text: Annex II to ED Decision 2020/003/R

identifier: AMC & GM to Part-BOP — Issue 1, Amendment 1

publisher: Europeiska unionens byrå för luftfartssäkerhet

sprak: en

serie: amc-gm

text: Annex II to ED Decision 2020/003/R Acceptable Means of Compliance (AMC) and Guidance Material (GM) to Annex II (Part-BOP) to

text: Commission Regulation (EU) 2018/395

text: Issue 1, Amendment 1

type: rubrik

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 blue; and (c) an ellipsis ‘[…]’ indicates that the remaining text is unchanged.

type: stycke

text: The Annex to ED Decision 2018/004/R is amended as follows:

text: AMC1 BOP.ADD.315(b);(c) Recurrent training and checking

text: PROFICIENCY CHECK The operator proficiency check should: (a) in case of flight crew members engaged in commercial passenger ballooning, include the content of the proficiency check for the commercial operation rating specified in AMC1 BFCL.215(d)(2)(i) (AMC & GM to Part-BFCL); and (b) be conducted by an examiner.

type: vagledning

utgivare: easa


text: Annex II to ED Decision 2018/004/R

text: For the date of entry into force of this Issue, refer to Decision 2018/004/R in the Official Publication of the Agency.

text: AMC/GM to Part-BOP

text: Regulation (EC) No 216/2008

text: of the European Parliament and of the Council of 20 February 2008 on common rules in the field of civil aviation and establishing a European Aviation Safety Agency, and repealing

text: Council Directive 91/670/EEC

text: Regulation (EC) No 1592/2002

text: and Directive

text: (OJ L 79, 19.3.2008, p. 1).

text: AMC/GM to Part-BOP

text: Commission Regulation (EU) No 1178/2011 of 3 November 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 (OJ L 311, 25.11.2011, p. 1).

text: AMC/GM to Part-BOP

text: AMC/GM to Part-BOP

text: AMC/GM to Part-BOP

text: AMC/GM to Part-BOP

text: AMC/GM to Part-BOP

text: AMC/GM to Part-BOP

text: AMC/GM to Part-BOP

text: AMC/GM to Part-BOP

text: Commission Regulation (EU) No 748/2012 of 3 August 2012

text: laying down implementing rules for the airworthiness and environmental certification of aircraft and related products, parts and appliances, as well as for the certification of design and production organisations (OJ L 224, 21.8.2012, P.1).

text: AMC/GM to Part-BOP

text: AMC/GM to Part-BOP

text: AMC/GM to Part-BOP

text: AMC/GM to Part-BOP

text: AMC/GM to Part-BOP

text: AMC/GM to Part-BOP

text: Regulation (EU) No 376/2104 of the European Parliament and of the Council of 3 April 2014 on the reporting, analysis and follow-up of occurrences in civil aviation, amending

text: Regulation (EU) No 996/2010

text: of the European Parliament and of the Council and repealing Directive

text: of the European Parliament and of the Council and Commission Regulations

text: (EC) No 1321/2007

text: and

text: (EC) No 1330/2007

text: (OJ L 122, 24.4.2014, p. 18). 7 Commission Implementing

text: Regulation (EU) 2015/1018 of 29 June 2015

text: laying down a list classifying occurrences in civil aviation to be mandatorily reported according to

text: Regulation (EU) No 376/2014

text: of the European Parliament and of the Council (OJ L 163, 30.6.2015, p. 1).

text: AMC/GM to Part-BOP

text: AMC/GM to Part-BOP

text: AMC/GM to Part-BOP

text: AMC/GM to Part-BOP

text: AMC/GM to Part-BOP

text: AMC/GM to Part-BOP

text: AMC/GM to Part-BOP

text: Commission Regulation (EU) No 1321/2014 of 26 November 2014

text: on the continuing airworthiness of aircraft and aeronautical products, parts and appliances, and on the approval of organisations and personnel involved in these tasks (OJ L 362, 17.12.2014, p. 1).

text: AMC/GM to Part-BOP

text: AMC/GM to Part-BOP

text: AMC/GM to Part-BOP

text: AMC/GM to Part-BOP

text: AMC/GM to Part-BOP

text: AMC/GM to Part-BOP

text: AMC/GM to Part-BOP

text: AMC/GM to Part-BOP

identifier: AMC & GM to Part-BOP — Issue 1

beslut: ED Decision 2018/004/R

title: AMC & GM to Part-BOP — Issue 1

text: European Aviation Safety Agency

text: Acceptable Means of Compliance and Guidance Material to Annex II Balloon Air Operations (Part-BOP) to

text: Commission Regulation (EU) 2018/395

text: Issue 1 23 March 2018

text: AMC AND GM TO ANNEX II TO COMMISSION REGULATION

text: (EU) 2018/395

text: BALLOON AIR OPERATIONS [PART-BOP]

text: SUBPART BAS — BASIC OPERATIONAL REQUIREMENTS

text: SECTION 1 — GENERAL REQUIREMENTS

text: AMC1 BOP.BAS.001 Scope

text: AERIAL ADVERTISING FLIGHT An aerial advertising flight, displaying a logotype or an advertisement on the balloon, should only be considered a commercial operation, when: (a) especially conducted at a specific time and for an advertising purpose; and (b) conducted in return for remuneration or other valuable consideration from the principal, with or without the existence of a contract.

text: GM1 BOP.BAS.001 Scope

text: MIXED BALLOONS Mixed balloons are operated in accordance with the requirements for hot-air balloons, unless otherwise specified.

text: GM1 BOP.BAS.030 Responsibilities of the pilot-in-command

text: GENERAL In accordance with the essential requirements for air operations, which are laid down in Annex IV to

text: Regulation (EC) No 216/2008

text: , the pilot-in-command is responsible for the operation and safety of the balloon and for the safety of all passengers on board. This includes the following: (a) the safety of all passengers on board, as soon as he or she arrives on board until he or she leaves the balloon at the end of the flight; and (b) the operation and safety of the balloon from the moment the balloon is unloaded from the retrieve vehicle or trailer to the moment the balloon is reloaded, unless the preparation of the flight is delegated to a crew member.

text: AMC1 BOP.BAS.030(a)(3) Responsibilities of the pilot-in-command

text: CHECKLISTS (a) The pilot-in-command should use the latest checklists provided by the manufacturer or the operator. (b) If checks conducted before take-off are suspended at any point, the pilot-in-command should restart them from a safe point prior to the interruption.

text: GM1 BOP.BAS.030(a)(7) Responsibilities of the pilot-in-command

text: PROTECTIVE CLOTHING Protective clothing includes:

text: (a) long sleeves and trousers preferably made of natural fibres; (b) stout footwear; and (c) gloves.

text: GM1 BOP.BAS.030(a)(14) Responsibilities of the pilot-in-command

text: RECORDING UTILISATION DATA Where a balloon conducts a series of flights of short duration and is operated by the same pilot-incommand, the utilisation data for the series of flights may be recorded in the balloon logbook as a single entry.

text: AMC1 BOP.BAS.030(a)(17) Responsibilities of the pilot-in-command

text: REPORTING OF HAZARDOUS FLIGHT CONDITIONS (a) These reports should include any detail which may be pertinent to the safety of other aircraft. (b) When unexpected meteorological conditions affecting other aircraft are encountered that, in the opinion of the pilot-in-command, may affect the safety of other aircraft operations, he or she should advise the appropriate air traffic services (ATS) unit as soon as practicable.

text: AMC1 BOP.BAS.030(b)(1) & AMC1 BOP.BAS.040(b) Responsibilities of the pilot-in-command & responsibilities of crew members

text: ALCOHOL CONSUMPTION The operator should issue instructions concerning the consumption of alcohol by the pilot-incommand and the crew members. The instructions should not be less restrictive than the following: (a) no alcohol should be consumed less than 8 hours prior to an operation; (b) the blood alcohol level should not exceed the lower of the national requirements or 0.2 grams of alcohol in 1 litre of blood at the start of an operation; and (c) no alcohol should be consumed during the operation.

text: GM1 BOP.BAS.030(b)(1);(2) & GM1 BOP.BAS.040(b) Responsibilities of the pilot-in-command & responsibilities of crew members

text: PART-MED Information on the effects of medication, psychoactive substances and other treatments can be found in Annex IV (Part-MED) to

text: Regulation (EU) No 1178/2011

text: GM1 BOP.BAS.040 Responsibilities of crew members

text: DESIGNATION OF PERSONS AS CREW MEMBERS (a) The pilot-in-command or the operator may designate any person as a crew member provided that: (1) the role, according to the reasonable expectation of the pilot-in-command or the operator, will enhance the safety of the flight or achieve an operational objective of the flight;

text: (2) the person, according to the reasonable expectation of the pilot-in-command or the operator, is capable of fulfilling the role; (3) the person has been briefed on the role as a crew member and informed that he or she is crew, not a passenger; and (4) the person agrees to the role as crew member. (b) Crew members are not considered to be passengers. (c) Crew members may be required, by specific provisions of this Regulation and other Implementing Rules, to hold licences, ratings or other personnel certificates to fulfil certain roles such as instructor or examiner, in certain circumstances.

text: GM1 BOP.BAS.050 Documents, manuals and information to be carried

text: GENERAL (a) In case of loss or theft of documents specified in BOP.BAS.050, the operation may continue until the balloon has landed. The operator provides replacement documentation within the shortest possible time frame. (b) The documents, manuals and information may be available in a form other than on printed paper. An electronic storage medium is acceptable if accessibility, usability and reliability is assured.

text: AMC1 BOP.BAS.050(a)(1) Documents, manuals and information to be carried

text: OPERATING LIMITATIONS, NORMAL, ABNORMAL AND EMERGENCY PROCEDURES The operating limitations, as well as normal, abnormal and emergency procedures should be available to the pilot during the operation by providing the specific sections of the aircraft flight manual (AFM) or by other means that effectively accomplish the purpose.

text: AMC1 BOP.BAS.050(a)(3) Documents, manuals and information to be carried

text: CURRENT AND SUITABLE AERONAUTICAL CHARTS (a) The aeronautical charts carried should contain data appropriate to the applicable air traffic regulations, rules of the air, flight altitudes, area, route, and nature of the operation. Due consideration should be given to the carriage of textual and graphic representations of: (1) aeronautical data, including, as appropriate for the nature of the operation: (i) airspace structure; (ii) communication frequencies; (iii) prohibited, restricted and danger areas; (iv) sites of other relevant activities that may hazard the flight; and (2) topographical data, including terrain and obstacle data. (b) A combination of different charts and textual data may be used to provide adequate and current data. (c) The aeronautical data should be relevant for the current aeronautical information regulation and control (AIRAC) cycle. (d) The topographical data should be reasonably recent, as regards the nature of the planned operation.

