text: OPTION 1 (for private OPTION 2 (for private OPTION 3 (for ELA2 aircraft other than aircraft other than aircraft not involved in large) large) commercial operations)

text: Development and Performed by the owner Contracted to a CAMO Contracted to a Part-145 processing of the (whether it is done or M.A. Subpart F approval of the through a full contract maintenance maintenance programme for the continuing organisation (see airworthiness M.A.201(e)(ii)) management of the aircraft or through a limited contract for the development and processing of the maintenance programme) Approval/Declaration of Direct approval by the Direct approval by the Direct approval by the the maintenance NAA NAA NAA

text: or or or

text: Declaration by the Indirect approval by the Declaration by the owner (only for ELA1 contracted CAMO owner (only for ELA1

text: aircraft not involved in aircraft not involved in commercial operations, commercial operations,

text: see M.A.302(h)) or see M.A.302(h))

text: Declaration by the owner (only for ELA1

text: aircraft not involved in commercial operations, see M.A.302(h))

text: OPTION 1 (for all aircraft) OPTION 2 (for ELA1 aircraft not involved in commercial operations)

text: Basic information used for Maintenance data from the Design ‘Minimum Inspection Programme’ (see the maintenance Approval Holder (complying with M.A.302(h)2 and M.A.302(i)) programme M.A.302(d) and (e))

text: (not applicable to airships)

text: Customisation to a Complying with M.A.302(e) Using the template in AMC M.A.302(e)

text: particular aircraft

text: Using the template in AMC M.A.302(e) (only for other-

text: than-complex motor-powered aircraft)

text: Approval/Declaration of Direct approval by NAA Direct approval by NAA

text: the maintenance

text: or or

text: Indirect approval by contracted Indirect approval by contracted CAMO CAMO or or Declaration by the owner (see Declaration by the owner (see M.A.302(h)) (only for ELA1 aircraft not M.A.302(h)) (only for ELA1 aircraft involved in commercial operations, see

text: not involved in commercial M.A.302(h)) operations, see M.A.302(h))

text: Performance of CAMO or NAA NAA

text: Airworthiness Review and

text: issue of Airworthiness

text: Review Certificate CAMO

text: or Part-145/M.A. Subpart F maintenance organisation (when combined with annual inspection, see M.A.901(l))

identifier: GM to Part M — Amendment 4

amnesord: Part-M - Continuing airworthiness requirements

title: GM to Part M — Amendment 4

text: Annex IV to ED Decision 2015/024/R

text: Annex VI (Guidance Material to Part-M) to Decision 2003/19/RM 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.

text: A new GM M.A.201(e), M.A.302(h) and M.A.901(l) is introduced as follows:

text: Maintenance Programme development and approval (for private aircraft other than large *)

text: * This means aircraft for which M.A.201(f), (g), (h), and (i) do not apply.

text: The following table provides a summary of the provisions contained in M.A.201(e), AMC M.A.201(e), and GM M.A.201(e):

text: Maintenance Programme content and airworthiness review (for all aircraft)

text: The following table provides a summary of the provisions contained in M.A.302 and AMC M.A.901 in relation to the content of the maintenance programme, its approval and its link with the airworthiness review:

text: A new GM M.A.201(e) is added as follows:

text: GM M.A.201(e) Aircraft maintenance programme

text: If an owner decides not to make a contract in accordance with M.A.201(e), the owner is fully responsible for the proper accomplishment of the corresponding tasks. As a consequence, it is

text: recommended that the owner properly self-assess his/her own competence to accomplish them or otherwise seek the proper expertise.

