (4) actions to be taken when turbulence is encountered; and (5) actions to be taken in the event of an emergency and/or an evacuation.; and

text: (6) safety aspects of the in-flight entertainment (IFE) system, if installed. (b) When establishing procedures and a checklist system for cabin crew with respect to the aircraft cabin, the operator should take into account at least the following duties:

text: Pre- Post- Duties Pre-take off In-flight landing landing

text: (1) Briefing of cabin crew by the senior cabin crew member prior to commencement of x a flight or series of flights (2) Check of safety and emergency equipment in accordance with operator's x policies and procedures (3) Security checks as applicable x x (4) Passenger embarkation and x x disembarkation (5) Securing of passenger cabin (e.g. seat x x belts, cabin cargo/baggage, IFE system) (6) Securing of galleys and stowage of x if required x equipment (7) Arming of door/exit slides x (8) Safety briefing/information to passengers x x x x (9) ’Cabin secure’ report to flight crew x if required x (10) Operation of cabin lights x if required x x (11) Safety aspects of the IFE system (if x x x x installed) (1112) Cabin crew at assigned crew stations x if required x x (1213) Surveillance of passenger cabin x x x x (1314) Prevention and detection of fire in the cabin (including the combi-cargo area, x x x x crew rest areas, galleys, lavatories and

text: any other cabin remote areas) and instructions for actions to be taken (1415) Actions to be taken when turbulence is x encountered (1516) Actions to be taken in case of in-flight x incidents (e.g. medical emergency) (1617) Actions to be taken in the event of x x x x emergency situations (1718) Disarming of door/exit slides x (1819) Reporting of any deficiency and/or unserviceability of equipment and/or any x x x x incident

text: AMC1 ORO.GEN.130 Changes related to an AOC holder

text: (…) (b) In the case of a planned change of a nominated person in accordance with ORO.GEN.210(b) or of a safety manager as defined under AMC1 ORO.GEN.200(a)(1), the operator should inform the competent authority at least 20 days before the date of the proposed change. (…)

text: GM1 ORO.GEN.130(b) Changes related to an AOC holder

text: CHANGES REQUIRING PRIOR APPROVAL (…) (e) non-commercial operations by AOC holders procedure for the use of aircraft included in an AOC by other operators for NCC, NCO and specialised operations, as required by ORO.GEN.310; (…)

text: AMC1 ORO.GEN.160 Occurrence reporting

text: GENERAL (a) The operator should report all occurrences defined in AMC 20-8, and as required by the applicable national rules implementing

text: Regulation (EU) No 376/2014

text: Directive

text: on occurrence reporting in civil aviation. (b) In addition to the reports required by AMC 20-8 and

text: Regulation (EU) No 376/2014

text: Directive

text: , the operator should report volcanic ash clouds encountered during flight.

text: AMC1 ORO.GEN.200(a)(1) Management system

text: COMPLEX OPERATORS — ORGANISATION AND ACCOUNTABILITIES The management system of an operator should encompass safety by including a safety manager and a safety review board in the organisational structure. (a) Safety manager (1) The safety manager should act as the focal point and be responsible for the development, administration and maintenance of an effective safety management system. (2) The functions of the safety manager should be to: (i) facilitate hazard identification, risk analysis and management; (ii) monitor the implementation of actins taken to mitigate risks, as listed in the safety action plan; (iii) provide periodic reports on safety performance; (iv) ensure maintenance of safety management documentation; (v) ensure that there is safety management training available and that it meets acceptable standards; (vi) provide advice on safety matters; and (vii) ensure initiation and follow-up of internal occurrence/accident investigations. (3) If more than one person is designated for the safety management function, the accountable manager should identify the person who acts as the unique focal point (i.e. the ‘safety manager’). (b) Safety review board (1) The safety review board should be a high level committee that considers matters of strategic safety in support of the accountable manager’s safety accountability.

text: (2) The board should be chaired by the accountable manager and be composed of heads of functional areas. (3) The safety review board should monitor: (i) safety performance against the safety policy and objectives; (ii) that any safety action is taken in a timely manner; and (iii) the effectiveness of the operator’s safety management processes. (c) The safety review board should ensure that appropriate resources are allocated to achieve the established safety performance. (d) The safety manager or any other relevant person may attend, as appropriate, safety review board meetings. He/she may communicate to the accountable manager all information, as necessary, to allow decision making based on safety data.

text: GM1 ORO.GEN.200(a)(1) Management system

text: SAFETY MANAGER (a) Depending on the size of the operator and the nature and complexity of its activities, the safety manager may be assisted by additional safety personnel for the performance of all safety management related tasks. (b) Regardless of the organisational set-up it is important that the safety manager remains the unique focal point as regards the development, administration and maintenance of the operator’s safety management system. COMPETENCIES OF THE SAFETY MANAGER (c) The safety manager as defined under AMC1 ORO.GEN.200(a)(1) is expected to support, facilitate and lead the implementation and maintenance of the safety management system, fostering an organisational culture for an effective safety management, risk management and occurrence reporting. The competencies for a safety manager should thus include, but not be limited to, the following: (1) Knowledge of: (i) ICAO standards and European requirements and provisions on safety management; (ii) basic safety investigation techniques; and (iii) human factors in aviation. (2) Relevant and documented work experience, preferably in a comparable position, in: (i) management systems including compliance monitoring systems and safety management; (ii) risk management; and (iii) the operations of the organisation.