text: AMC1 BOP.BAS.050(b)(2) Documents, manuals and information to be carried

text: CERTIFICATE OF AIRWORTHINESS The certificate of airworthiness should be a normal certificate of airworthiness, a restricted certificate of airworthiness, or a permit to fly issued in accordance with the applicable airworthiness requirements.

text: GM1 BOP.BAS.050(b)(3) Documents, manuals and information to be carried

text: AFM OR EQUIVALENT DOCUMENT ‘AFM or equivalent document(s)’ means the flight manual for the balloon or other documents containing information required for the operation of the balloon within the terms of its certificate of airworthiness.

text: GM1 BOP.BAS.050(b)(6) Documents, manuals and information to be carried

text: BALLOON LOGBOOK OR EQUIVALENT DOCUMENT ’Balloon logbook or equivalent document(s)’ means that the required information may be recorded in documentation other than a logbook, such as the operational flight plan or the balloon technical log.

text: GM1 BOP.BAS.050(b)(7) Documents, manuals and information to be carried

text: DOCUMENTS THAT MAY BE PERTINENT TO THE FLIGHT AND STATES CONCERNED WITH THE FLIGHT (a) Any other documents that may be pertinent to the flight or are required by the States concerned with the flight may include, for example, forms to comply with reporting requirements. (b) The States concerned are those of origin, overflight and destination of the flight.

text: GM1 BOP.BAS.055 Dangerous goods

text: GENERAL The carriage of dangerous goods is only permitted when: (a) they are not subject to the ‘Technical instructions for the safe transport of dangerous goods by air’, ICAO Doc 9284-AN/905, in accordance with Part 1 of those instructions. Following the technical instructions, articles and substances which would otherwise be classified as dangerous goods, but which are required on board the balloon in accordance with the pertinent airworthiness requirements or the requirements of this Annex, are permitted; (b) they are carried by crew members or passengers, or are in baggage, in accordance with Part 8 of the technical instructions; or (c) they are required on board the balloon for specialised purposes in accordance with the technical instructions.

text: GM2 BOP.BAS.055 Dangerous goods

text: EXAMPLES Dangerous goods include the following: (a) explosives (fireworks, flares, detonators, fuses, dynamite, ammunition and materials for fireworks in general);

text: (b) compressed or refrigerated liquid, or dissolved gases (aerosols, self-defence sprays, camping gas, extinguishers, cryogenic liquids, bottles with cooling gases and compressed gas cylinders in general); (c) flammable liquids and solids (fuel, equipment containing fuel, adhesives, solvents, paint, petrol, varnish, torches, cigarette lighters and lighter refills); (d) substances that emit flammable gases in contact with water; (e) oxidisers and organic peroxides (oxygen generators and bleaching powder); and (f) substances liable to spontaneous combustion (strike-anywhere matches and phosphorous).

text: AMC1 BOP.BAS.065 Balloon logbook

text: GENERAL The balloon logbook, or equivalent, should include the following items, where applicable: (a) balloon nationality and registration; (b) date; (c) name(s) of flight crew member(s); (d) place of departure; (e) place of arrival; (f) time of departure; (g) time of arrival; (h) hours of flight; (i) type of operation; (j) incidents and observations, if any; and (k) signature of the pilot-in-command.

text: GM1 BOP.BAS.065 Balloon logbook

text: SERIES OF FLIGHTS (a) ‘Series of flights’ means consecutive flights, which begin and end: (1) within a 6-hour period; (2) at the same operating site or remain within a local area; and (3) with the same pilot-in-command of the balloon. (b) The term ‘series of flights’ is used to facilitate a single set of documentation.

text: SECTION 2 — OPERATING PROCEDURES

text: AMC1 BOP.BAS.110 Fuel and ballast supply and planning

text: GENERAL (a) The pilot-in-command should only commence a flight if the reserve fuel or ballast is sufficient for 30 minutes of flight.

text: (b) Notwithstanding (a), the pilot-in-command should only commence a flight if the reserve fuel (for the burner, and, in case of hot-air airships, also for the engine) or ballast is sufficient for 15 minutes of flight for: (1) hot-air balloons equipped with a single fuel tank; and (2) hot-air airships, when the flight is conducted in the vicinity of the operating site. (c) Fuel or ballast supply calculations should be based upon at least the following operating conditions under which the flight is to be conducted: (1) data provided by the balloon manufacturer; (2) anticipated masses; (3) expected meteorological conditions; and (4) air navigation services provider procedures and restrictions.

text: AMC1 BOP.BAS.115 Passenger briefing

text: GENERAL (a) Passengers should be given a verbal briefing and demonstration about safety matters in such a way that the information is easily retained and applied during the landing and in the case of an emergency situation. (b) The briefing/demonstration should include the following items: (1) safety in relation to ground equipment; (2) use of internal handholds; (3) wearing of suitable clothing; (4) smoking regulations; (5) in-flight use and stowage of personal belongings and baggage; (6) importance to remain inside the basket at all times, particularly after landing; (7) landing positions to be assumed to minimise the effect of the impact during landing; (8) safe manoeuvring of the balloon on the ground after landing; (9) use of oxygen-dispensing equipment, if applicable; and (10) other emergency equipment provided for individual passenger use, if applicable. (c) Part or all of the verbal briefing may be provided additionally by a safety briefing card on which pictorial instructions indicate the correct landing position. (d) Before take-off, the correct landing position should be demonstrated. (e) Before commencing the landing phase, passengers should be required to practise the correct landing position.

text: GM1 BOP.BAS.115 Passenger briefing

text: GENERAL The pilot-in-command or a person designated by the operator is carrying out the passenger briefing.

text: AMC1 BOP.BAS.120 Carriage of special categories of passengers

text: CARRIAGE OF CHILDREN AND PERSONS WITH REDUCED MOBILITY The pilot-in-command may exclude children or persons with reduced mobility from transportation in a balloon when: (a) their presence may impede: (1) the crew in their duties; (2) access to emergency equipment; or (3) the emergency evacuation of the balloon; or (b) those persons are: (1) unable to take a proper brace position; (2) smaller than the inner height of the basket wall; or (3) unable to understand the passenger briefing.

text: AMC1 BOP.BAS.125 Submission of the air traffic service flight plan

text: FLIGHTS WITHOUT ATS FLIGHT PLAN (a) The operator should nominate a person to be responsible for alerting search and rescue services for flights without submitted ATS flight plans. (b) The operator should establish procedures to ensure that the expected route of each flight is communicated to the ground crew, and should: (1) provide the nominated person with at least the information required to be included in a visual flight rules (VFR) flight plan; (2) notify the appropriate ATS or search and rescue facility when a balloon is overdue or missing; and (3) ensure that the information is retained at a designated place until the completion of the flight.

text: AMC1 BOP.BAS.150 Take-off conditions

text: FACILITIES AT THE TAKE-OFF SITE At the balloon take-off site a means of assessing wind direction and wind speed should be available to the pilot-in-command.

text: GM1 BOP.BAS.170 Refuelling with persons on board

text: REPLACEMENT OF FUEL CYLINDERS The definition of ‘refuelling’ in Annex I excludes the replacement of fuel cylinders. Therefore, the replacement of fuel cylinders may be conducted, observing the appropriate precautions, when persons are on board.

text: AMC1 BOP.BAS.180 Use of supplemental oxygen

text: GENERAL When the pilot-in-command cannot determine how the lack of oxygen might affect all occupants on board, he or she should ensure that: (a) all flight crew members engaged in performing duties essential to the safe operation of a balloon use supplemental oxygen for any period in excess of 30 minutes when the pressure altitude is between 10 000 and 13 000 ft; and

text: (b) all occupants use supplemental oxygen for any period when the pressure altitude is above 13 000 ft.

text: GM1 BOP.BAS.185(a);(b) Operational limitations at night

text: AVOIDANCE OF NIGHT LANDING (a) The intent of the rule is to ensure that when the balloon takes off during night, sufficient fuel is on board for landing under VFR by day. (b) The risk of collision with overhead lines or other obstacles is considerable and cannot be overstated. The risk is considerably increased during night flights, in conditions of failing light and visibility, when there is increasing pressure to land. A number of incidents have occurred in the late evening in such conditions, and may have been avoided had an earlier landing been planned.

text: AMC1 BOP.BAS.190 Balloon specialised operations — Risk assessment and checklist

text: CRITERIA FOR BALLOON SPECIALISED OPERATIONS The pilot-in-command or the operator should consider the following criteria to determine whether an activity falls within the scope of balloon specialised operations: (a) special equipment is necessary to fulfil the task and which affects the behaviour of the balloon in flight; (b) external loads are lifted; or (c) persons enter or leave the balloon during flight.

text: AMC2 BOP.BAS.190 Balloon specialised operations — Risk assessment and checklist

text: DEVELOPMENT OF CHECKLIST In order to develop a checklist, the pilot-in-command should take into account at least the following items: (a) nature and complexity of the activity: (1) the nature of the flight and risk exposure; (2) the complexity of the activity taking into account the necessary pilot skills and level of experience, ground support, and individual protective equipment; (3) the operational environment and geographical area; and (4) the result of the risk assessment and evaluation; (b) balloon and equipment: all equipment required for the activity should be listed; (c) crew members: (1) crew composition; (2) duties of crew members; (3) minimum crew experience and training provisions; and (4) recency provisions; (d) normal, abnormal and emergency procedures: (1) operating procedures for the flight crew; and (2) ground procedures for crew members; and

text: (e) records: it should be determined which records specific to the flight(s) are to be kept, such as task details, balloon registration, pilot-in-command, flight times, weather and any remarks, including a record of occurrences affecting flight safety or the safety of persons or property on the ground.

text: AMC3 BOP.BAS.190 Balloon specialised operations — Risk assessment and checklist

text: CHECKLIST FOR PARACHUTE OPERATIONS The checklist for parachute operations should include: (a) normal, abnormal and emergency procedures; (b) relevant performance data; (c) required equipment; (d) any limitations such as maximum take-off mass and minimum landing mass; and (e) responsibilities and duties of the pilot-in-command and, if applicable, of crew members.