text: A new GM M.A.302(h) is added as follows:

text: GM M.A.302(h) Aircraft maintenance programme

text: Responsibilities associated to maintenance programmes developed in accordance with M.A.302(h): — If the owner has contracted an organisation in accordance with M.A.201(e) (whether it covers the full continuing airworthiness management or it is just for the development of the maintenance programme), this organisation is responsible for developing and proposing to the owner a maintenance programme which:  indicates whether the maintenance programme is based on the ‘Minimum Inspection Programme’ described in M.A.302(i);  identifies the owner and the specific aircraft, engine, and propeller (as applicable);  includes all mandatory maintenance information and any additional tasks derived from the assessment of the recommendations issued by the Design Approval Holder;  justifies any deviations from the recommendations issued by the Design Approval Holder;  does not go below the requirements of the Minimum Inspection Programme; and  is customised to the particular aircraft type, configuration and operation, in accordance with paragraph M.A.302(h)3. If the maintenance programme is going to be approved by the competent authority, such competent authority is responsible for evaluating the justifications provided in relation to deviations from the recommendations issued by the Design Approval Holder. However, when issuing a declaration for the maintenance programme, the owner assumes full responsibility for any deviations introduced to the maintenance programme proposed by the contracted organisation. The organisation which developed the maintenance programme is not responsible for such deviations. These deviations do not need to be justified by the owner. — If the owner has not contracted an organisation in accordance with M.A.201(e) and has decided to develop the maintenance programme himself/herself, when issuing a declaration for the maintenance programme, the owner assumes full responsibility for its content, including any deviations introduced to the recommendations issued by the Design Approval Holder. In this case, these deviations do not need to be justified. However, the maintenance programme still needs to comply with the requirements contained in M.A.302(h), in particular with the obligation to not go below the requirements of the ‘Minimum Inspection Programme’ and to comply with the mandatory continuing airworthiness information. If the maintenance programme is going to be approved by the competent authority, the owner needs to provide to such competent authority the justification for the deviations from the Design Approval Holder recommendations. — The content of the declared (by the owner) maintenance programme cannot be initially challenged either by the competent authority, the contracted CAMO, or the contracted

text: maintenance organisation. This declared maintenance programme is the basis for adequate planning of maintenance as well as for the airworthiness reviews and the content of the Aircraft Continuing Airworthiness Monitoring (ACAM) inspections in accordance with M.B.303. Nevertheless, the maintenance programme will be subject to periodic reviews at the occasion of the airworthiness review and the competent authority shall be notified in case of discrepancies linked to deficiencies in the content of the maintenance programme, as described in M.A.302(h)5, M.A.710(ga), M.A.710(h), M.A.901(l)5, and M.A.901(l)7. The owner shall amend the maintenance programme accordingly as required by M.A.302(h)5. — When the competent authority is notified of deficiencies linked to the content of the declared maintenance programme for a particular aircraft, the competent authority should contact the owner, request a copy of the maintenance programme (if it was declared) and use the information received for the adequate planning of the ACAM programme. Based on the reported deficiencies and the risks identified, the competent authority will adapt the ACAM programme accordingly. This notification will also allow that the competent authority agrees on the changes required to the maintenance programme as required by M.A.302(h)5. — Although there is no requirement for the owner to send a copy of the declared maintenance programme to the competent authority, this does not prevent the competent authority from requesting a copy to the owner at any time, even if deficiencies have not been reported. — Since the maintenance programme has to identify the deviations introduced to the recommendations issued by the Design Approval Holder, the airworthiness reviews and ACAM inspections should place emphasis on the inspection of those areas affected by those deviations in order to make sure that the maintenance programme is effective. — Since the competent authority is not responsible for the content of a declared maintenance programme, the competent authority cannot authorise deviations from its content. In such case, the owner can always declare an amended maintenance programme.

text: A new GM M.A.615 is added as follows:

text: GM M.A.615 Privileges of the organisation

text: M.A.615 states that the organisation shall only maintain an aircraft or component for which it is approved when all the necessary facilities, equipment, tooling, material, maintenance data, and certifying staff are available. This provision is intended to cover the situation where the larger organisation may temporarily not hold all the necessary tools, equipment, etc. for an aircraft type or variant specified in the organisation’s approval. This paragraph means that the competent authority need not amend the approval to delete the aircraft type or variants on the basis that it is a temporary situation and there is a commitment from the organisation to re-acquire tools, equipment, etc. before maintenance on the type may recommence.

text: A new GM M.A.615(a) is added as follows:

text: GM M.A.615(a) Privileges of the organisation

text: M.A.615(a) applies also to facilities which may not be individually approved by the competent authority, such as those described in AMC M.A.605(a) for ELA2 aircraft.

