text: Decision 2014/017/R of the Executive Director of the Agency of 24 April 2014 adopting Acceptable Means of Compliance and Guidance Material to Part-ORO of

text: Commission Regulation (EU) No 965/2012

text: and repealing Decision 2012/017/R of the Executive Director of the Agency of 24 October 2012 (‘AMC and GM to Part-ORO — Issue 2’).

identifier: AMC & GM to Part-ORO — Issue 2, Amendment 3

beslut: ED Decision 2015/022/R

title: AMC & GM to Part-ORO — Issue 2, Amendment 3

text: Annex II to ED Decision 2015/022/R

text: Annex II to Decision 2015/022/R

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

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

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

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

text: AMC1 ORO.FC.115&215 and AMC1.1 ORO.FC.115&215 are deleted, and new AMC1 ORO.FC.115, AMC2 ORO.FC.115 and AMC3 ORO.FC.115 are inserted as follows:

text: AMC1 ORO.FC.115 Crew resource management (CRM) training

text: CRM TRAINING — MULTI-PILOT OPERATIONS (a) General (1) Training environment CRM training should be conducted in the non-operational environment (classroom and computer-based) and in the operational environment (flight simulation training device (FSTD) and aircraft). Tools such as group discussions, team task analysis, team task simulation and feedback should be used. (2) Classroom training Whenever possible, classroom training should be conducted in a group session away from the pressures of the usual working environment, so that the opportunity is provided for flight crew members to interact and communicate in an environment conducive to learning. (3) Computer-based training Computer-based training should not be conducted as a stand-alone training method, but may be conducted as a complementary training method. (4) Flight simulation training devices (FSTDs) Whenever practicable, parts of the CRM training should be conducted in FSTDs that reproduce a realistic operational environment and permit interaction. This includes but is not limited to line-oriented flight training (LOFT) scenarios.

text: Annex II to ED Decision 2015/022/R

text: (5) Integration into flight crew training CRM principles should be integrated into relevant parts of flight crew training and operations including checklists, briefings, abnormal and emergency procedures. (6) Combined CRM training for flight crew, cabin crew and technical crew (i) Operators should provide combined training for flight crew, cabin crew and technical crew during recurrent CRM training. (ii) The combined training should address at least: (A) effective communication, coordination of tasks and functions of flight crew, cabin crew and technical crew; and (B) mixed multinational and cross-cultural flight crew, cabin crew and technical crew, and their interaction, if applicable. (iii) The combined training should be expanded to include medical passengers, if applicable to the operation. (iv) Combined CRM training should be conducted by flight crew CRM trainer or cabin crew CRM trainer. (v) There should be an effective liaison between flight crew, cabin crew and technical crew training departments. Provision should be made for transfer of relevant knowledge and skills between flight crew, cabin crew and technical crew CRM trainers. (7) Management system CRM training should address hazards and risks identified by the operator’s management system described in ORO.GEN.200. (8) Competency-based CRM training (i) Whenever practicable, the compliance-based approach concerning CRM training may be substituted by a competency-based approach such as evidence-based training. In this context, CRM training should be characterised by a performance orientation, with emphasis on standards of performance and their measurement, and the development of training to the specified performance standards. (ii) CRM training should be an essential element of the alternative training and qualification programme (ATQP) described in ORO.FC.A.245, when the operator applies ATQP. (9) Contracted CRM training If the operator chooses not to establish its own CRM training, another operator, a third party or a training organisation may be contracted to provide the training in accordance with ORO.GEN.205. In case of contracted CRM training, the operator should ensure that the content of the course covers the specific culture, the type of operations and the associated procedures of the operator. When crew members from different operators attend the same course, the CRM training should be specific to the relevant flight operations and to the trainees concerned. (b) Initial operator’s CRM training