text: (3) Other suitable competencies (i) the promotion of a positive safety culture; (ii) interpersonal, influencing and leadership skills; (iii) oral and written communication skills; (iv) data management, analytical and problem-solving skills; (v) professional integrity.

text: GM2 ORO.GEN.200(a)(3) Management system

text: RISK MANAGEMENT OF FLIGHT OPERATIONS WITH KNOWN OR FORECAST VOLCANIC ASH CONTAMINATION (…) (f) Reporting The operator should ensure that reports are immediately submitted to the nearest ATS unit using the VAR/AIREP procedures followed up by a more detailed VAR on landing together with, as applicable, a report, as defined in

text: Commission Regulation (EU) No 996/2010

text: and

text: Regulation (EU) No 376/2014

text: Directive

text: , and an aircraft technical log entry for: (1) any incident related to volcanic clouds; (2) any observation of volcanic ash activity; and (3) any time that volcanic ash is not encountered in an area where it was forecast to be. (…)

text: AMC1 ORO.GEN.200(a)(6) Management system

text: COMPLIANCE MONITORING — GENERAL (a) Compliance monitoring The implementation and use of a compliance monitoring function should enable the operator to monitor compliance with the relevant requirements of this Annex and other applicable Annexes. (1) The operator should specify the basic structure of the compliance monitoring function applicable to the activities conducted. (2) The compliance monitoring function should be structured according to the size of the operator and the complexity of the activities to be monitored.; (b) Organisations should monitor compliance with the procedures they have designed to ensure safe activities. In doing so, they should as a minimum, and where appropriate, monitor compliance with the following:

text: (1) privileges of the operator; (2) manuals, logs, and records; (3) training standards; (4) management system procedures and manuals. ; (5) activities of the organisation carried out under the supervision of the nominated persons in accordance with ORO.GEN.210(b); and (6) any outsourced activities in accordance with ORO.GEN.205, for compliance with the contract. (c) Organisational set up (1) To ensure that the operator continues to meet the requirements of this Part and other applicable Parts, the accountable manager should designate a compliance monitoring manager. The role of the compliance monitoring manager is to ensure that the activities of the operator are monitored for compliance with the applicable regulatory requirements, and any additional requirements as established by the operator, and that these activities are carried out properly under the supervision of the relevant head of functional area. (2) The compliance monitoring manager should be responsible for ensuring that the compliance monitoring programme is properly implemented, maintained and continually reviewed and improved. (3) The compliance monitoring manager should: (i) have direct access to the accountable manager; (ii) not be one of the other persons referred to in ORO.GEN.210 (b); (iii) be able to demonstrate relevant knowledge, background and appropriate experience related to the activities of the operator, including knowledge and experience in compliance monitoring; and (iv) have access to all parts of the operator, and as necessary, any contracted operator. (4) In the case of a non-complex operator, this task may be exercised by the accountable manager provided he/she has demonstrated having the related competence as defined in (c)(3)(iii). (5) In the case the same person acts as compliance monitoring manager and as safety manager, the accountable manager, with regards to his/her direct accountability for safety, should ensure that sufficient resources are allocated to both functions, taking into account the size of the operator and the nature and complexity of its activities. (6) The independence of the compliance monitoring function should be established by ensuring that audits and inspections are carried out by personnel not responsible for the function, procedure or products being audited. (7) If more than one person is designated for the compliance monitoring function, the accountable manager should identify the person who acts as the unique focal point (i.e. the ‘compliance monitoring manager’).

text: (d) Compliance monitoring documentation (1) Relevant documentation should include the relevant part(s) of the operator’s management system documentation. (2) In addition, relevant documentation should also include the following: (i) terminology; (ii) specified activity standards; (iii) a description of the operator; (iv) the allocation of duties and responsibilities; (v) procedures to ensure regulatory compliance; (vi) the compliance monitoring programme, reflecting: (A) schedule of the monitoring programme; (B) audit procedures including an audit plan that is implemented, maintained, and continually reviewed and improved; (C) reporting procedures; (D) follow-up and corrective action procedures; and (E) recording system. (vii) the training syllabus referred to in (e)(2); (viii) document control. (e) Training (1) Correct and thorough training is essential to optimise compliance in every operator. In order to achieve significant outcome of such training, the operator should ensure that all personnel understand the objectives as laid down in the operator’s management system documentation. (2) Those responsible for managing the compliance monitoring function should receive training on this task. Such training should cover the requirements of compliance monitoring, manuals and procedures related to the task, audit techniques, reporting and recording. (3) Time should be provided to train all personnel involved in compliance management and for briefing the remainder of the personnel. (4) The allocation of time and resources should be governed by the volume and complexity of the activities concerned.