text: GM1 BOP.BAS.190 Balloon specialised operations — Risk assessment and checklist

text: LIST OF OPERATIONS (a) Balloon specialised operations include the following activities: (1) parachute operations; (2) hang-gliding dropping; and (3) special events flights, including flying displays and competition flights. (b) The following operations are not considered balloon specialised operations, but normal operations: (1) aerial advertising flights; and (2) news media flights, television and movie flights.

text: GM2 BOP.BAS.190 Balloon specialised operations — Risk assessment and checklist

text: CATEGORISATION OF OPERATIONS The pilot-in-command or the operator determines whether the main purpose of an operation is passenger ballooning, commercial or not, or whether the activity falls within the scope of a balloon specialised operation. As regards a balloon specialised operation, the pilot-in-command or the operator applies the criteria in AMC1 BOP.BAS.190 and the activities listed in GM1 BOP.BAS.190.

text: SECTION 3 — PERFORMANCE AND OPERATING LIMITATIONS

text: GM1 BOP.BAS.200 Operating limitations

text: GENERAL In most cases the operating limitations are documented in the AFM, and in certain cases in the operations manual.

text: GM1 BOP.BAS.205 Weighing

text: GENERAL (a) New balloons that have been weighed at the factory may be placed into operation without reweighing if the mass records have been adjusted for alterations or modifications to the balloon. Balloons transferred from one EU operator to another EU operator do not have to be weighed prior to use by the receiving operator, unless the mass cannot be accurately established by calculation. (b) The initial empty mass for a balloon is the balloon empty mass determined by a weighing performed by the manufacturer of the balloon before the initial entry into service. (c) The mass of a balloon is revised whenever the cumulative changes to the balloon empty mass due to modifications or repairs exceed ± 10 % of the initial empty mass. This may be done by weighing the balloon or by calculation.

text: SECTION 4 — INSTRUMENTS, DATA AND EQUIPMENT

text: GM1 BOP.BAS.300(a) Instruments and equipment — General

text: APPLICABLE AIRWORTHINESS REQUIREMENTS The applicable airworthiness requirements for the approval of instruments and equipment required by this Annex are the following: (a) Annex I (Part 21) to

text: Regulation (EU) No 748/2012

text: for balloons registered in the EU; and (b) airworthiness requirements of the State of registry for balloons registered outside the EU.

text: GM1 BOP.BAS.300(a)(2) Instruments and equipment - General

text: PERMANENTLY INSTALLED ‘Permanently installed’ means an instrument or equipment that requires a specific kind of installation to: (a) perform its intended function; (b) be operated according to its specified limitations; and (c) minimise the hazards to the balloon in the event of a probable malfunction or failure.

text: GM1 BOP.BAS.300(b) Instruments and equipment — General

text: REQUIRED INSTRUMENTS AND EQUIPMENT THAT DO NOT NEED TO BE APPROVED The functionality of non-installed instruments and equipment, required by this Subpart and that do not need an equipment approval, are checked against recognised industry standards appropriate to the intended purpose. The operator is responsible for ensuring the maintenance of these instruments and equipment.

text: GM1 BOP.BAS.300(c) Instruments and equipment — General

text: NOT REQUIRED INSTRUMENTS AND EQUIPMENT THAT DO NOT NEED TO BE APPROVED (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 by the applicable airworthiness requirements and should comply with the applicable certification specifications. (b) The failure of additional, non-installed instruments or equipment not required by this Annex or by the applicable airworthiness requirements or any applicable airspace requirements should not adversely affect the airworthiness or the safe operation of the balloon.

text: AMC1 BOP.BAS.305 Minimum instruments and equipment for flight

text: GENERAL Instruments and equipment that must be operative for all flights should be identified in a list. These instruments and equipment are: (a) included in the type certification data sheet (TCDS) or the AFM; and (b) required by the applicable implementing rules, such as operational and airspace requirements, and any other applicable requirements for the intended operation.

text: AMC1 BOP.BAS.310 Operating lights

text: ANTI-COLLISION LIGHTS AND ILLUMINATION FOR INSTRUMENTS AND EQUIPMENT (a) An acceptable means of compliance for free manned balloons should be the anti-collision light required for VFR at night approved in accordance with CS-31HB/CS-31GB or with the applicable provisions for hot-air airships. (b) A means of providing adequate illumination to instruments and equipment essential to the safe operation of the balloon may be an independent portable light.

text: AMC1 BOP.BAS.315(a) Flight and navigational instruments and associated equipment

text: MEANS OF DISPLAYING DRIFT DIRECTION The drift direction may be determined by using a map and reference to visual landmarks.

text: AMC1 BOP.BAS.315(b)(1) Flight and navigational instruments and associated equipment

text: MEANS OF MEASURING AND DISPLAYING THE TIME A means of measuring and displaying the time in hours, minutes and seconds may be a wristwatch capable of the same functions.

text: GM1 BOP.BAS.315(b)(3) Flight and navigational instruments and associated equipment

text: MEANS OF MEASURING AND DISPLAYING PRESSURE ALTITUDE A means of measuring and displaying pressure altitude is needed when required by air traffic control or when altitude needs to be checked for flights where oxygen is used, or the limitations in the AFM require to limit altitude or rate of climb or descent.

text: GM1 BOP.BAS.320 Restraint system

text: EQUIPMENT REQUIREMENTS A pilot restraint harness mounted to the basket is considered to meet the requirements of CS-31HB/CS-31GB for a restraint system.

text: AMC1 BOP.BAS.330 First-aid kit

text: CONTENT OF THE FIRST-AID KIT (a) The first-aid kit should be equipped with appropriate and sufficient medications and instrumentation. However, the kit should be amended by the operator according to the characteristics of the operation (scope of operation, flight duration, number and demographics of passengers, etc.). (b) The following should be included in the first-aid kit: (1) bandages (assorted sizes); (2) burns dressings (large and small); (3) wound dressings (large and small); (4) adhesive dressings (assorted sizes); (5) antiseptic wound cleaner; (6) safety scissors; and (7) disposable gloves.

text: AMC2 BOP.BAS.330 First-aid kit

text: MAINTENANCE OF FIRST-AID KIT To be kept up to date, the first-aid kit should be: (a) inspected periodically to confirm, to the extent possible, that contents are maintained in the condition necessary for their intended use; (b) replenished at regular intervals, in accordance with the instructions contained on their labels, or as circumstances warrant; and (c) replenished after use in flight at the first opportunity where replacement items are available.

text: GM1 BOP.BAS.330(a) First-aid kit

text: ADDITIONAL FIRST-AID KIT An additional first-aid kit may be carried in the retrieve vehicle or trailer.

text: AMC1 BOP.BAS.335 Hand fire extinguishers

text: CERTIFICATION SPECIFICATIONS The applicable certification specification for hot-air balloons should be CS-31HB or equivalent.

text: GM1 BOP.BAS.335 Hand fire extinguishers

text: ADDITIONAL HAND FIRE EXTINGUISHER An additional hand fire extinguisher may be carried in the retrieve vehicle or trailer.

text: AMC1 BOP.BAS.340 Life-saving and signalling equipment – Flights over water

text: RISK ASSESSMENT In order to determine the risk, the pilot-in-command should take the following operating environment and conditions into account: (a) water state; (b) water and air temperatures; (c) the distance from land suitable for making an emergency landing; and

text: (d) the availability of search and rescue facilities.

text: AMC2 BOP.BAS.340 Life-saving and signalling equipment – Flights over water

text: EQUIPMENT Based on the risk assessment, the pilot-in-command should determine the carriage of: (a) a life jacket or equivalent individual flotation device for each person on board that should: (1) be worn or stowed in a position that is readily accessible from the station of the person for whose use it is provided; and (2) be equipped with a means of electric illumination for the purpose of facilitating the location of persons; (b) when carrying up to six persons, an emergency locator transmitter (ELT) or a personal locator beacon (PLB), carried by a crew member or a passenger, capable of transmitting simultaneously on 121.5 and 406 MHz; (c) when carrying more than six persons, an ELT capable of transmitting simultaneously on 121.5 and 406 MHz; and (d) signalling equipment for making distress signals.

text: AMC3 BOP.BAS.340 Life-saving and signalling equipment – Flights over water

text: BRIEFING ON PLB USE When a PLB is carried by a passenger, he or she should be briefed on its characteristics and use by the pilot-in-command before the flight.

text: AMC4 BOP.BAS.340 Life-saving and signalling equipment – Flights over water

text: ELT AND PLB REGISTRATION AND OPERATION PROVISIONS (a) Any ELT and PLB carried should be registered with the national agency responsible for initiating search and rescue, or another nominated agency. (b) Any ELT carried should operate in accordance with the relevant provisions of Volume III of ICAO Annex 10 to the Chicago Convention, ‘Aeronautical telecommunications’.

text: GM1 BOP.BAS.340 Life-saving and signalling equipment – Flights over water

text: TERMINOLOGY (a) An ELT is a generic term describing equipment that broadcasts distinctive signals on designated frequencies and, depending on application, may be activated by impact or may be manually activated. (b) A PLB is an emergency beacon, other than an ELT, that broadcasts distinctive signals at designated frequencies, is stand-alone, portable, and is manually activated by the survivors.

text: AMC1 BOP.BAS.345 Life-saving and signalling equipment – Search and rescue difficulties

text: GENERAL Balloons operated across land areas in which search and rescue would be especially difficult should be equipped with the following: (a) at least one ELT or a PLB; (b) signalling equipment for making distress signals; and

text: (c) additional survival equipment adequate for the route to be flown taking account of the number of persons on board.

text: AMC2 BOP.BAS.345 Life-saving and signalling equipment – Search and rescue difficulties

text: ADDITIONAL SURVIVAL EQUIPMENT (a) The following additional survival equipment should be carried: (1) 500 ml of water for each four, or fraction of four, persons on board; (2) one knife; and (3) first-aid equipment. (b) If any item of equipment in (a) is already carried on board in accordance with other requirements, the carriage does not need to be duplicated.

text: GM1 BOP.BAS.345 Life-saving and signalling equipment – Search and rescue difficulties

text: SIGNALS The distress signals are described in

text: Regulation (EU) No 923/2012

text: GM2 BOP.BAS.345 Life-saving and signalling equipment – Search and rescue difficulties

text: AREAS IN WHICH SEARCH AND RESCUE WOULD BE ESPECIALLY DIFFICULT The expression ‘areas in which search and rescue would be especially difficult’ means: (a) areas so designated by the authority responsible for managing search and rescue; or (b) areas that are largely uninhabited and where the authority referred to in (a): (1) has not published any information to confirm whether search and rescue would be or would not be especially difficult; and (2) does not, as a matter of policy, designate areas as being especially difficult for search and rescue.