text: Annex II to ED Decision 2015/022/R

text: (1) The flight crew member should complete the initial operator’s CRM training once. When the type of operation of a new operator is not different, the new operator should not be required to provide the initial operator’s CRM training to this flight crew member a second time. (2) The initial training should cover all elements specified in Table 1 of (g). (c) Operator conversion course — CRM training When the flight crew member undertakes a conversion course with a change of aircraft type or change of operator, elements of CRM training should be integrated into all appropriate phases of the operator’s conversion course, as specified in Table 1 of (g). (d) Annual recurrent CRM training (1) Annual recurrent CRM training should be provided in such a way that all CRM training elements specified for the annual recurrent training in Table 1 of (g) are covered over a period not exceeding 3 years. (2) Operators should update their CRM recurrent training programme over a period not exceeding 3 years. The revision of the programme should take into account information from the operator’s management system including the results of the CRM assessment. (e) Command course — CRM training The operator should ensure that elements of CRM training are integrated into the command course, as specified in Table 1 of (g). (f) Training elements The CRM training elements to be covered are specified in Table 1 of (g). The operator should ensure that the following aspects are addressed: (1) Automation and philosophy on the use of automation (i) The CRM training should include training in the use and knowledge of automation, and in the recognition of systems and human limitations associated with the use of automation. The operator should, therefore, ensure that the flight crew member receives training on: (A) the application of the operations policy concerning the use of automation as stated in the operations manual; and (B) system and human limitations associated with the use of automation, giving special attention to issues of mode awareness, automation surprises and overreliance including false sense of security and complacency. (ii) The objective of this training should be to provide appropriate knowledge, skills and attitudes for managing and operating automated systems. Special attention should be given to how automation increases the need for crews to have a common understanding of the way in which the system performs, and any features of automation that make this understanding difficult. (iii) If conducted in an FSTD, the training should include automation surprises of different origin (system- and pilot-induced).

text: Annex II to ED Decision 2015/022/R

text: (2) Monitoring and intervention Flight crew should be trained in CRM-related aspects of operation monitoring before, during and after flight, together with any associated priorities. This CRM training should include guidance to the pilot monitoring on when it would be appropriate to intervene, if felt necessary, and how this should be done in a timely manner. Reference should be made to the operator procedures for structured intervention as specified in the operations manual. (3) Resilience development CRM training should address the main aspects of resilience development. The training should cover: (i) Mental flexibility Flight crew should be trained to: (A) understand that mental flexibility is necessary to recognise critical changes; (B) reflect on their judgement and adjust it to the unique situation; (C) avoid fixed prejudices and over-reliance on standard solutions; and (D) remain open to changing assumptions and perceptions. (ii) Performance adaptation Flight crew should be trained to: (A) mitigate frozen behaviours, overreactions and inappropriate hesitation; and (B) adjust actions to current conditions. (4) Surprise and startle effect CRM training should address unexpected, unusual and stressful situations. The training should cover: (i) surprises and startle effects; and (ii) management of abnormal and emergency situations, including: (A) the development and maintenance of the capacity to manage crew resources; (B) the acquisition and maintenance of adequate automatic behavioural responses; and (C) recognising the loss and re-building situation awareness and control. (5) Cultural differences CRM training should cover cultural differences of multinational and cross-cultural crews. This includes recognising that: (i) different cultures may have different communication specifics, ways of understanding and approaches to the same situation or problem; (ii) difficulties may arise when crew members with different mother tongue communicate in a common language which is not their mother tongue; and

text: Annex II to ED Decision 2015/022/R

text: (iii) cultural differences may lead to different methods for identifying a situation and solving a problem. (6) Operator’s safety culture and company culture CRM training should cover the operator’s safety culture, its company culture, the type of operations and the associated procedures of the operator. This should include areas of operations that may lead to particular difficulties or involve unusual hazards. (7) Case studies (i) CRM training should cover aircraft type-specific case studies, based on the information available within the operator’s management system, including: (A) accident and serious incident reviews to analyse and identify any associated nontechnical causal and contributory factors, and instances or examples of lack of CRM; and (B) analysis of occurrences that were well managed. (ii) If relevant aircraft type-specific or operator-specific case studies are not available, the operator should consider other case studies relevant to the scale and scope of its operations. (g) CRM training syllabus Table 1 below specifies which CRM training elements should be covered in each type of training. The levels of training in Table 1 can be described as follows: (1) ‘Required’ means training that should be instructional or interactive in style to meet the objectives specified in the CRM training programme or to refresh and strengthen knowledge gained in a previous training. (2) ‘In-depth’ means training that should be instructional or interactive in style taking full advantage of group discussions, team task analysis, team task simulation, etc., for the acquisition or consolidation of knowledge, skills and attitudes. The CRM training elements should be tailored to the specific needs of the training phase being undertaken.

text: Annex II to ED Decision 2015/022/R

text: Table 1 — Flight crew CRM training

text: Operator Operator Initial conversion conversion Annual operator’s Command CRM training elements course when course when recurrent CRM course changing changing training training aircraft type operator

text: General principles Human factors in aviation; General instructions on CRM principles and objectives; In-depth Required Required Required Required Human performance and limitations; Threat and error management. Relevant to the individual flight crew member Personality awareness, human error and reliability, attitudes and behaviours, self-assessment and selfcritique; Stress and stress In-depth Not required Not required Required In-depth management; Fatigue and vigilance; Assertiveness, situation awareness, information acquisition and processing. Relevant to the flight crew Automation and philosophy Required In-depth In-depth In-depth In-depth on the use of automation Specific type-related Required In-depth Not required Required Required differences Monitoring and Required In-depth In-depth Required Required intervention Relevant to the entire aircraft crew Shared situation awareness, shared information acquisition and processing; Workload management; In-depth Required Required Required In-depth Effective communication and coordination inside and outside the flight crew compartment;