text: AMC2 ORO.GEN.205 Contracted activities

text: THIRD-PARTY PROVIDERS (a) The initial audit and/or the continuous monitoring of contracted organisations may be performed by a third-party provider on behalf of the operator when it is demonstrated that: (1) a documented arrangement has been established with the third-party provider; (2) the audit standards applied by the third-party provider address the scope of this Regulation in sufficient detail; (3) the third-party provider uses an evaluation system, designed to assess the operational, management and control systems of the contracted organisation; (4) the independence of the third-party provider, its evaluation system as well as the impartiality of the auditors is ensured; (5) the auditors are appropriately qualified and have sufficient knowledge, experience and training, including on-the-job training, to perform their allocated tasks; (6) audits are performed on-site; (7) access to the relevant data and facilities is granted to the level of detail necessary to verify compliance with the applicable requirements; (8) access to the full audit report is granted; (9) procedures have been established for monitoring continuous compliance of the contracted organisation with the applicable requirements; and (10) procedures have been established to notify the contracted organisation of any noncompliance with the applicable requirements, the corrective actions to be taken, the follow-up of these corrective actions, and closure of findings. (b) The use of a third-party provider for the initial audit or the monitoring of continuous compliance of the contracted organisation does not exempt the operator from its responsibility under the applicable requirements. (c) The operator should maintain a list of the contracted organisations monitored by the third-party provider. This list and the full audit report prepared by the third-party provider should be made available to the competent authority upon request.

text: GM1 ORO.GEN.310 Use of aircraft listed on an AOC for non-commercial operations and specialised operations

text: EXAMPLES OF POSSIBLE SCENARIOS FOR THE USE OF AIRCRAFT LISTED ON AN AOC ‘Aircraft listed on an AOC’ means any aircraft included in the AOC certification process, to which the privileges of the AOC apply. The registration marks of these aircraft are indicated either in the operations specifications form or in the operations manual of the AOC holder. The following examples provide possible scenarios with organisations and operators to which this rule applies:

text: (a) The same AOC holder providing the aircraft, using the aircraft either: (1) as a declared operator for SPO (commercial or non-commercial, including high-risk SPO) in accordance with Part-ORO and Part-SPO for operations with complex motor-powered aircraft. In such a case, the provisions of Part-SPO and Part-ORO apply. This implies that the operator submits a declaration for its SPO activities and applies for an authorisation if it performs high-risk SPO; or (2) as a training organisation (approved training organisation (ATO) or declared training organisation (DTO)) for operations performed in accordance with Part-NCC or Part-NCO. (b) Another AOC holder: (1) as a declared operator, using complex motor-powered aircraft for NCC operations in accordance with Part-ORO and Part-NCC or for SPO activities (commercial or noncommercial), including high-risk SPO in accordance with Part-ORO and Part-SPO; (2) as a training organisation (ATO or DTO), using the aircraft for operations performed in accordance with Part-NCC or Part-NCO; or (3) using other than complex motor-powered aircraft for NCO operations. (c) An NCC operator or a SPO operator, for operations performed in accordance with Part-ORO and Part-NCC or in accordance with Part-ORO and Part-SPO (commercial or non-commercial), including high-risk SPO. (d) An NCO operator or a SPO operator conducting non-commercial operations with other than complex motor-powered aircraft in accordance with Part-NCO. (e) A training organisation (ATO or DTO), commercial or non-commercial, conducting operations in accordance with Part-NCC or Part-NCO.

text: GM2 ORO.GEN.310 Use of aircraft listed on an AOC for non-commercial operations and specialised operations

text: SPECIFIC APPROVALS (a) Specific approvals (SPA) of the AOC holder using its aircraft for non-commercial operations and specialised operations (1) When the AOC holder performs operations in accordance with Part-NCC or Part-NCO, the SPA granted for the AOC extend over these operations, as in such cases the provisions of ORO.AOC.125 apply. (2) When the AOC holder performs operations in accordance with Part-SPO, as a declared operator, either: (i) the SPA applicable to its SPO activities for the same aircraft are already granted within its AOC. In this case, the operator does not need to apply for them again; or (ii) the SPA applicable to its SPO activities for the same aircraft are partially different from the SPA already granted within its AOC. In this case, the specific approval will

text: cover all the different aspects involved in SPO operation or training of relevant personnel; or (iii) the SPA are not granted within its AOC. In this case, the operator applies for the relevant SPA to its competent authority, in accordance with Part-SPA. This means that all the elements required for a SPA will be provided to the competent authority: evidence of the relevant airworthiness approval, specific equipment approval, operational procedures, and training programme specific for each of the SPA applied for. (b) SPA of any other operator, regardless of whether it also holds an AOC, using the aircraft as a declared operator or as a(n) ATO/DTO. The declared operator performing NCC operations or SPO or the ATO/DTO has to comply with Part-SPA and apply for the SPA required for the type of operation it intends to conduct with that aircraft. MINIMUM EQUIPMENT LIST (MEL) The operator that uses the aircraft listed on the AOC of another operator is still responsible for obtaining the approval of the MEL for its own operations, to cover all the aircraft that it operates.

text: GM1 ORO.GEN.310(a)(2) Use of aircraft listed on an AOC for non-commercial operations and specialised operations

text: EXCEEDING 30 DAYS OF CONTINUOUS OPERATION When the other operator uses or intends to use the aircraft without returning it to the AOC holder for a duration that exceeds 30 days, then the provisions of ORO.GEN.310 no longer apply; instead, the provisions of ORO.AOC.110 apply and the AOC holder has to remove that aircraft from its AOC.