text: AMC1 BOP.BAS.350(b)(3) Miscellaneous equipment

text: FIRE BLANKET A fire blanket should comply with the European Norm EN 1869 or equivalent. The size should be at least 1.5 m × 1.8 m. Smaller sizes are not recommended as they cannot sufficiently cover the source of developing propane fire.

text: AMC1 BOP.BAS.350(c)(1) Miscellaneous equipment

text: KNIFE The knife, hook knife or equivalent, should be capable of cutting any control line or handling rope that is accessible to the pilot-in-command or a crew member from the basket.

text: GM1 BOP.BAS.355 Radio communication equipment

text: APPLICABLE AIRSPACE REQUIREMENTS For balloons being operated under European air traffic control, the applicable airspace requirements include the single European sky legislation. 5 Commission Implementing

text: Regulation (EU) No 923/2012 of 26 September 2012

text: laying down the common rules of the air and operational provisions regarding services and procedures in air navigation and amending Implementing

text: Regulation (EU) No 1035/2011

text: and Regulations

text: (EC) No 1265/2007

text: (EC) No 1794/2006

text: (EC) No 730/2006

text: (EC) No 1033/2006

text: and

text: (EU) No 255/2010

text: (OJ L 281, 13.12.2012, p. 1).

text: AMC1 BOP.BAS.360 Transponder

text: GENERAL (a) The secondary surveillance radar (SSR) transponders of balloons being operated under European air traffic control should comply with any applicable single European sky legislation. (b) If the single European sky legislation is not applicable, the SSR transponders should operate in accordance with the relevant provisions of Volume IV of ICAO Annex 10 to the Chicago Convention, ‘Aeronautical telecommunications’.

text: SUBPART ADD — ADDITIONAL REQUIREMENTS FOR COMMERCIAL OPERATIONS

text: SECTION 1 — GENERAL ORGANISATION REQUIREMENTS

text: AMC1 BOP.ADD.010 Notification of alternative means of compliance

text: DEMONSTRATION OF COMPLIANCE Whenever alternative means of compliance are used, a risk assessment should be completed and documented. The result of this risk assessment should demonstrate that an equivalent level of safety to that established by the AMC adopted by EASA is reached.

text: AMC1 BOP.ADD.020(b) Findings

text: CORRECTIVE ACTION PLAN The corrective action plan defined by the operator should address the effects of non-compliance, as well as its root cause.

text: GM1 BOP.ADD.020(b);(c) Findings

text: CORRECTIVE ACTION ‘Corrective action’ means the action to eliminate or mitigate the root cause(s) and prevent recurrence of an existing detected non-compliance or other undesirable condition or situation. Proper determination of the root cause(s) is crucial for defining effective corrective actions to prevent reoccurrence.

text: AMC1 BOP.ADD.025(a) Occurrence reporting

text: GENERAL Additionally to reporting all occurrences required by

text: Regulation (EU) No 376/2014

text: , the operator should also report those specified in

text: Regulation (EU) 2015/1018

text: AMC1 BOP.ADD.030(a)(2) Management system

text: SAFETY POLICY The safety policy should include a commitment to improve towards the highest safety standards, comply with all applicable legal requirements, meet all applicable standards, consider best practices, and provide appropriate resources.

text: AMC1 BOP.ADD.030(a)(3) Management system

text: SAFETY RISK MANAGEMENT Hazard identification and safety risk management should: (a) be performed using internal safety or occurrence reports, hazard checklists, risk registers or similar risk management tools or processes, integrated into the activities of the operator; (b) in particular address safety risks related to a change; by making use of the existing hazard identification, risk assessment and mitigation tools or processes; and

text: (c) include provisions for emergency response or a formal emergency response plan (ERP) to define the actions to be taken by the operator or specified individuals in an emergency.

text: GM1 BOP.ADD.030(a)(4) Management system

text: TRAINING ON SAFETY The safety training programme may consist of self-instruction via the media (newsletters, flight safety magazines, etc), classroom training, e-learning or similar training provided by training service providers.

text: AMC1 BOP.ADD.030(a)(5) Management system

text: MANAGEMENT SYSTEM DOCUMENTATION (a) The operator’s management system documentation should at least include the following information: (1) a statement signed by the accountable manager to confirm that the operator will continuously work in accordance with the applicable requirements and the operator’s documentation, as required by this Annex; (2) the operator’s scope of activities; (3) the titles and names of persons referred to in BOP.ADD.040(a) and (c); (4) an organisation chart showing the lines of responsibility among the persons referred to in BOP.ADD.040; (5) a general description and location of the facilities referred to in BOP.ADD.045; (6) procedures specifying how the operator ensures compliance with the applicable requirements; (7) the amendment procedure for the operator’s management system documentation. (b) The operator’s management system documentation may be included in a separate manual, or in (one of) the manual(s) required in this Annex. A cross reference should be included.

text: AMC1 BOP.ADD.030(a)(6) Management system

text: COMPLIANCE MONITORING — AUDIT AND ORGANISATIONAL REVIEW (a) Methodology (1) The operator should accomplish the compliance monitoring by means of internal auditing. (2) Notwithstanding (1), an operator with five or less full-time equivalents (FTEs), involved in the activity subject to this Subpart, may choose to accomplish compliance monitoring through an organisational review. (b) General provisions for compliance monitoring (1) The operator should specify the basic structure of the compliance monitoring function applicable to the activities conducted. (2) The operator should ensure that personnel performing an audit or an organisational review, either internal to the operator or external, have relevant knowledge, background and experience as appropriate to the activities being audited or reviewed, including knowledge and experience in compliance monitoring.

text: (3) The operator should monitor compliance with the procedures it has designed to ensure safe activities. In doing so, the operator should as a minimum, and where appropriate, monitor compliance with: (i) all activities for which the declaration is required; (ii) manuals, logs and records; (iii) training standards; (iv) management system procedures; and (v) standard operating procedures (SOPs). (4) The operator should ensure that the status of all corrective and preventive actions is monitored and that these actions are implemented within a specified time frame. Action closure should be recorded along with a summary of the action taken. (5) Based on the results of the audit or the organisational review, the accountable manager should determine the need for and initiate, as appropriate, further actions to address deficiencies or to further improve the operator’s management system. (c) Provisions, in addition to (b), for auditing (1) The independence of the audit function should be ensured, in particular in cases where those performing the audit are also responsible for other functions for the operator. (2) The operator should establish a compliance monitoring programme, defining a calendar for the audits to be performed. The frequency and depth of such audits should be determined with due regard to: (i) the volume and complexity of operations; (ii) results of the safety risk management processes; (iii) results of past compliance monitoring; (iv) findings raised by the competent authority; and (v) the scope of changes not requiring prior competent authority approval. (d) Provisions, in addition to (b), for the organisational review (1) The organisational review should be performed at intervals not exceeding 12 months. (2) As part of the management system documentation, the operator should describe the organisational review programme and related responsibilities. (3) The organisational review programme may consist of: (i) checklist(s) covering all items necessary to be addressed in order to demonstrate that the operator ensures effective compliance with the applicable requirements; and (ii) a schedule for the accomplishment of the different checklist items, where each item should be checked at least at intervals not exceeding 12 months.

text: GM1 BOP.ADD.030(a)(6) Management system

text: COMPLIANCE MONITORING — AUDIT AND ORGANISATIONAL REVIEW (a) ‘audit’ means a systematic, independent and documented process for obtaining evidence and evaluating it objectively to determine the extent to which requirements are complied with.

text: (b) ‘organisational review’ means a systematic and documented process for obtaining evidence and evaluating it to determine the extent to which requirements are complied with.

text: GM2 BOP.ADD.030(a)(6) Management system

text: COMPLIANCE MONITORING CHECKLIST (a) Compliance monitoring audits or organisational reviews may be documented using a compliance monitoring checklist. The following provides a basic checklist, to be adapted as necessary to address the particular type of operations and to cover all relevant procedures described in the management system documentation and operations manual. (b) Each checklist item may be addressed using an appropriate combination of: (1) review of records and documentation; (2) interview of the personnel involved; and (3) feedback provided by contractors.

text: COMPLIANCE MONITORING CHECKLIST Year: Subject Date Checked Comments/nonchecked by compliance Report No

text: Declaration change management

text: Operations have been performed in accordance with the declaration Changes have been properly managed in accordance with the defined process

text: Flight operations

text: Balloon checklists checked for accuracy and validity Flight plans checked for proper and correct information

text: Ground handling

text: Instructions regarding fuelling, if applicable Instructions regarding dangerous goods issued and known by all relevant personnel, if applicable

text: Mass

text: Load sheets checked for proper and correct information, if applicable

text: Pilot training

text: Updated and accurate training records Pilot licences current, correct ratings and valid medical certificates

text: Pilots received recurrent training Training facilities and instructors approved Pilots received pre-flight inspection training, as applicable

text: Documentation related to operations

text: Operations manual checked for correct amendment status Flight documents record checked and updated

text: Personnel

text: Correctly identified current accountable manager and other nominated persons The organisation chart accurately indicates lines of responsibility and accountability throughout the organisation Qualifications of all new personnel (or personnel with new functions) have been appropriately assessed Proper training has been provided to staff involved in any safety-management-related processes and tasks Proper training has been provided to staff involved in any compliance-monitoring-related processes and tasks Training provided to staff, as necessary, to cover changes in regulations, in competent authority publications, in the management system documentation and in associated procedures, etc.

text: Contracted activities (if applicable)

text: Assessment of any new providers prior to the establishment of any contract For existing providers: check that the service provided conforms to the applicable requirements of this Annex

text: Training and communication on safety

text: All personnel are aware of safety management policies, processes and tasks Availability of safety-related documentation and publications

text: Safety-critical information derived from internal safety or occurrence reporting, hazard identification or compliance monitoring have been timely communicated to all staff concerned

text: Management system documentation

text: Adequate and updated documentation Staff can easily access such documentation when needed

text: Record-keeping

text: The records cover all the activities and management system processes Compliance with minimum record-keeping periods (random checks)

text: Emergency response provisions or emergency response plan (ERP)

text: Emergency response information or ERP, as applicable, is up to date and readily available All staff is aware of the emergency response information or ERP (random checks) If an ERP has been activated, how effective was it?