text: Annex II to ED Decision 2015/022/R

text: Leadership, cooperation, synergy, delegation, decision-making, actions; Resilience development; Surprise and startle effect; Cultural differences. Relevant to the operator and the organisation Operator’s safety culture and company culture, standard operating procedures (SOPs), organisational factors, factors linked to the type of In-depth Required In-depth Required In-depth operations; Effective communication and coordination with other operational personnel and ground services. Case studies In-depth In-depth In-depth In-depth In-depth

text: (h) Assessment of CRM skills (1) Assessment of CRM skills is the process of observing, recording, interpreting and debriefing crews and crew member’s performance using an accepted methodology in the context of the overall performance. (2) The flight crew member’s CRM skills should be assessed in the operational environment, but not during CRM training in the non-operational environment. Nevertheless, during training in the non-operational environment, feedback from the flight crew CRM trainer or from trainees on individual and crew performance may be given to the crew members concerned. (3) The assessment of CRM skills should: (i) include debriefing the crew and the individual crew member; (ii) serve to identify additional training, where needed, for the crew or the individual crew member; and (iii) be used to improve the CRM training system by evaluating de-identified summaries of all CRM assessments. (4) Prior to the introduction of CRM skills assessment, a detailed description of the CRM methodology, including the required CRM standards and the terminology used for the assessment, should be published in the operations manual.

text: Annex II to ED Decision 2015/022/R

text: (5) Methodology of CRM skills assessment The assessment should be based on the following principles: (i) only observable behaviours are assessed; (ii) the assessment should positively reflect any CRM skills that result in enhanced safety; and (iii) assessments should include behaviour that results in an unacceptable reduction in safety margin. (6) Operators should establish procedures, including additional training, to be applied in the event that flight crew members do not achieve or maintain the required CRM standards.

text: AMC2 ORO.FC.115 Crew resource management (CRM) training

text: CRM TRAINING — SINGLE-PILOT OPERATIONS (a) For single-pilot helicopter operations with technical crew, AMC1 ORO.FC.115 should be applied. (b) For single-pilot operations other than those specified in (a), AMC1 ORO.FC.115 should be applied with the following differences: (1) Relevant training Training should cover the relevant CRM training, i.e. initial operator’s training, the operator conversion course and recurrent training. (2) Relevant training elements CRM training should focus on the elements specified in Table 1 of (g) of AMC1 ORO.FC.115 which are relevant to single-pilot operations. Therefore, single-pilot CRM training should include, among others: (i) situation awareness; (ii) workload management; (iii) decision-making; (iv) resilience development; (v) surprise and startle effect; and (vi) effective communication and coordination with other operational personnel and ground services. (3) Computer-based training Notwithstanding (a)(3) of AMC1 ORO.FC.115, computer-based training may be conducted as a stand-alone training method. (4) Operation with ELA2 aircraft Notwithstanding (1) and (2), for operations with ELA2 aircraft the relevant CRM training and its duration should be determined by the operator, based on the aircraft type and the complexity of the operation.

text: Annex II to ED Decision 2015/022/R

text: AMC3 ORO.FC.115 Crew resource management (CRM) training

text: FLIGHT CREW CRM TRAINER (a) Applicability The provisions described herein: (1) should be fulfilled by flight crew CRM trainers responsible for classroom CRM training; and (2) are not applicable to: (i) instructors, holding a certificate in accordance with

text: Commission Regulation (EU) No 1178/2011

text: , who conduct CRM training in the operational environment; and (ii) trainers or instructors conducting training other than CRM training, but integrating CRM elements into this training. (b) Qualification of flight crew CRM trainer (1) A training and standardisation programme for flight crew CRM trainers should be established. (2) A flight crew CRM trainer, in order to be suitably qualified, should: (i) have adequate knowledge of the relevant flight operations; (ii) have adequate knowledge of human performance and limitations (HPL), whilst: (A) having obtained a commercial pilot licence in accordance with

text: Commission Regulation (EU) No 1178/2011

text: ; or (B) having followed a theoretical HPL course covering the whole syllabus of the HPL examination; (iii) have completed flight crew initial operator’s CRM training; (iv) have received training in group facilitation skills; (v) have received additional training in the fields of group management, group dynamics and personal awareness; and (vi) have demonstrated the knowledge, skills and credibility required to train the CRM training elements in the non-operational environment, as specified in Table 1 of AMC1 ORO.FC.115. (3) The following qualifications and experiences are also acceptable for a flight crew CRM trainer in order to be suitably qualified: (i) A flight crew member holding a recent qualification as a flight crew CRM trainer may continue to be a flight crew CRM trainer after the cessation of active flying duties if he/she maintains adequate knowledge of the relevant flight operations. (ii) A former flight crew member may become a flight crew CRM trainer if he/she maintains adequate knowledge of the relevant flight operations and fulfils the provisions of (2)(ii) to (2)(vi).