text: AMC1 ORO.GEN.310(b);(e) Use of aircraft listed on an AOC for non-commercial operations and specialised operations

text: RESPONSIBILITIES OF THE AOC HOLDER (a) The AOC holder providing the aircraft should include the following information in the respective parts of its operations manual: (1) how the relevant personnel are informed about which of the operators is responsible for the operational control of each flight; (2) when possible, which of the aircraft are used by the AOC holder itself, when conducting operations as a different operator (SPO operator, ATO or DTO), or by other operators; (3) when possible, the name of the other operators using the aircraft for operations performed in accordance with ORO.GEN.310; (4) when possible, the frequency with which the aircraft is used by the other operators;

text: (5) the means of instructing the relevant personnel on the continuing airworthiness procedure covering the use of the aircraft by other operators; and (6) a customised list of occurrences that the other operators have to report to the AOC holder when using the aircraft in accordance with ORO.GEN.310. This list may be adjusted to fit the aircraft used by the other operators, as well as the type of operation for which it is used. The AOC holder should communicate this list to the other operators. (b) The AOC holder should ensure that the operations specifications form of the respective aircraft is not carried on board when that aircraft is used by other operators for their NCC, NCO or SPO operations.

text: GM1 ORO.GEN.310(d) Use of aircraft listed on an AOC for non-commercial operations and specialised operations

text: CONTINUING AIRWORTHINESS MANAGEMENT In accordance with Annex I (Part-M) and Annex Vb (Part-ML) to

text: Regulation (EU) No 1321/2014

text: , the management of the continuing airworthiness of the aircraft by the continuing airworthiness management organisation (CAMO) or the combined airworthiness organisation (CAO) of the AOC holder means that the other operator has established a written contract as per Appendix I to Part-M or Appendix I to Part-ML with this CAMO or CAO.

text: AMC1 ORO.GEN.310(b);(d);(f) Use of aircraft listed on an AOC for non-commercial operations and specialised operations

text: RESPONSIBILITIES OF THE OTHER OPERATOR The other operator using the aircraft listed on an AOC for operations under ORO.GEN.310 should include the following elements in its procedure: (a) a description of the way in which the shifting of operational control is communicated, including how, when and to whom the information is communicated; (b) a description of the specific responsibilities resulting from having the operational control of the flight performed with the aircraft listed on the AOC; (c) a description of the means to ensure that the relevant personnel are instructed to: (1) contact the organisation responsible for the management of continuing airworthiness of the aircraft of the AOC holder (CAMO or CAO) for any defect or technical malfunction which occurs before or during the operation. The information about any defect or malfunction should be transmitted to the CAMO or CAO of the AOC holder before the aircraft is used for the next flight. The same information should be confirmed by the entries in the aircraft technical log system; and

text: (2) report any occurrence in accordance with the applicable rules and the internal procedures; and (d) a customised list of occurrences, as developed by the AOC holder, which the other operator should use when informing the AOC holder of any safety-relevant issue or event that occurred while the aircraft was under its operational control.

text: AMC1 ORO.AOC.110 Leasing agreement

text: GENERAL (a) The operator intending to lease-in an aircraft should provide the competent authority with the following information: (a1) the aircraft type, registration markings and serial number, as soon as available; (b2) the name and address of the registered owner; (c3) a copy of the valid certificate of airworthiness; (d4) a copy of the lease agreement or description of the lease provisions, except financial arrangements; and (e5) duration of the lease; and. (b) (f) in In case of wet lease-in, a copy of the AOC of the third-country operator and the areas of operation. (c) The information mentioned above should be accompanied by a statement signed by the lessee that the parties to the lease agreement fully understand their respective responsibilities under the applicable regulations.

text: AMC1 ORO.AOC.110(c) Leasing agreement

text: WET LEASE-IN AGREEMENT WITH A THIRD-COUNTRY OPERATOR If the operator is not intending to apply EU safety requirements for air operations and continuing airworthiness when wet leasing-in an aircraft registered in a third country, it should demonstrate to the competent authority that the standards complied with are equivalent to the following requirements: (a) Annex IV (Part-CAT); (b) Part-ORO: (1) ORO.GEN.110 and Section 2 of Subpart GEN; (2) ORO.MLR, excluding ORO.MLR.105; (3) ORO.FC; (4) ORO.CC, excluding ORO.CC.200 and ORO.CC.210(a);

text: (5) ORO.TC; (6) ORO.FTL, including related CS-FTL; and (7) ORO.SEC; (c) Annex V (Part-SPA), if applicable; (d) for continuing airworthiness management of the third-country operator, Part-M Subpart-B, Subpart-C and Subpart-G, excluding M.A.707, and M.A.710; (e) for the maintenance organisation used by the third-country operator during the lease period: Part-145 ; and (f) retroactive airworthiness requirements in accordance with Part-26; and (gf) the operator should provide the competent authority with a full description of the flight time limitation scheme(s), operating procedures and safety assessment demonstrating compliance with the safety objectives set out in points (b) (1)-(6).

text: GM1 ORO.AOC.110(c) Leasing agreement

text: SHORT-TERM WET LEASE-IN WITH A THIRD-COUNTRY OPERATOR In anticipation of an operational need the operator may enter into a framework agreement with more than one third-country operator provided that these operators comply with ORO.AOC.110 (c). These third-country operators should be placed in a list maintained by the lessee.