text: Internal safety reporting procedures

text: Check the number of reports received since the last audit or organisational review Internal reporting and external occurrence reporting are properly performed The safety or occurrence reports are analysed Feedback is provided to reporters

text: AMC1 BOP.ADD.035 Contracted activities

text: RESPONSIBILITY WHEN CONTRACTING ACTIVITIES (a) The operator may decide to contract certain activities to external organisations. (b) A written agreement should exist between the operator and the contracted organisation clearly defining the contracted activities and the applicable requirements. (c) The contracted, safety-related activities relevant to the agreement should be included in the operator’s safety management and compliance monitoring programmes. (d) The operator should ensure that the contracted organisation has the necessary resources and competence to undertake the task.

text: GM1 BOP.ADD.035 Contracted activities

text: CONTRACTING — GENERAL (a) Operators may decide to contract certain activities to external organisations for the provision of services related to areas such as: (1) ground handling; (2) flight support; (3) training; and (4) manual preparation. (b) Contracted activities include all activities that are performed by another organisation either itself declared or certified to carry out such activities or, if not declared or certified, working under the operator’s declaration. (c) The ultimate responsibility for the product or service provided by external organisations always remains with the operator.

text: GM2 BOP.ADD.035 Contracted activities

text: RESPONSIBILITY WHEN CONTRACTING ACTIVITIES (a) Regardless of the status of the contracted organisation, the contracting operator is responsible for ensuring that all contracted activities are subject to hazard identification and risk management as required by BOP.ADD.030(a)(3), and to compliance monitoring as required by BOP.ADD.030(a)(6). (b) When the contracted organisation is itself declared or certified to carry out the contracted activities, the operator’s compliance monitoring at least checks that the declaration effectively covers the contracted activities.

text: GM1 BOP.ADD.040 Personnel requirements

text: SMALLEST OPERATOR The smallest operator that can be considered is the one-person operator where all of the nominated posts are filled by the accountable manager.

text: AMC1 BOP.ADD.040(c) Personnel requirements

text: NOMINATED PERSONS (a) A description of the functions and the responsibilities of the nominated persons, including their names, should be contained in the operations manual. (b) The operator should make arrangements to ensure continuity of supervision in the absence of nominated persons. (c) A person nominated by the operator, who has already been nominated by another operator, may be acceptable subject to the agreement of the competent authorities concerned. (d) Nominated persons should work sufficient hours to fulfil the management functions associated with the scale and scope of the operation. (e) One person may hold more than one of the nominated posts if such an arrangement is considered suitable and properly matched to the scale and scope of the operation. (f) The acceptability of a single person holding several posts, possibly in combination with being the accountable manager, should depend upon the nature and scale of the operation. The two

text: main areas of concern should be competence and the individual’s capacity to meet his or her responsibilities. (g) As regards competence in different areas of responsibility, there should not be any difference from the requirements applicable to persons holding only one post. (h) The capacity of an individual to meet his or her responsibilities should primarily be dependent upon the scale of the operation. However, the complexity of the organisation or of the operation may prevent, or limit, combinations of posts which may be acceptable in other circumstances.

text: GM1 BOP.ADD.040(c) Personnel requirements

text: COMPETENCE OF NOMINATED PERSONS (a) Nominated persons in accordance with BOP.ADD.040 possess the experience and meet the licensing provisions that are listed below in (b) to (e). Exceptionally, in particular cases, the competent authority may accept a nomination that does not meet these provisions in full. In that case, the nominee has comparable experience and also the ability to perform effectively the functions associated with the post and with the scale of the operation. (b) Nominated persons have: (1) practical experience and expertise in the application of aviation safety standards and safe operating practices; (2) comprehensive knowledge of: (i) the applicable EU safety regulations and any associated requirements and procedures; and (ii) the need for, and content of, the relevant parts of the operations manual; and (3) 3 years of relevant work experience. (c) Flight operations The nominated person: (1) holds or has held a valid flight crew licence and the associated ratings appropriate to the relevant type of operation; or (2) has demonstrated in another manner thorough knowledge of the relevant flight operations. (d) Ground operations The nominated person has a thorough knowledge of the operator’s ground operations concept. (e) Continuing airworthiness The nominated person has the relevant knowledge and meets the appropriate experience requirements related to balloon continuing airworthiness as detailed in

text: Regulation (EU) No 1321/2014

text: SECTION 2 — DECLARATION, AIRWORTHINESS AND WET AND DRY LEASE

text: GM1 BOP.ADD.100 Declaration

text: GENERAL The intent of the declaration is to: (a) have the operator acknowledge its responsibilities under the applicable safety regulations and that it holds all necessary approvals; (b) inform the competent authority of the existence of an operator; and (c) enable the competent authority to fulfil its oversight responsibilities.

text: AMC1 BOP.ADD.105(a) Changes to the declaration and cessation of commercial operations

text: NOTIFICATION OF CHANGES The new declaration should be submitted before the change becomes effective, indicating the date as of which the change would apply.

text: AMC1 BOP.ADD.115 Wet lease and dry lease of a balloon registered in a third country

text: GENERAL (a) The operator intending to lease-in a third-country balloon should provide the competent authority with the following information: (1) the name and address of the registered owner; (2) a copy of the valid certificate of airworthiness; (3) a copy of the lease agreement or description of the lease provisions, except financial arrangements; and (4) duration of the lease. (b) 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: GM1 BOP.ADD.115(a) Wet lease and dry lease of a balloon registered in a third country

text: LEASE-IN AGREEMENT BETWEEN OPERATORS REGISTERED IN AN EU MEMBER STATE The lessee notifies to the competent authority any lease agreement between operators having their principal place of business in an EU Member State.

text: SECTION 3 — MANUALS AND RECORDS

text: AMC1 BOP.ADD.200 Operations manual

text: GENERAL (a) The operations manual may vary in detail according to the complexity of the operation and of the type of balloons operated. (b) The operations manual, or parts thereof, may be presented in any form, including electronic form. In all cases, the accessibility, usability and reliability should be assured.

text: (c) The operations manual should be such that: (1) all its parts are consistent and compatible in form and content; (2) it can be easily amended; and (3) its content and amendment status is controlled and clearly indicated. (d) The operations manual should include a description of its amendment and revision process specifying: (1) the person(s) who may approve amendments or revisions; (2) the conditions for amendments and revisions; and (3) the methods by which operator personnel are advised of the changes. (e) The operations manual content may be based on, or may refer to, industry codes of practice. (f) When compiling an operations manual, the operator may take advantage of the contents of other relevant documents. Material produced by the operator for the type-related part of the operations manual may be supplemented with, or substituted by, applicable parts of the AFM or, where such a document exists, by an operating manual produced by the manufacturer of the balloon. (g) If the operator chooses to use material from another source in the operations manual, either the applicable material should be copied and included directly in the relevant part of the operations manual, or the operations manual should contain a reference to the appropriate section of that applicable material. In the latter case the operator should make available the applicable material to the personnel. (h) If the operator chooses to make use of material from another source (e.g. a route manual producer, a balloon manufacturer or a training organisation), this does not absolve the operator from the responsibility of verifying the applicability and suitability of this material. Any material received from an external source should be given its status by a statement in the operations manual.

text: AMC2 BOP.ADD.200 Operations manual

text: CONTENT The operations manual should include the following information, as relevant for the area and the type of operation: (a) table of contents; (b) amendment control status and list of effective pages or paragraphs, unless the entire manual is reissued 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) flight time limitations; (f) standard operating procedures; (g) weather limitations; (h) emergency procedures; (i) accident and incident considerations; (j) personnel qualifications and training; (k) record-keeping;

text: (l) normal flight operations; (m) performance operating limitations; and (n) handling of dangerous goods, if applicable.

text: GM1 BOP.ADD.200 Operations manual

text: MORE CONSERVATIVE DATA AND PROCEDURES The operator may decide to publish data and procedures in the operations manual which are more conservative.

text: AMC1 BOP.ADD.205 Record-keeping

text: GENERAL (a) The record-keeping system should ensure that all records are accessible whenever needed within a reasonable time. These records should be organised in a way that ensures traceability and retrievability throughout the required retention period. (b) Records should be kept in paper form or in electronic format or a combination of both. Records stored on microfilm or optical disc format are also acceptable. The records should remain legible throughout the required retention period. The retention period starts when the record has been created or last amended. (c) Paper systems should use robust material which can withstand normal handling and filing. Computer systems should have at least one backup system which should be updated within 24 hours of any new entry. Computer systems should include safeguards against the ability of unauthorised personnel to alter the data. (d) All computer hardware used to ensure data backup should be stored in a different location from that containing the working data and in an environment that ensures they remain in good condition. When hardware or software changes take place, special care should be taken that all necessary data remains accessible at least through the full retention period.

text: AMC2 BOP.ADD.205 Record-keeping

text: STORAGE PERIODS AND AVAILABILITY (a) The following records should be stored for at least 5 years: (1) records of the activities referred to in BOP.ADD.030; (2) a copy of the operator’s declaration; (3) details of approvals held; and (4) operations manual. (b) The following information used for the preparation and execution of a flight, and associated reports, should be stored for 3 months: (1) the operational flight plan, if applicable; (2) mass documentation; (3) notification of special loads, including written information to the pilot-in-command about dangerous goods, if applicable; and (4) flight report(s) for recording details of any occurrence, or any event that the pilot-incommand deems necessary to report or record. (c) Flight crew records should be stored for the periods indicated below:

text: Flight crew licence As long as the crew member is exercising the privileges of the licence for the balloon operator Flight crew member training, checking and 3 years qualifications Records on flight crew member recent experience 15 months (d) The operator should make such records available, on request, to the crew member concerned. (e) The operator should preserve the information used for the preparation and execution of a flight and personnel training records, even if the operator ceases to be the operator of that balloon or the employer of that crew member, provided this is within the timescales prescribed in (c). (f) If a crew member becomes a crew member for another operator, the former operator should make the crew member’s records available to the new operator, provided this is within the timescales prescribed in (c). (g) A summary of training should be maintained by the operator to show every crew member’s completion of each stage of training and checking.

text: SECTION 4 — FLIGHT CREW

text: AMC1 BOP.ADD.310(a) Provision of training and checking

text: ADDITIONAL TRAINING FOR THE PILOT-IN-COMMAND The pilot-in-command should complete training in first-aid and in the use of the fire extinguisher, at intervals of maximum 36 months.