text: A new GM M.A.709 is added as follows:

text: GM M.A.709 Documentation

text: Paragraph M.A.709(a) refers to continuing airworthiness tasks referred to in M.A.708. As a consequence, this covers continuing airworthiness management tasks but not airworthiness reviews. Airworthiness review requirements are established in M.A.710 and the requirements for the corresponding record retention are contained in M.A.714.

text: A new GM M.A.710 is introduced as follows:

text: GM M.A.710 Airworthiness review

text: Responsibilities of airworthiness review staff: The following is a summary of the requirements contained in M.A.710 as well as the associated AMCs and Appendices, in relation to the responsibilities of the airworthiness review staff: — Airworthiness review staff are responsible for performing both, the documental and the physical survey. — Procedures must be established by the CAMO in order to perform the airworthiness review, including the depth of samplings (refer to Appendix V to AMC M.A.704, paragraphs 4.2 and 4.3). — Procedures must make very clear that the final word about the depth of the inspections (both documental and physical) belongs to the airworthiness review staff, who can go beyond the depth contained in the CAME if they find it necessary. At the end, it is the responsibility of the airworthiness review staff to be satisfied that the aircraft complies with Part-M and is airworthy, and the organisation must ensure that no pressure or restrictions are imposed on the airworthiness review staff when performing their duty. — A compliance report must be produced by the airworthiness review staff, detailing all items checked and the outcome of the review. — Airworthiness review staff are responsible for the items checked during the airworthiness review. However, they do not take over the responsibilities of the CAMO, Part-145, DOA, POA or any other organisations, not being responsible for problems not detected during the airworthiness review or for the possibility that the approved or declared maintenance programme may not include certain recommendations from the Design Approval Holder. Obviously, if the airworthiness review staff are not independent of the airworthiness management process and were nominated on the basis of the option of having overall authority on such a process, they will be responsible for the full continuing airworthiness

text: of such aircraft. Nevertheless, this responsibility will be a consequence of their position related to M.A.706 and not of their position as airworthiness review staff (M.A.707). — The issuance of the airworthiness review certificate (ARC ) by the airworthiness review staff only certifies that the aircraft is considered airworthy in relation to the scope of the airworthiness review performed and the fact that the airworthiness review staff are not aware of instances of non-compliance which endanger flight safety. Furthermore, it only certifies that the aircraft is considered airworthy at the time of the review. It is the responsibility of the owner or contracted CAMO to ensure that the aircraft is fully airworthy at any time.

text: A new GM M.A.710(h) is introduced as follows:

text: GM M.A.710(h) Airworthiness review

text: The objective of informing the competent authority when the airworthiness review shows discrepancies linked to deficiencies in the content of the maintenance programme is to allow the competent authority to take it into account when planning the ACAM inspections and to make sure that the competent authority agrees on the amendments required in the maintenance programme as required by M.A.302(h)5.

text: A new GM M.A.901(l)5 is introduced as follows:

text: GM M.A.901(l)5 Aircraft airworthiness review

text: The EASA Form 15c is only applicable to ELA1 aircraft not involved in commercial operations. As a consequence, a new EASA Form 15a or 15b has to be issued if the operation of the aircraft changes to commercial. This includes the corresponding approval of the maintenance programme and the performance of an airworthiness review.

text: A new GM M.A.901(l)7 is introduced as follows:

text: GM M.A.901(l)7 Aircraft airworthiness review


text: Annex to ED Decision 2015/006/R

text: Annex to ED Decision 2015/006/R

text: Annex to ED Decision 2015/006/R

text: Annex to ED Decision 2015/006/R

text: Annex to ED Decision 2015/006/R

identifier: GM to Part-SPO — Amendment 2

beslut: ED Decision 2015/006/R

publisher: Europeiska unionens byrå för luftfartssäkerhet

sprak: en

title: GM to Part-SPO — Amendment 2

serie: gm

text: Annex to Decision 2015/006/R

type: stycke

text: ‘AMC and GM to Part-SPO — Amendment 2’