text: AMC2 ORO.AOC.115(b) Code-share agreements

text: THIRD-PARTY PROVIDERS (a) The initial audit and/or the continuous monitoring may be performed by a third-party provider on behalf of the EU operator in accordance with AMC2 ORO.GEN.205 on contracted activities. when it is demonstrated that: (1) a documented arrangement has been established with the third party provider; (2) the audit standards applied by the third party provider addresses the scope of the regulation in sufficient detail; (3) the third party provider uses an evaluation system, designed to assess the operational, management and control systems of the third country code-share operator; (4) independence of the third party provider, its evaluation system as well as the impartiality of the auditors is ensured;

text: (5) the auditors are appropriately qualified and have sufficient knowledge, experience and training, including on-the-job training, to perform their allocated tasks; (6) audits are performed on-site; (7) access to the relevant data and facilities is granted to the level of detail necessary to verify compliance with the applicable requirements; (8) access to the full audit report is granted to the EU operator; (9) procedures have been established for monitoring continued compliance of the third country code-share operator with the applicable requirements, taking into account the timelines in AMC1 ORO.AOC.115(b)(b) and (c); (10) procedures have been established to notify the third country code-share operator of any non-compliance with the applicable requirements, the corrective actions to be taken, the follow up of these corrective actions and closure of findings. (b) The use of a third-party provider for the initial audit or the monitoring of continuous compliance of the third-country code-share operator does not exempt the EU operator from its responsibility under ORO.AOC.115. (c) The EU operator should maintain a list of the third country code-share operators monitored by the third-party provider. This list and the full audit report prepared by the third-party provider should be made available to the competent authority upon request. (…)

text: AMC1 ORO.AOC.125(a) Non-commercial operations of an AOC holder with aircraft listed on its AOC

text: FLIGHT AND DUTY TIME LIMITATIONS AND REST REQUIREMENTS When aircrew members are assigned to perform a series of flights that combine several types of operation (CAT, NCC/NCO), the operator should: (a) comply at any time with the provisions of ORO.FTL.210 ‘Flight times and duty periods’ or, as applicable, the provisions of

text: Council Regulation (EEC) No 3922/91

text: (EU-OPS, Subpart Q), to ensure compliance with Subpart FTL for any CAT operation; and (b) include any combination of types of operation in its safety risk management process to ensure that the fatigue risks arising from such operations do not affect the CAT operation.

text: AMC2 ORO.AOC.125(a) Non-commercial operations of an AOC holder with aircraft listed on its AOC

text: APPLICABLE REQUIREMENTS An AOC holder should apply either of the options below to its non-commercial operations: (a) the same operational procedures as those used for its CAT operations. In this case, the AOC holder should state this option in the operations manual and ensure that the procedures comply with Part-CAT. No further descriptions are required; or (b) different operational procedures from those used for its CAT operations. In this case, the procedures should comply with Part-ORO, except for Subpart-DEC, and Part-NCC for complex motor-powered aircraft or with Part-NCO for other than complex motor-powered aircraft, as appropriate.

text: AMC1 ORO.AOC.125(a)(2) Non-commercial operations of an AOC holder with aircraft listed on its AOC

text: DIFFERENT OPERATING PROCEDURES FOR NON-COMMERCIAL OPERATIONS When developing operating procedures for non-commercial operations that are different from the ones used for its CAT operations, the AOC holder should identify the hazards and assess and mitigate the risks associated with each specific non-commercial operation, as part of the safety risk management process in compliance with ORO.GEN.200. This process should consider at least the following elements: (a) Flight profile (including manoeuvres to be performed, any simulated abnormal situations in flight, duties and responsibilities of the crew members); (b) Continuing airworthiness, as applicable. This includes the case when the aircraft is returned to the AOC holder after having been used by another operator for operations in accordance with ORO.GEN.310; (c) Levels of functional equipment and systems (MEL, CDL); (d) Operating procedures, minima, and dispatch criteria; (e) Operating a flight with a double purpose (e.g. a relocation flight used as a line training flight or a maintenance check flight used as a line training flight); (f) Specific approvals held by the AOC holder; (g) Flight and duty time limitations and rest requirements and cumulative fatigue; (h) Selection, composition, and training of flight crew and cabin crew; (i) Multi-pilot operation as per Part-CAT vs single-pilot operation when operating according to Part-NCC or Part-NCO; (j) Flights performed with aircrew that includes aircrew members of another operator, who have not completed a familiarisation training and who may not be familiar with the AOC holder’s operational procedures;

text: (k) Categories of passengers on board, including when non-commercial operations are performed with no cabin crew.

text: AMC2 ORO.AOC.125(a)(2) Non-commercial operations of an AOC holder with aircraft listed on its AOC

text: PLANNING FLIGHTS WITH AN INCREASED LEVEL OF RISK (a) Significant aspects such as the ones below should be addressed in the risk assessment and risk mitigation process by any operator conducting such flights: (1) which pilots are involved in their operation; (2) what is the purpose of the flight; and (3) how it is to be accomplished — what flight procedures are to be applied. (b) The AOC holder should prepare the non-commercial operations with an increased level of risk taking into consideration the following elements, as applicable: (1) pre-flight briefing; (2) duties and responsibilities of the flight crew members involved, task sharing; (3) special operating procedures; (4) manoeuvres to be performed in flight, minimum and maximum speeds and altitudes for all portions of the flight; (5) operational limitations; (6) potential risks and contingency plans; (7) adequate available airspace and coordination with the air traffic control (ATC); (8) selection of flight crew members; and (9) additional flight crew training at regular intervals to ensure recency (considering also a flight of a similar risk profile in the simulator, if needed).