text: PROFICIENCY CHECK The operator proficiency check should be conducted by an examiner.

text: SECTION 5 — GENERAL OPERATING REQUIREMENTS

text: AMC1 BOP.ADD.410 Additional balloon crew member

text: TRAINING AND RECENCY (a) For training, the additional crew member should have participated in: (1) three practical training inflations with subsequent flights on a balloon with a basket of a capacity of more than 19 passengers; (2) at least one landing under (1) with a ground speed of at least 8 kt; and (3) training in first-aid and in the use of the fire extinguisher, at intervals of maximum 36 months.

text: (b) For recency, the additional crew member should perform at least 2 flights in this function in any 12-month period. Otherwise, he or she should, before resuming as additional crew member, fulfil again the training requirements of points (a)(1) and (a)(2).

text: GM1 BOP.ADD.415 Fitness relating to deep water diving and blood donation

text: ELAPSED TIME BEFORE RETURNING TO FLYING DUTY 24 hours is a suitable minimum length of time to allow after normal recreational (sport) diving or normal blood donation before a flight. This is considered by operators when determining a reasonable time period for the guidance of crew members.

text: GM1 BOP.ADD.435(a)(2) Documents, manuals and information to be carried

text: SEARCH AND RESCUE INFORMATION This information is usually found in the States’ aeronautical information publication.

text: GM1 BOP.ADD.435(a)(3) Documents, manuals and information to be carried

text: OPERATIONAL FLIGHT PLAN (a) The operational flight plan used and the entries made may contain the following items: (1) balloon registration; (2) date of flight; (3 name of the pilot-in-command; (4) place of departure; (5) time of departure; (6) type of operation (7) balloon type; (8) balloon size; (9) balloon empty mass; (10) mass of the traffic load; (11) mass of the fuel or ballast load; (12) take-off mass; (13) fuel or ballast calculation; (14) relevant meteorological information; and (15) special risk factors (e.g. power lines, wind turbines, airspace classification, etc.). (b) Items that are readily available in other documentation or from another acceptable source or are irrelevant to the type of operation may be omitted from the operational flight plan.

text: GM1 BOP.ADD.440 Dangerous goods

text: PROCEDURES AND INFORMATION TO CREW MEMBERS AND PASSENGERS (a) The operator provides information in the operations manual to enable the pilot-in-command and other crew members to identify which dangerous goods may be permitted on board. (b) Information should be given to the passengers as regards goods that are prohibited to take on board before the flight takes place. The crew may provide this information in a briefing before the flight.

text: (c) Procedures are established and described in the operations manual to respond to accidents or incidents involving dangerous goods. The relevant crew members are familiar with these procedures.

text: SECTION 6 Operating procedures

text: AMC1 BOP.ADD.510 Commercial balloon specialised operations — Standard operating procedures

text: DEVELOPMENT OF STANDARD OPERATING PROCEDURES (a) Standard operating procedures (SOPs) should be developed to a standard format in accordance with AMC2 BOP.ADD.510 and should take into account the results of the risk assessment process. (b) SOPs should be based on a systematic risk assessment to ensure that the risks associated with the task are acceptable. The risk assessment should describe the activity in detail, identify the relevant hazards, analyse the causes and consequences of accidental events, and establish methods to treat the associated risk.

text: AMC2 BOP.ADD.510 Commercial balloon specialised operations — Standard operating procedures

text: TEMPLATE (a) Nature and complexity of the activity (1) The nature of the activity and exposure. The nature of the flight and the risk exposure should be described. (2) The complexity of the activity. Details should be provided on how demanding the activity is with regard to the required piloting skills, the necessary level of experience, the ground support, safety and individual protective equipment that should be provided to persons involved. (3) The operational environment and geographical area. The operational environment and geographical area over which the operation takes place should be described: (i) congested hostile environment: balloon performance standard, compliance with rules of the air, mitigation of third-party risk; (ii) mountain areas: altitude, performance, the use or non-use of oxygen with mitigating procedures; (iii) water areas: water state and temperature, risk of ditching, availability of search and rescue, survivability, carriage of safety equipment; (iv) desert areas: carriage of safety equipment, reporting procedures, search and rescue information; and (v) other areas. (b) Equipment All equipment required for the activity should be listed. This includes installed equipment certified in accordance with Annex I (Part-21) to

text: Regulation (EU) No 748/2012

text: as well as equipment approved in accordance with other, officially recognised standards. (c) Crew members

text: (1) The crew composition and their duties should be specified. (2) In addition, for flight crew members, the following should be specified: (i) selection criteria (initial qualification, flight experience, experience in the activity); (ii) initial training (volume and content of the training); and (iii) recent experience requirement and recurrent training (volume and content of the training). (3) The criteria listed in (2) should take into account the operational environment and the complexity of the activity, and should be detailed in the training programmes. (d) Performance Details on applicable, specific performance requirements should be provided. (e) Normal, abnormal and emergency procedures The normal, abnormal and emergency procedures to be applied in flight and on the ground should be described. (f) Ground equipment Details on the nature, number and location of ground equipment required for the activity should be provided. (g) Records It should be determined which records specific to the flight(s) are to be kept, such as task details, balloon registration, pilot-in-command, flight times, weather and any remarks, including a record of occurrences affecting flight safety or the safety of persons or property on the ground.

text: SECTION 7 Performance and operating limitations

text: AMC1 BOP.ADD.600(a)(2) System for determining the mass

text: TRAFFIC LOAD, AND MASS VALUES FOR PASSENGERS AND BAGGAGE (a) Traffic load should be determined by actual weighing, or by calculating masses for passengers, persons other than flight crew members and baggage as follows: (1) Passenger mass may be calculated on the basis of a statement by, or on behalf of, each passenger, adding to it a predetermined mass to account for hand baggage and clothing. (2) The predetermined mass for hand baggage and clothing should be established by the operator on the basis of experience relevant to its particular operation. In any case, it should not be less than: (i) 4 kg for clothing; and (ii) 3 kg for hand baggage. (b) The passengers’ stated mass, the mass of passengers’ clothing and hand baggage should be checked prior to boarding and adjusted, if necessary. (c) When determining the actual mass by weighing, passengers’ personal belongings and hand baggage should be included.

text: AMC1 BOP.ADD.600(a)(6) System for determining the mass

text: DOCUMENTATION (a) Mass documentation should include the following: (1) balloon registration and type; (2) date and flight identification; (3) name of the pilot-in-command; (4) name of the person who prepared the document; (5) empty mass; (6) mass of the fuel or ballast at take-off; (7) load components including passengers, baggage and, if applicable, freight; (8) maximum take-off mass allowed by the AFM according to temperature and altitude; and (9) limiting mass values. (b) The mass documentation should enable the pilot-in-command to determine that the load is within the mass limits of the balloon. (c) The information above may be available in flight planning documents, or other documents readily available for use, or mass systems. (d) Any last-minute change should be brought to the attention of the pilot-in-command and entered in the documents containing the mass information. The operator should specify the maximum last-minute change allowed in passenger numbers. New mass documentation should be prepared if this maximum number is exceeded. (e) Where mass documentation is generated by a computerised mass system, the operator should verify the integrity of the output data at intervals not exceeding 6 months. (f) A copy of the final mass documentation should be made available to the pilot-in-command for his or her acceptance.

text: GM1 BOP.ADD.600(a)(6) System for determining the mass

text: LIMITING MASS VALUES The limiting mass values contained in the mass documentation are those stipulated in the AFM.


text: Annex V to ED Decision 2021/009/R

text: Annex V to ED Decision 2021/009/R

text: Annex V to ED Decision 2021/009/R

text: […] 2.8. Maintenance data […] Maintenance data is defined in M.A.401(b) or ML.A.401(b) may include but is not necessarily limited to: — the maintenance programme, — airworthiness directives, — service bulletins, — repairs/modification data, — aircraft maintenance manual, — engine overhaul manual, — aircraft illustrated parts catalogue (IPC), — wiring diagrams, — troubleshooting manual. […]

identifier: AMC & GM to Part-CAMO — Issue 1, Amendment 1

beslut: ED Decision 2021/009/R

text: Annex V to ED Decision 2021/009/R

text: Acceptable Means of Compliance (AMC) and Guidance Material (GM)

text: to Annex Vc (Part-CAMO) to

text: Commission Regulation (EU) No 1321/2014

text: Issue 1 — Amendment 1

text: Annex VII to Decision 2020/002/R is amended as follows: The text of the amendment is arranged to show deleted text, new or amended text as shown below: — 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: SECTION A - TECHNICAL REQUIREMENTS

text: AMC1 CAMO.A.200(a)(1) Management system

text: ORGANISATION AND ACCOUNTABILITIES

text: (a) The management system should encompass safety by including a safety manager, and a safety review board in the organisational structure. The functions of the safety manager are those defined in AMC1 CAMO.A.305(a)(4);(a)(5). (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. (2) The board should be chaired by the accountable manager and composed of the person or group of persons nominated under point CAMO.A.305300(a) and (b). […]

text: GM1 CAMO.A.200(a)(6) and CAMO.B.300 Management system and Oversight principles

text: THE USE OF INFORMATION AND COMMUNICATION TECHNOLOGIES (ICT) FOR PERFORMING REMOTE AUDITS

text: Similar provisions to those in GM1 145.A.65(c)(1) and 145.B.30 apply.

text: AMC1 CAMO.A.305(g) Personnel requirements

text: COMPETENCY ASSESSMENT OBJECTIVES

text: […] (f) The competency assessment should be based upon the procedure specified in GM1AMC2 CAMO.A.305(g).

text: Appendices to AMC and GM to Annex Vc (Part-CAMO)

text: Appendix II to AMC1 CAMO.A.125(d)(3) — Subcontracting of continuing airworthiness management tasks


text: Annex IV to ED Decision 2022/011/R

text: Note to the reader

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 IV to ED Decision 2022/011/R

text: Annex IV to ED Decision 2022/011/R

text: KNOWLEDGE, BACKGROUND AND EXPERIENCE OF NOMINATED PERSON(S)

identifier: AMC & GM to Part-CAMO — Issue 1, Amendment 2

beslut: ED Decision 2022/011/R

text: ANNEX IV TO ED DECISION 2022/011/R

text: Acceptable Means of Compliance (AMC) and Guidance Material (GM) to Annex Vc (Part-CAMO) to

text: Commission Regulation (EU) No 1321/2014

text: Issue 1 — Amendment 2

text: Annex VII to Decision 2020/002/R is amended as follows: The text of the amendment is arranged to show deleted text, new or amended text as shown below: — deleted text is struck through; — new or amended text is highlighted in blue; — an ellipsis ‘[…]’ indicates that the rest of the text.