text: The Annex to Decision 2014/018/R 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 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: GM1 SPO.GEN.005 is amended as follows:

text: GM1 SPO.GEN.005 Scope

text: LIST OF SPECIALISED OPERATIONS (a) Specialised operations include the following activities: (1) helicopter external loads operations; (2) helicopter survey operations; (3) human external cargo operations; (4) parachute operations and skydiving; (5) agricultural flights; (6) aerial photography flights; (7) glider towing; (8) aerial advertising flights; (9) calibration flights; (10) construction work flights, including stringing power line operations, clearing saw operations; (11) oil spill work; (12) avalanche mining operations; (13) survey operations, including aerial mapping operations, pollution control activity; (14) news media flights, television and movie flights; (15) special events flights, including such as flying display and competition flights; Decision 2014/018/R of the Executive Director of the Agency of 24 April 2014 on adopting Acceptable Means of Compliance and Guidance Material to Part-SPO of

text: Commission Regulation (EU) No 965/2012

text: (16) aerobatic flights; (17) animal herding, animal rescue flights and veterinary dropping flights; (18) maritime funeral operations; (19) scientific research flights (other than those under Annex II to

text: Regulation (EC) No 216/2008

text: ); and (20) cloud seeding.; and (21) sensational flights: flights involving extreme aerobatic manoeuvres carried out for the purpose of allowing the persons on board to experience zero gravity, high G-forces or similar sensations.

text: A new AMC1 SPO.GEN.119 is inserted as follows:

text: AMC1 SPO.GEN.119 Taxiing of aircraft

text: PROCEDURES FOR TAXIING Procedures for taxiing should include at least the following: (a) application of sterile flight deck crew compartment procedures: (b) use of standard radio-telephony (RTF) phraseology; (c) use of lights; (d) measures to enhance the situational awareness of the pilot-in-command. The following list of typical items should be adapted by the operator to take into account its operational environment: (1) the pilot-in-command should have the necessary aerodrome layout charts available; (2) if applicable, the pilot taxiing the aircraft should announce in advance his/her intentions to the pilot monitoring; (3) if applicable, all taxi clearances should be heard, and should be understood by the pilot-incommand; (4) if applicable, all taxi clearances should be cross-checked against the aerodrome chart and aerodrome surface markings, signs and lights; (5) an aircraft taxiing on the manoeuvring area should stop and hold at all lighted stop bars, and may proceed further when an explicit clearance to enter or cross the runway has been issued by the aerodrome control tower, and when the stop bar lights are switched off; (6) if the pilot-in-command is unsure of his/her position, he/she should stop the aircraft and contact air traffic control; (7) any action, which may disturb the pilot-in-command from the taxi activity, should be avoided or done with the parking brake set.

text: A new GM1 SPO.GEN.120 is inserted as follows:

text: GM1 SPO.GEN.120 Taxiing of aeroplanes

text: SAFETY-CRITICAL ACTIVITY (a) Taxiing should be treated as a safety-critical activity due to the risks related to the movement of the aeroplane and the potential for a catastrophic event on the ground. (b) Taxiing is a high-workload phase of flight that requires the full attention of the flight crew.

text: The following amendments are editorial changes to the existing text which are not related to the substantial amendments of this Decision:

text: The order of AMC1 SPO.GEN.107(e) and GM 1 SPO.GEN.108(c) is changed as follows:

text: AMC1 SPO.GEN.107(e) Pilot-in-command responsibilities and authority — balloons

text: VIOLATION REPORTING If required by the State in which the incident occurs, the pilot-in-command should submit a report on any such violation to the appropriate authority of the said State; in that event, the pilot-in-command should also submit a copy of it to the competent authority. Such reports should be submitted as soon as possible and normally within 10 days.

text: GM1 SPO.GEN.108(c) Pilot-in-command responsibilities and authority — balloons

text: PROTECTIVE CLOTHING Protective clothing includes: (a) long sleeves and trousers preferably made out of natural fibres; (b) stout footwear; and (c) gloves.