text: GM1 ORO.AOC.125(a)(2) Non-commercial operations of an AOC holder with aircraft listed on its AOC

text: EXAMPLES OF DIFFERENT OPERATING PROCEDURES APPLIED TO NON-COMMERCIAL OPERATIONS The provisions of ORO.AOC.125 enable an AOC holder to apply the most appropriate requirements when conducting non-commercial operations, based on the risk assessment and risk mitigation processes. Below is a non-exhaustive list of elements that an AOC holder may identify and describe as being different in its non-commercial operations from those used for its CAT operation and for which the provisions of Part-ORO and Part-NCC or the provisions of Part-NCO should apply as appropriate:

text: (a) Qualification, training and experience of aircrew members, including aerodrome and route competence requirements. (b) Flight crew and cabin crew composition requirements (1) CAT operations contain more stringent requirements for aircrew members, e.g. multi-pilot vs single-pilot requirements. (2) The AOC holder should specify the minimum number of flight crew and cabin crew and the applicable aircrew composition. (c) Fuel requirements (d) Performance requirements (e) Serviceable instruments, data and equipment and MEL considerations (f) Non-ETOPS/ETOPS ETOPS are applicable to CAT operations only and thus a flight operated according to Part- NCC/Part-NCO may be performed without the ETOPS restrictions. (g) Non-commercial flights with no cabin crew (see ORO.CC.100(d) and the associated AMC).

text: GM2 ORO.AOC.135(a) Personnel requirements

text: COMPETENCE OF NOMINATED PERSONS (a) Nominated persons in accordance with ORO.AOC.135 should be expected to possess the experience and meet the licensing provisions that are listed in qualification provisions of (b) to (f) respectively. Exceptionally, in particular cases, where the nominated person the competent authority may accept a nomination that does not meet these provisions in full. In that circumstance, the nominee should have comparable experience and also the ability to perform

text: effectively the functions associated with the post and with the scale of the operation.

text: (b) Nominated persons for flight operations, crew training and ground operations should have: (1) practical experience and expertise in the application of aviation safety standards and safe

text: operating practices;

text: (2) comprehensive knowledge of: (i) the applicable EU safety regulations and any associated requirements and procedures; (ii) the AOC holder's operations specifications; and (iii) the need for, and content of, the relevant parts of the AOC holder's operations manual; (3) familiarity with management systems preferably in the area of aviation; (4) appropriate management experience, preferably in a comparable organisation; and

text: (5) 5 years of relevant work experience of which at least 2 years should be from the

text: aeronautical industry in an appropriate position.

text: (c) Flight operations. The nominated person should hold or have held a valid flight crew licence and the associated ratings appropriate to a type of operation conducted under the AOC. In case the nominated person’s licence and ratings are not current, his/her deputy should hold a valid flight crew licence and the associated ratings. (d) Crew training. The nominated person or his/her deputy should be a current type rating instructor on a type/class operated under the AOC. The nominated person should have a thorough knowledge of the AOC holder’s crew training concept for flight, cabin and when relevant other crew. (e) Ground operations. The nominated person should have a thorough knowledge of the AOC holder’s ground operations concept. (f) Continuing airworthiness. The nominated person for continuing airworthiness or for the continuing airworthiness management contract, as the case may be, should have the relevant knowledge, background and appropriate experience requirements related to aircraft continuing airworthiness as detailed in Part-M in accordance with

text: Regulation (EU) No 1321/2014

text: AMC3 ORO.MLR.100 Operations manual — general

text: CONTENTS — CAT OPERATIONS (…) 8.7 Non-revenue flights Non-commercial operations. Information as required by ORO.AOC.125 for each type of non-commercial flight performed by the AOC holder. A description of the differences from CAT operations. Procedures and limitations, for example, for the following: (a) non-commercial operations by AOC holders, a description of the differences to commercial operations, (ab) training flights, (bc) test flights,flights at the end of lease or upon transfer of ownership, (cd) delivery flights, (de) ferry flights, (ef) demonstration flights, (fg) positioning flights, including the kind of persons who may be carried on such flights. (g) other non-commercial flights.

text: AMC1 ORO.MLR.105(d)(3) Minimum equipment list

text: SCOPE OF THE MEL The MEL should include: (a) (…) (b) Specific provision for particular types of operations carried out by the operator in accordance with ORO.GEN.310 and with ORO.AOC.125.