text: GENERAL

text: GM1 to Annex Vc (Part-CAMO) Definitions

text: For the purpose of the AMC & GM to Part-CAMO, the following definitions are used: […] Base Ref. AMC1 145.A.10

text: […] Line Ref. AMC1 145.A.10

text: SECTION A – ORGANISATION REQUIREMENTS

text: Similar provisions to those in GM1 145.A.200(a)(6) and 145.B.300 GM1 145.A.65(c)(1) and 145.B.30 apply. […]

text: AMC1 CAMO.A.305(c) Personnel requirements

text: The Ppersons or group of persons nominated in accordance with points CAMO.A.305(a) and CAMO.A.305(b) should have: […] (e) a relevant engineering degree or an aircraft maintenance technician qualification with additional education that is acceptable to the competent authority. ‘Relevant engineering degree’ means an engineering degree from aeronautical, mechanical, electrical, electronic, avionics or other studies that are relevant to the maintenance and/or continuing airworthiness of aircraft/aircraft components; The above recommendation may be replaced by 5 years of experience in addition to those already recommended by paragraph (d) above. These 5 years should cover an appropriate combination of experience in tasks related to aircraft maintenance and/or continuing airworthiness management and/or surveillance of such tasks; For the person to be nominated in accordance with point (a)(4) or (a)(5) of point CAMO.A.305, in the case where the organisation holds one or more additional organisation certificates within the scope of

text: Regulation (EU) 2018/1139

text: and that person has already an equivalent position (i.e. compliance monitoring manager, safety manager) under the additional certificate(s) held, the provisions set out in the first two paragraphs of point (e) may be replaced by the completion of a specific training programme acceptable to the competent authority to gain an adequate understanding of maintenance standards and continuing airworthiness concepts and principles. […]


text: AMC and GM to Part-CAMO Issue 1, Amendment 3

text: N o t e t o t h e re a d e r

text: Annex II to ED Decision 2022/017/R Page 1 of 8

text: DOCUMENTATION FOR DEMONSTRATION OF COMPLIANCE

text: CHANGES THAT AFFECT THE SCOPE OF THE CERTIFICATE OR THE TERMS OF APPROVAL

text: FINDINGS RELATED TO THE CAMO’S MANAGEMENT SYSTEM THAT IS HARMONISED WITH THE MANAGEMENT SYSTEM OF ANOTHER APPROVED ORGANISATION

text: INTEGRATION AND HARMONISATION OF THE MANAGEMENT SYSTEMS

text: Annex II to ED Decision 2022/017/R Page 2 of 8

text: Annex II to ED Decision 2022/017/R Page 3 of 8

text: ACCOUNTABLE MANAGER STATEMENT

text: COMPETENCY ASSESSMENT OBJECTIVES

text: MANAGEMENT SYSTEM MATURITY LEVELS

text: Regulation (EC) No 1008/2008

text: of the European Parliament and of the Council of 24 September 2008 on common rules for the operation of air services in the Community (Recast) (OJ L 293, 31.10.2008, p. 3) (https://eur-lex.europa.eu/legalcontent/EN/TXT/?uri=CELEX%3A32008R1008&qid=1660816319207).

text: Annex II to ED Decision 2022/017/R Page 4 of 8

text: COOPERATION BETWEEN COMPETENT AUTHORITIES

text: Annex II to ED Decision 2022/017/R Page 5 of 8

text: ASSESSMENT OF HARMONISED MANAGEMENT SYSTEMS

text: Annex II to ED Decision 2022/017/R Page 6 of 8

text: Annex II to ED Decision 2022/017/R Page 7 of 8

text: VERIFICATION OF COMPLIANCE

text: Annex II to ED Decision 2022/017/R Page 8 of 8

identifier: AMC & GM to Part-CAMO — Issue 1, Amendment 3

beslut: ED Decision 2022/017/R

text: ANNEX II TO ED DECISION 2022/017/R

text: Acceptable Means of Compliance (AMC) and Guidance Material (GM)

text: to Annex Vc (Part-CAMO) to

text: Commission Regulation (EU) No 1321/2014

text: Issue 1 — Amendment 3

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

text: — deleted text is struck through;

text: — new or amended text is highlighted in blue;

text: — an ellipsis ‘[…]’ indicates that the rest of the text is unchanged.

text: AMC1 CAMO.A.115(b)(2) Application for an organisation certificate

text: […] (c) When point M.A.201(ea) is applied, the continuing airworthiness management contract with the operator(s) in accordance with Appendix I to Annex I (Part-M) to

text: Regulation (EU) No 1321/2014

text: should be submitted together with the CAME.

text: GM1 CAMO.A.130(a)(1) Changes to the organisation

text: Typical examples of such changes are listed below (not exhaustive): (1) the name of the organisation; (2) the organisation’s principal place of business; (3) additional aircraft type/series/group; (4) the accountable manager referred to in point CAMO.A.305(a); (5) additional subcontracted organisation; (6) contracts between the CAMO and operators forming part of a single air carrier business grouping, in accordance with point M.A.201(ea).

text: AMC2 CAMO.A.150 Findings

text: If a finding that is raised by the competent authority (or non-compliance that is detected by the compliance monitoring function) affects the harmonisation of the management system of the CAMO with the management system of the contracting operator(s), which is required by point M.A.201(ea), the CAMO should inform the operator(s) to ensure that proper actions are taken within the group. The CAMO and operator(s) should agree on the appropriate channel for such communication. If the group use common standards to facilitate the harmonisation of the organisations’ management systems, the CAMO should inform the group management board or similar group governance body.

text: GM1 CAMO.A.200(e) Management system

text: (a) ‘Management system’ within the scope of

text: Regulation (EU) No 1321/2014

text: means a set of interrelated or interacting organisation policies, procedures, standards and processes to achieve certain objectives under an overarching safety culture.

text: (b) Under point CAMO.A.200(d), an integrated management system occurs when the same organisation holds several approvals and its management system combines policies, procedures, and standards from various areas into a single structure, thus avoiding isolated procedures for common processes. The lines of responsibility and accountability of the organisation that holds an air operator certificate (AOC) and a CAMO approval are linked directly to the corporate authority of the operator’s accountable manager. This may be supported by a common manual (e.g. a common safety management manual). (c) If organisations forming part of a single air carrier business grouping decide to facilitate the harmonisation of their management systems through standards, those standards will cover the common or consistent methods and procedures. Other elements of the management system may be covered at the discretion of the organisation, to provide flexibility and thus leverage synergy or cooperation. Harmonising management systems requires extensive and continuous exchange of information on hazard identification, safety risk management methods, strategic decisions, safety actions, compliance monitoring, and best practices. (d) Within a single air carrier business grouping, the CAMO plays a key role in the cooperation between the operators that use that CAMO, and in the harmonisation of their management systems. (e) Contracting a CAMO in accordance with point M.A.201(ea) implies that at least two operators will use that CAMO. As the operators’ management systems should be harmonised with the CAMO’s management system, they will also be harmonised with one another.

text: AMC3 CAMO.A.300 Continuing airworthiness management exposition (CAME)

text: If a CAMO is contracted by operators forming part of a single air carrier business grouping (in accordance with point M.A.201(ea)) the CAME should also include how requirements and procedures that are specific to the different operators are implemented.

text: GM1 CAMO.A.305(b) Personnel requirements

text: When a CAMO is contracted (in accordance with point M.A.201(ea)) by one or more operators that form part of a single air carrier business grouping but not of the same legal entity, those operator(s) and CAMO do not have to appoint the same accountable manager.

text: AMC1 CAMO.A.300(a)(1) Continuing airworthiness management exposition (CAME)

text: […] 2. […] In the case of air carriers licensed in accordance with

text: Regulation (EC) No 1008/2008

text: , suspension or revocation of the CAMO certificate will invalidate the AOC. For organisations also approved as air carriers licensed in accordance with

text: Regulation (EC) No 1008/2008

text: , suspension or revocation of the CAMO certificate will invalidate the air operator certificate (AOC) of such air carriers. […]

text: […] For a proper competency assessment of its personnel, the organisation should consider the following: […] (e) Criteria should allow the assessment to establish that, among other aspects (titles might be different in each organisation): […] (8) If the CAMO is contracted by air carriers forming part of a single air carrier business grouping (in accordance with point M.A.201(ea)), the CAMO should ensure that all relevant personnel have sufficient skills in the agreed common language, e.g. English. […]

text: GM1 CAMO.B.300(a);(b);(c) Oversight principles

text: Regarding the evaluation of the maturity of the management systems, the following definitions apply: — ‘present’: there is evidence that the process/feature is documented in the organisation’s management system/safety management system (SMS) documentation; — ‘suitable’: the process/feature is suitable based on the size, nature, and complexity of the organisation, and the inherent risk in the activity;

text: — ‘operating’: there is evidence that the process/feature is in use and an output is being produced; — ‘effective’: there is evidence that the process/feature is achieving the desired outcome and has a positive safety impact.

text: GM1 CAMO.B.300(g) Oversight principles

text: When a contract is concluded between a CAMO and an operator in accordance with point M.A.201(ea), which may occur during an initial CAMO application or an application for a change (requiring prior approval), the competent authorities of the CAMO and of the operator need to cooperate. This cooperation between the different competent authorities may be established through a cooperative oversight agreement. That agreement will focus on the information that is relevant for performing the competent authority’s tasks, and be proportional to the nature and complexity of the organisations’ activities. It will cover at least the following aspects: (a) General information (1) Scope of the cooperation and identification of the operator (or operators if the competent authorities agree to include in a single agreement several operators that use the same CAMO) and the CAMO. (2) Nomination of focal points in each competent authority; changing the focal points does not imply a full revision of the cooperation agreement. (3) Meetings held between the competent authorities to ensure that all remain informed of significant issues. (4) Provisions for the resolution of conflicts or disagreements. (b) Oversight (1) Sharing of the oversight programme that is implemented by each competent authority (e.g. audit plan and audit programme especially regarding the oversight of the management system), including the competent authorities’ assessment of the complexity of the organisations’ activities. (2) Sharing of the management system assessment approach that is used by each competent authority (refer also to GM2 CAMO.B.300(g)). (3) Sharing of the results of the management system assessments. (4) Performance of oversight tasks on the CAMO by the competent authorities responsible for the operator, on behalf of the competent authority of the CAMO, if such arrangement exists. (5) Participation of inspectors from one competent authority as observers during the performance of oversight tasks by another competent authority, or joint audits/assessments by different competent authorities.