text: GM1 SPO.GEN.145(a) is amended as follows:

text: GM1 SPO.GEN.145(a) Preservation, production and use of flight recorder recordings

text: REMOVAL OF RECORDERS AFTER A REPORTABLE OCCURRENCE The need for removal of the recorders from the aircraft is determined by the investigating authority with due regard to the seriousness of an occurrence and the circumstances, including the impact on the operation.

text: AMC1 SPO.IDE.A.120(a)(4) & SPO.IDE.A.125(a)(4) is amended as follows:

text: AMC1 SPO.IDE.A.120(a)(4) & SPO.IDE.A.125(a)(4) Operations under VFR & operations under IFR — flight and navigational instruments and associated equipment

text: CALIBRATION OF THE INSTRUMENT INDICATING AIRSPEED (a) The instrument indicating airspeed should be calibrated in knots (kt). (b) In the case of aeroplanes with a maximum certified take-off mass (MCTOM) below 2 000 kg, calibration in kilometres (km) per hour (kph) or in miles per hour (mph) is acceptable when such units are used in the AFM.

text: AMC1 SPO.IDE.H.120(a)(4) & SPO.IDE.H.125(a)(4) is amended as follows:

text: AMC1 SPO.IDE.H.120(a)(4) & SPO.IDE.H.125(a)(4) Operations under VFR & operations under IFR — flight and navigational instruments and associated equipment

text: CALIBRATION OF THE INSTRUMENT INDICATING AIRSPEED (a) The instrument indicating airspeed should be calibrated in knots (kt). (b) In the case of helicopters with an MCTOM below 2 000 kg, calibration in kilometres (km) per hour (kph) or in miles per hour (mph) is acceptable when such units are used in the AFM.

text: GM1 SPO.IDE.S.100(c) is amended as follows:

text: GM1 SPO.IDE.S.100(c) Instruments and equipment — general

text: NOT REQUIRED INSTRUMENTS AND EQUIPMENT THAT DO NOT NEED TO BE APPROVED IN ACCORDANCE WITH THE APPLICABLE AIRWORTHINESS REQUIREMENTS, BUT ARE CARRIED ON A FLIGHT (a) The provision of this paragraph does not exempt any installed instrument or item of equipment from complying with the applicable airworthiness requirements. In this case, the installation should be approved as required in the applicable airworthiness requirements and should comply with the applicable airworthiness codes. (cb) The failure of additional non-installed instruments or equipment not required by this Part or by the applicable airworthiness requirements or any applicable airspace requirements should not adversely

text: affect the airworthiness and/or the safe operation of the sailplane. Examples may be portable electronic devices carried by crew members or task specialists.

text: AMC1 SPO.IDE.S.115(a)(4) & SPO.IDE.S.120(d) is amended as follows:

text: AMC1 SPO.IDE.S.115(a)(4) & SPO.IDE.S.120(d) Operations under VFR & Cloud flying — flight and navigational instruments

text: CALIBRATION OF THE INSTRUMENT INDICATING AIRSPEED (a) The instrument indicating airspeed should be calibrated in knots (kt). (b) Calibration in kilometres (km) per hour (kph) or in miles per hour (mph) is also acceptable.

type: vagledning

utgivare: easa


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

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

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

identifier: GM to Regulation (EU) No 965/2012 — Issue 1, Amendment 3

beslut: ED Decision 2019/019/R

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

text: ‘Guidance Material to

text: Regulation (EU) No 965/2012

text: — Issue 1, Amendment 3’

text: The Annex to Decision 2014/019/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 marked with strike through; — new or amended text is highlighted in blue; — an ellipsis ‘(…)’ indicates that the rest of the text is unchanged.

text: NON-COMMERCIAL OPERATIONS — EXAMPLES The following examples of operations are not covered by the definition of commercial operations or by that of specialised operations. They are identified as non-commercial operations. Some of these flights are listed by an AOC holder in its operations manual Part-A, ch. 8.7 as non-commercial operations (as specified in AMC3 ORO.MLR.100) and covered by the provisions of ORO.AOC.125. Some of these operations are performed on an irregular basis. The operator and its crew members may consider them as non-routine operations, situated outside their operational routine. This constitutes a risk that the operator should include in its risk assessment process. The operations listed below are performed with aircraft having a certificate of airworthiness or a permit to fly and being already listed on an AOC or on a declaration. They are grouped by the purpose of the flight.