text: GM1 ORO.MLR.105(d)(3) Minimum equipment list

text: SCOPE OF THE MEL (a) (…) (b) Examples of Different types of operations carried out by the operator in accordance with ORO.GEN.310 and with ORO.AOC.125 may be: (1) crew training, (2) positioning flights, (3) demonstration flights. (…)

text: GM1 ORO.CC.100 Number and composition of cabin crew

text: MINIMUM NUMBER OF CABIN CREW (a) When determining the minimum required cabin crew for its specific aircraft cabin configuration, the operator should: (1) request information regarding the minimum number of cabin crew established by the aircraft type certificate (TC) holder or other design organisation responsible for showing compliance with the evacuation requirements of the applicable Certification Specifications; and (2) take into account the factors specified in AMC1 ORO.CC.100, as applicable. (b) The number of cabin crew referred to in ORO.CC.100 (b)(1) means either: (1) the number of cabin crew who actively participated in the aircraft cabin during the relevant emergency evacuation demonstration, or who were assumed to have taken part in the relevant analysis, carried out by the aircraft TC holder when demonstrating the maximum passenger seating capacity (MPSC) of the aircraft type at the time of initial type certification; or (2) a lower number of cabin crew who actively participated in a subsequent emergency evacuation demonstration, or who were assumed to have taken part in the relevant analysis, and for which approval has been obtained for a cabin configuration other than the MPSC, either by the TC holder or by another design organisation. The operator should

text: obtain a clear indication of that number which is specified in the related documentation. If a lower number is not specified, the number of cabin crew established at the time of initial type certification applies.

text: AMC1 ORO.CC.100(d)(2) Number and composition of cabin crew

text: PROCEDURES FOR NON-COMMERCIAL OPERATIONS WITH NO OPERATING CABIN CREW ON BOARD AN AIRCRAFT WITH AN MOPSC OF MORE THAN 19 AND MAXIMUM 19 PASSENGERS The operator should asses the risk of operating a flight with no cabin crew member and ensure that the following procedures mitigate the risks and provide appropriate level of protection of the aircraft occupants: (a) Flight crew members assigned to these flights should receive training on operations where no cabin crew is required in accordance with ORO.FC.220 and ORO.FC.230. (b) The operator should consider the categories of passengers to be carried on such flights, who may be knowledgeable or not about the aircraft type and procedures in normal, abnormal and emergency situations. (c) The procedures should cover at least the following elements, if applicable: (1) communication and coordination between flight crew members and passengers; (2) flight crew member incapacitation; (3) cabin surveillance; (4) rapid egress from the aircraft in case of rapid disembarkation or evacuation; (5) operation and use of emergency exits and assisting evacuation means; (6) location and use of oxygen; (7) location and use of life jackets; (8) passenger seating in order to maintain: (i) an easy access to emergency exits; (ii) timely communication with flight crew member(s); and (iii) the required mass and balance of the aircraft; (9) passenger briefing in accordance with Annex IV (Part-CAT), including information on the location and use of equipment not displayed in the operator’s safety briefing material, such as a fire extinguisher, first aid equipment (e.g. first aid kit, defibrillator), smoke hood, etc.; and (10) any additional safety instructions that are deemed necessary to ensure passenger protection.

text: GM1 ORO.CC.100(d)(2) Number and composition of cabin crew

text: CATEGORIES OF PASSENGERS (a) The operator should adapt the procedures for non-commercial operations with an aircraft with an MOPSC of more than 19 and maximum 19 passengers and no operating cabin crew on board to the categories of passengers to be carried on such flight. This includes but is not limited to the following groups: (1) Passengers who are already familiar with the aircraft environment, the procedures in normal operations, abnormal and emergency situations or trained on the aircraft type, e.g. non-operating aircrew members, maintenance personnel, etc. (2) Passengers who are not familiar with the aircraft environment or procedures in normal operations, abnormal and emergency situations, e.g. operator’s guests, employees, etc. (3) Passengers who travel frequently on such flights. The operator may consider providing these passengers with training covering all safety and emergency procedures for the given aircraft type as described in AMC1.1 CAT.OP.MPA.170. The operator should be able to show evidence of their training. These passengers may also be provided with an extended briefing to facilitate communication with flight crew and coordination of all passengers in case of an abnormal or emergency situation. (4) Special categories of passengers (see CAT.OP.MPA.155). (b) The operator may include in its procedures a ratio of the categories of passengers described in (a) above that can travel on the same flight.

text: AMC1 ORO.CC.125(d) Aircraft type-specific training and operator conversion training

text: TRAINING PROGRAMME – OPERATOR CONVERSION TRAINING The following training elements should be covered as relevant to the aircraft type and the related operator’s specifics: (a) Description of the cabin configuration (…) (9) stowage for the containment of waste; and (10) passenger hand rail system or alternative means.; and (11) in-flight entertainment (IFE) system, if installed (e.g. central system or hand-held device(s) such as PEDs for the use by passenger(s) as applicable) and its safety aspects. (…)

text: AMC1 ORO.CC.135 Familiarisation

text: FAMILIARISATION FLIGHTS AND AIRCRAFT FAMILIARISATION VISITS (…) (c) Aircraft familiarisation visits (1) … (xii) crew rest areas; and (xiii) doors/exits location and environment.; and (xiv) IFE system used for conveying safety-related information.

text: GM1 ORO.CC.205(a) Reduction of the number of cabin crew members during ground operations and in unforeseen circumstances

text: CABIN CREW PRESENT AND READY TO ACT ‘Present and ready to act’ means that cabin crew members should be awake and in a state of alertness that enables them to fulfil their responsibilities and perform their duties as required by any situation in accordance with all applicable normal and emergency procedures established in the operations manual.

text: AMC1 ORO.CC.205(c)(1) Reduction of the number of cabin crew members during ground operations and in unforeseen circumstances

text: PROCEDURES WITH REDUCED NUMBER OF CABIN CREW (...)