text: (6) Specific support, if needed, to assist in the inclusion of an aircraft into the AOC, when transferred from one AOC holder to another within the group. (7) Sharing of information on how the CAMO and operator manage their tasks, to adapt oversight accordingly, such as, but not limited to, the following: (i) the selection of aircraft subject to product audits as part of the oversight of the CAMO may consider information that comes from the competent authorities of the operator(s), which is provided to the competent authority of the CAMO; (ii) information on the use and completion of the aircraft technical log system or on the use of the minimum equipment list (MEL) by the operator, which is reported by the competent authority of the CAMO to the competent authority of the relevant operator, may be considered in the operator’s oversight programme; (iii) sharing of information on the interfaces between the operator(s) and the CAMO regarding the assessment of non-mandatory modifications and/or inspections and the decision on their application as per point CAMO.A.315(b)(4); and (iv) sharing of information on the system in place between the operator(s) and the CAMO to ensure that pre-flight inspections are properly accomplished. (c) Additional cooperation provisions (1) Sharing of information between competent authorities, as well as methods and timing for that sharing, e.g. the result of the assessment of the management system is shared every time the assessment is conducted by one of the competent authorities. (2) A cooperation mechanism to ensure prompt reaction if one of the competent authorities shares serious concerns about the organisation with another competent authority. (3) Information to be provided to the competent authority of the operator before integrating an aircraft to the AOC. (4) Sharing of information between competent authorities before granting any specific approval (e.g. Part-SPA, AMC 20-6, etc.). (5) Sharing of the relevant operator’s and CAMO’s occurrence reports as well as of the procedures in place between relevant competent authorities to ensure coordinated follow-up and resolution, where applicable. (6) Sharing of changes in the exposition and manuals when those changes impact harmonised procedures.

text: GM2 CAMO.B.300(g) Oversight principles

text: (a) One of the core capabilities that are required for supporting the effective implementation of safety management is the ability to monitor the effectiveness of an organisation’s management system. Competent authorities assess that effectiveness as part of their oversight activities. Cooperation between several competent authorities on that assessment is necessary, especially

text: when different organisations have harmonised management systems as required by point M.A.201(ea). (b) To ensure cooperative oversight and sound decision-making regarding oversight across a single air carrier business grouping, the competent authorities involved are expected to provide for the following: (1) Use a common approach to the assessment of the management system, including the continuous improvement of the management systems across the operator(s) and the CAMO involved. Different competent authorities may not necessarily use the same tool to assess the maturity of the harmonised management systems. However, they will coordinate on this matter and share with one another to which extent their assessment approach follows the principles that are set out in GM1 CAMO.B.300(a);(b);(c). This way, all competent authorities involved will have an overall understanding of how each competent authority evaluates compliance and effectiveness of the management system(s). (2) When a finding is raised on a harmonised procedure or, if used, on a group standard, the other competent authority(ies) is/are informed, and the related root cause analysis and corrective action plan that are developed by the operator(s) and CAMO concerned are shared with all competent authorities involved. In addition, the informed competent authority(ies) will assess if such a finding is relevant for the organisation under its/their oversight and, depending on the conclusion of such an assessment, will take appropriate action (e.g. take no action, communicate with the organisation or with the competent authority that raised the finding, or raise a finding itself/themselves). (c) Regarding the duration of the oversight planning cycle of the organisations whose management systems are harmonised: (1) even if the management systems of organisations are harmonised with each other, the maturity levels of those management systems may differ; as the oversight planning cycle is mainly driven by the management system’s maturity and the organisation’s compliance records, some organisations may have an oversight planning cycle of 24 months (or less) and others a 36- or 48-month cycle; (2) the competent authorities involved will inform each other when the duration of the oversight planning cycle of the organisation(s) under their oversight is to be increased or reduced.

text: AMC1 CAMO.B.310 Initial certification procedure

text: […] (c) The audit should focus on the following areas: […] (5) The documentation based on which the certificate should be granted (i.e. the documentation required by Part-CAMO), including the continuing airworthiness management contract when point M.A.201(ea) is applied: […]

text: GM1 CAMO.B.310 and CAMO.B.330 Initial certification procedure and changes

text: In relation to point M.A.201(ea), if an application, submission, receipt, certificate, or other document is submitted to a competent authority in a language different from the official language of the Member State of that authority, that authority may request a translation.


text: AMC and GM to Part-CAMO Issue 1, Amendment 4

text: N o 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 VII to ED Decision 2023/010/R Page 1 of 2

text: Annex VII to ED Decision 2023/010/R Page 2 of 2

identifier: AMC & GM to Part-CAMO — Issue 1, Amendment 4

beslut: ED Decision 2023/010/R

text: Annex VII to ED Decision 2023/010/R ‘AMC and GM to Part-CAMO — Issue 1, Amendment 4’

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

text: — deleted text is struck through;

text: — new or amended text is highlighted in cyan;

text: — an ellipsis ‘[…]’ indicates that the rest of the text is unchanged.

text: The Annex to Decision 2020/002/R of 13 March 2020 of the Executive Director of the Agency is amended as follows:

text: AMC1 CAMO.B.135A Immediate reaction to an information security incident or vulnerability with an impact on aviation safety

text: (a) To appropriately collect and analyse information related to information security incidents and vulnerabilities with a potential impact on aviation safety, the competent authority should implement means that ensure the necessary confidentiality. (b) When disseminating information related to information security incidents and vulnerabilities with a potential impact on aviation safety, the competent authority should properly select the appropriate recipient(s) to prevent the content of a report from being exploited to the detriment of aviation safety, by revealing, for instance, uncorrected vulnerabilities.

text: GM1 CAMO.B.135A Immediate reaction to an information security incident or vulnerability with an impact on aviation safety

text: When deemed necessary, a two-step mechanism could be used: a report alerting about the information security event or incident and the availability of additional data that would require controlled and confidential distribution. This report should only alert recipients of the urgency and the necessity for organisations and competent authorities to establish further communication through secure means. Therefore, the report should consist of two parts: one limited to mostly public information and one containing the sensitive data that should be restricted to the recipients who need to know. Wherever possible, reports should be based on an agreed taxonomy.

text: GM1 CAMO.B.205 Allocation of tasks to qualified entities


identifier: AMC & GM to Part-CAMO — Issue 1, Amendment 5

beslut: ED Decision 2023/013/R

text: AMC and GM to Part-CAMO

text: Issue 1 — Amendment 5

text: Annex VI to ED Decision 2023/013/R

text: Acceptable Means of Compliance (AMC) and Guidance Material (GM) to Annex Vc (Part-CAMO) to

text: Commission Regulation (EU) No 1321/2014

text: Issue 1 — Amendment 5 The text of the amendment is arranged to show deleted text, new or amended text as shown below: — 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: Note to the reader

text: Annex VI to ED Decision 2023/013/R Page 1 of 4

text: AMC and GM to Part-CAMO

text: Issue 1 — Amendment 5

text: SECTION A — ORGANISATION REQUIREMENTS

text: AMC2 CAMO.A.160 Occurrence reporting

text: The organisation should share relevant safety-related occurrence reports with the design approval holder or the declarant of a declaration of design compliance of the aircraft in order to enable it to issue appropriate service instructions and recommendations to all owners or operators. Liaison with the design approval holder or the declarant of a declaration of design compliance is recommended to establish whether published or proposed service information will resolve the a problem or to obtain a solution to a particular problem.

text: GM1 CAMO.A.160(b) Occurrence reporting

text: DESIGN APPROVAL HOLDER OR DECLARANT OF A DECLARATION OF DESIGN COMPLIANCE Depending on the case, the ‘organisation responsible for the design of the aircraft’ will be the holder of a type -certificate, a restricted type -certificate, a supplemental type -certificate, a European Technical Standard Order (ETSO) authorisation, an approval for a repair or a change to the type design or any other relevant approval or authorisation or declaration of compliance for products, parts and appliances deemed to have been issued or submitted under

text: Commission Regulation (EU) No 748/2012

text: AMC1 CAMO.A.315(c) Continuing airworthiness management

text: […] (g) Special attention should be paid to procedures and responsibilities to ensure that all maintenance work is performed, service bulletins are analysed, and decisions are taken on their accomplishment, airworthiness directives are accomplished on time and that all work, including non-mandatory modifications, is carried out to approved or declared (in accordance with Part 21 Light Subpart C) data and to the latest standards. (h) Appendix IV to AMC1 CAMO.A.315(c) gives further details on the subject.

text: Annex VI to ED Decision 2023/013/R Page 3 of 4

text: AMC and GM to Part-CAMO

text: Issue 1 — Amendment 5

text: APPENDICES TO AMC AND GM TO ANNEX VC (PART-CAMO)

text: Appendix II to AMC1 CAMO.A.125(d)(3) — Subcontracting of continuing airworthiness management tasks

text: […] 2.13. Defect control Where the CAMO has subcontracted the day-to-day control of technical log deferred defects, this should be specified in the contract and should be adequately described in the appropriate procedures. The operator’s minimum equipment list (MEL)/configuration deviation list (CDL) provides the basis for establishing which defects may be deferred and the associated limits. The procedures should also define the responsibilities and actions to be taken for defects such as aircraft on ground (AOG) situations, repetitive defects, and damage beyond the limits established by the type certificate holder’s or the declarant of a declaration of design compliance limits. […]

text: Appendix IV to AMC1 CAMO.A.315(c) — Contracted maintenance

text: […] 2.12. Supply of parts The contract should specify whether a particular type of material or component is supplied by the CAMO or by the maintenance organisation, which type of component is pooled, etc. The contract should clearly state that it is the maintenance organisation’s responsibility to be satisfied that the component in question meets the approved or declared (in accordance with Part 21 Light Subpart C) data/standard and to ensure that the aircraft component is in a satisfactory condition for installation. Additional guidance on the acceptance of components is provided in M.A.501, ML.A.501 and 145.A.42. […]

text: Annex II to ED Decision 2023/013/R Page 4 of 4