text: Demonstration flights

text: (a) A flight performed with the purpose of demonstrating: (1) an aircraft’s handling, performance and functionalities to buyers or lessees; (2) an aircraft’s flying characteristics or the operational procedures to the competent authority, for verification of compliance with the operational requirements, as per ARO.GEN.310 (a). Other terms used: (route) proving flight; operational evaluation flight. (b) Flight at the end of lease or upon transfer of ownership: a flight performed at the request of the operator to verify compliance of the aircraft with the contractual specifications of the lessee/lessor or buyer. Other term used: acceptance flight.

text: (c) ‘Public relations (PR) flight’: a flight carrying official or media representatives as non-paying passengers. Sometimes personnel of the operator are included. The PR flight is performed in the interest of the operator’s own business. Testing the results of maintenance work is outside the scope of demonstration flights. Such flights are not expected to execute flight manoeuvres where the aircraft might react with an unexpected behaviour. This is covered by a maintenance check flight (listed below).

text: Maintenance check flights

text: (d) Maintenance check flight (MCF) The definition of an MCF is provided in Annex I to

text: Regulation (EU) No 965/2012

text: . The provisions on MCF are developed in Annex VII (Part-NCO), Subpart E Section 6 and Annex VIII (Part-SPO), Subpart E Section 5. Ferry flights – flights changing the location of the aircraft A ferry flight could be performed for the following purposes: (e) The aircraft is moved to and from a maintenance base. The aircraft may be operated under the permit-to-fly conditions. Examples: (1) unpressurised flight, (2) gear-down flight, (3) flight with one engine inoperative. (f) The aircraft is moved from one location to another, e.g. from the manufacturer, refurbishment location, previous owner, lessor/lessee, long-term storage to the operator’s base. Other term used: delivery flight. (g) The aircraft and its aircrew are positioned to an aerodrome from which a further commercial air transport (CAT) operation will be performed. Other term used: positioning flight. (h) The aircraft is moved from its current location to a secure location for various reasons (e.g. to remove it from a hazardous area). Other term used: recovery flight.

text: Training flights

text: (i) A flight for instructional purposes for the operator’s own flight crew. Operator training and checking flight: a flight performed by the operator with the purpose of training, checking and/or familiarising a flight crew member with the operator’s procedures linked to the aircraft being operated. A training flight is conducted using the procedures detailed in the operator’s documentation. Line flying under supervision (LIFUS), line checks and similar flights are not included in this category, as they are usually performed during commercial operations (CAT flights).

text: Other non-commercial flights

text: (j) ‘Corporate flight’: a flight conducted for business purposes: the operator may carry its own personnel and/or property in the interest of business. Other terms used: business flight, private flight. (k) ‘Leisure flight’: a flight operated by an operator for personal or recreational purposes, not associated with a business or a profession. Other term used: private flight. (l) Managed flight: a flight operated by an operator for the business purposes of the aircraft owner, with no remuneration or other valuable consideration involved.

text: Charity flights, humanitarian flights

text: (m) ‘Charity flight’: a flight performed for the benefit of a registered charity organisation, carrying persons and/or goods. For such a flight, the proceeds of the raffled flight go to the charity. Any additional proceeds are limited to the recovery of direct costs of the flight. (n) ‘Humanitarian flight’: a flight with the purpose of carrying relief personnel and/or life-saving supplies (basic necessities) during or after an emergency or a natural disaster, or to evacuate persons from an endangered area.

text: INSPECTIONS BY PERSONNEL AUTHORISED BY THE COMPETENT AUTHORITY Inspections performed by personnel authorised by the competent authority to perform oversight or certification tasks means announced or unannounced inspections, including in-flight inspections, to oversee any operations in accordance with this Regulation.