text: AMC1 ORO.CC.205(d) Reduction of the number of cabin crew members during ground operations and in unforeseen circumstances

text: RISK ASSESSMENT FOR CRUISE PHASE OPERATION WITH A LOWER NUMBER OF CABIN CREW MEMBERS When conducting the risk assessment required under ORO.CC.205(d), the operator should: (a) assess the risks as relevant to the type and duration of the flight to be operated, aeroplane type, cabin configuration, passenger seating capacity, the number and qualification of the operating cabin crew members, and the particular flight duty period (FDP); (b) determine how many cabin crew members should be present and ready to act at any time to realistically manage the normal and emergency procedures to be applied during cruise; and (c) evaluate the time and conditions necessary for the cabin crew members taking in-flight rest to reach their assigned cabin crew stations in case of an emergency.

text: AMC2 ORO.CC.205(d) Reduction of the number of cabin crew members during ground operations and in unforeseen circumstances

text: SPECIFIC PROCEDURES FOR CRUISE PHASE OPERATION WITH A LOWER NUMBER OF CABIN CREW MEMBERS IN THE PASSENGER COMPARTMENT (a) When establishing the specific procedures for cruise phase operation with a lower number of cabin crew members in the passenger compartment, the operator should at least consider the following: (1) Normal procedures including at least: (i) surveillance of the passenger compartment, including the lavatories and the galleys; (ii) management of, and assistance to, passengers; (iii) crew communication and coordination, including the necessary contact with and support to the flight crew as specified by the operator. (2) Emergency procedures including at least those to be applied in case of: (i) medical emergency; (ii) unruly behaviour; (iii) unlawful interference or bomb threat; (iv) slow depressurisation; (v) decompression; (vi) fire or smoke event; (vii) emergency descent, taking into account that the procedure to be applied may vary depending on the causing event (e.g. depressurisation or fire). (c) Specific procedures for cruise phase operation with a lower number of cabin crew should describe: (1) how to re-assign duties and responsibilities of cabin crew members or senior crew members who take in-flight rest to another cabin crew member considering the experience and qualification of the cabin crew member or senior cabin crew member; and (2) how cabin crew members taking in-flight rest can be again ready to act and reach their assigned cabin crew stations in case of an emergency.

text: ACCLIMATISED (…) (d) Should a crew member’s rotation include additional duties that end in a different time zone than his or her first arrival destination’s time zone while he or she is considered to be in an unknown state of acclimatisation, then the crew member remains in an unknown state of acclimatisation until he or she: (1) has taken the rest period required by CS FTL.1.235(b)(3) at home base; (2) has taken the rest period required by CS FTL.1.235(b)(3) at the new location; or (…)


text: Annex to ED Decision 2019/025/R

identifier: AMC & GM to Part-ORO — Issue 2, Amendment 16

beslut: ED Decision 2019/025/R

text: Annex to ED Decision 2019/025/R Acceptable Means of Compliance (AMC) and Guidance Material (GM) to Annex III (Part-ORO) to

text: Regulation (EU) No 965/2012

text: Issue 2, Amendment 16

text: The text of the amendment is arranged to show deleted text, new or amended text as shown below: (a) deleted text is marked with strike through; (b) new or amended text is highlighted in grey; and (c) an ellipsis ‘[…]’ indicates that the remaining text is unchanged.

text: The Annex to ED Decision 2014/017/R is amended as follows:

text: 1. In AMC1 ORO.FC.220&230, point (d) is amended as follows: ‘(d) An FFS that is used for the training referred to in point (b)(1) should be qualified in accordance with the special evaluation requirements set out in CS-FSTD(A) (Issue 2 or later) The FFS qualification requirements in (b)(1) are further clarified in the Guidance Material (GM).’

text: 2. In AMC2 ORO.FC.220&230, point (d) is amended as follows: ‘(d) An FFS that is used for the training referred to in point (b)(1) should be qualified in accordance with the special evaluation requirements set out in CS-FSTD(A) (Issue 2 or later) The FFS qualification requirements in (b)(1) are further specified in the Guidance Material (GM).’

text: 3. GM3 ORO.FC.220&230 is amended as follows: a. The first paragraph following the headline ‘STALL EVENT RECOVERY TRAINING’ is amended as follows: ‘It is of utmost importance that stall event recovery training takes into account the capabilities of the FFS used. Most current and grandfathered FFS models are deficient in representing the aeroplane in the aerodynamic stall regime, thus practising of ‘full stall’ in such a device could potentially result in negative training or negative transfer of training. The term ‘stall event’ is therefore introduced to cater for the capability of current and grandfathered FFS, and for potential future FFS enhancements. To deliver stall event recovery training, the FFS should be qualified against the relevant UPRT elements of CS-FSTD(A) (Issue 2 or later). Stall event recovery training should include training up to the stall (approach-to-stall). Post-stall training may be delivered, provided the device has been qualified against the relevant optional elements of CS-FSTD(A) (Issue 2 or later) and the operator demonstrates that negative training or negative transfer of training is avoided. A ‘stall event’ is defined as an occurrence whereby the aeroplane experiences one or more conditions associated with an approach-to-stall or an aerodynamic stall. b. The second paragraph following the headline ‘STALL EVENT RECOVERY TRAINING’, starting with the word ‘IMPORTANT’, is deleted.