identifier: GM to Regulation (EU) No 965/2012 — Issue 1, Amendment 4

beslut: ED Decision 2025/010/R

text: Guidance Material to

text: Regulation (EU) No 965/2012

text: — Issue 1, Amendment 4

type: rubrik

text: Annex I to ED Decision 2025/010/R ‘GM to

text: Regulation (EU) No 965/2012

text: — Issue 1, Amendment 4’

text: This document shows deleted, new or amended text as follows: — deleted text is struck through; — new or amended text is highlighted in blue; — an ellipsis ‘[…]’ indicates that the rest of the text is unchanged.

text: No t e t o t h e r e a d e r

text: In amended, and in particular in existing (that is, unchanged) text, ‘Agency’ is used interchangeably with ‘EASA’. The interchangeable use of these two terms is more apparent in the consolidated versions. Therefore, please note that both terms refer to the ‘European Union Aviation Safety Agency (EASA)’.

text: Annex I to ED Decision 2025/010/R Page 1 of 2

text: GM to

text: Regulation (EU) No 965/2012

text: Issue 1, Amendment 4

text: VEMS FLIGHT (a) A VEMS flight, also referred to as ‘VEMS mission’, normally starts and ends at the VEMS operating base following tasking by the ‘VEMS dispatch centre’. Tasking can also occur when the VCA is either airborne or on the ground at locations other than the VEMS operating base. (b) The following elements are considered integral parts of the VEMS mission: (1) flights to/from a VEMS operating site when initiated by the VEMS dispatch centre; (2) flights to/from a vertiport/VEMS operating site for the delivery or pick-up of medical supplies and/or persons required for the completion of the VEMS mission; (3) flights to/from a vertiport/VEMS operating site for refuelling or battery recharging as required for the completion of the VEMS mission. (c) The VEMS dispatch centre is a location where, if established, the coordination and tasking of VEMS missions takes place.

text: Annex I to ED Decision 2025/010/R Page 2 of 2


text: Annex to ED Decision 2014/019/R

identifier: GM to Regulation (EU) No 965/2012

beslut: ED Decision 2014/019/R

title: GM to Regulation (EU) No 965/2012

text: European Aviation Safety Agency

text: Guidance Material (GM) to

text: Commission Regulation (EU) No 965/2012

text: Initial issue 24 April 2014

text: For the date of entry into force of this issue, refer to Decision 2014/019/R in the Official Publication of the Agency.

text: GM TO COMMISSION REGULATION

text: (EU) No 965/2012

text: Guidance Material (GM) to Articles of

text: Commission Regulation (EU) No 965/2012

text: Article 6.4

text: a Derogations

text: OTHER-THAN-COMPLEX MOTOR-POWERED AIRCRAFT The term ‘other-than-complex motor-powered aircraft’ is used synonymously with the terms ‘other-than complex motor-powered aircraft’ and ‘other than complex motorpowered aircraft’. Whenever one of these terms is used, it includes also non-motorpowered aircraft such as sailplanes and balloons.

text: Article 6.4

text: a(a);(b) Derogations

text: DIRECT COST ‘Direct cost’ means the cost directly incurred in relation to a flight, e.g. fuel, airfield charges, rental fee for an aircraft. There is no element of profit.

text: Article 6.4

text: a(a);(b) Derogations

text: ANNUAL COST ‘Annual cost’ means the cost of keeping, maintaining and operating the aircraft over a period of one calendar year. There is no element of profit.

text: Article 6.4

text: a(c) Derogations

text: ORGANISATION CREATED WITH THE AIM OF PROMOTING AERIAL SPORT OR LEISURE AVIATION An ‘organisation created with the aim of promoting aerial sport or leisure aviation’ means a non-profit organisation, established under applicable national law for the sole purpose of gathering persons sharing the same interest in general aviation to fly for pleasure or to conduct parachute jumping. The organisation should have aircraft available.

text: Article 6.4

text: a(c) Derogations

text: MARGINAL ACTIVITY The term ‘marginal activity’ should be understood as representing a very minor part of the overall activity of an organisation, mainly for the purpose of promoting itself or attracting new students or members. An organisation intending to offer such flights as regular business activity is not considered to meet the condition of marginal activity. Also, flights organised with the sole intent to generate income for the organisation, are not considered to be a marginal activity.