text: Annex II to ED Decision 2015/022/R

text: (iii) An experienced CRM trainer may become a flight crew CRM trainer if he/she demonstrates adequate knowledge of the relevant flight operations and fulfils the provisions of (2)(ii) to (2)(vi). (c) Training of flight crew CRM trainer (1) Training of flight crew CRM trainers should be both theoretical and practical. Practical elements should include the development of specific trainer skills, particularly the integration of CRM into line operations. (2) The basic training of flight crew CRM trainers should include the training elements for flight crew, as specified in Table 1 of AMC1 ORO.FC.115. In addition, the basic training should include the following: (i) introduction to CRM training; (ii) operator’s management system; (iii) characteristics, as applicable: (A) of the different types of CRM trainings (initial, recurrent, etc.); (B) of combined training; and (C) related to the type of aircraft or operation; and (iv) assessment. (3) The refresher training of flight crew CRM trainers should include new methodologies, procedures and lessons learned. (4) Instructors, holding a certificate in accordance with

text: Commission Regulation (EU) No 1178/2011

text: , who are also CRM trainers, may combine the CRM trainer refresher training with instructor refresher training. (5) Instructors for other-than complex motor-powered aircraft should be qualified as flight crew CRM trainers for this aircraft category with no additional training, as specified in (2) and (3) when: (i) holding a certificate in accordance with

text: Commission Regulation (EU) No 1178/2011

text: ; and (ii) fulfilling the provisions of (b)(2) or (b)(3). (6) The training of flight crew CRM trainers should be conducted by flight crew CRM trainers with a minimum of 3 years’ experience. Assistance may be provided by experts in order to address specific areas. (d) Assessment of flight crew CRM trainer (1) A flight crew CRM trainer should be assessed by the operator when conducting the first CRM training course. This first assessment should be valid for a period of 3 years. (2) The operator should ensure that the process for the assessment is included in the operations manual describing methods for observing, recording, interpreting and debriefing the flight crew CRM trainer. All personnel involved in the assessment must be credible and competent in their role.

text: Annex II to ED Decision 2015/022/R

text: (e) Recency and renewal of qualification as flight crew CRM trainer (1) For recency of the 3-year validity period, the flight crew CRM trainer should: (i) conduct at least 2 CRM training events in any 12-month period; (ii) be assessed within the last 12 months of the 3-year validity period by the operator; and (iii) complete CRM trainer refresher training within the 3-year validity period. (2) The next 3-year validity period should start at the end of the previous period. (3) For renewal, i.e. when a flight crew CRM trainer does not fulfil the provisions of (1), he/she should, before resuming as flight crew CRM trainer: (i) comply with the qualification provisions of (b) and (d); and (ii) complete CRM trainer refresher training.

text: GM1 ORO.FC.115&215 is deleted, and new GM1 ORO.FC.115 to GM7 ORO.FC.115 are inserted as follows:

text: GM1 ORO.FC.115 Crew resource management (CRM) training

text: GENERAL (a) CRM is the effective utilisation of all available resources (e.g. crew members, aircraft systems, supporting facilities and persons) to achieve safe and efficient operation. (b) The objective of CRM is to enhance the communication and management skills of the flight crew member concerned. Emphasis is placed on the non-technical knowledge, skills and attitudes of flight crew performance.

text: GM2 ORO.FC.115 Crew resource management (CRM) training

text: TRAINING ENVIRONMENT, TRAINERS AND INSTRUCTORS (a) Flight crew CRM training can be separated as follows: (1) training in the non-operational environment: (i) classroom; and (ii) computer-based; (2) training in the operational environment: (i) flight simulation training device (FSTD); and (ii) aircraft. (b) In general, CRM training is provided as follows: (1) classroom training by a flight crew CRM trainer; (2) training in the operational environment by an instructor holding a certificate in accordance with

text: Commission Regulation (EU) No 1178/2011

text: Annex II to ED Decision 2015/022/R

text: (3) computer-based training as a self-study training method. If needed, directions concerning CRM-related issues are provided by a flight crew CRM trainer or by an instructor holding a certificate in accordance with

text: Commission Regulation (EU) No 1178/2011

text: GM3 ORO.FC.115 Crew resource management (CRM) training

text: MINIMUM TRAINING TIMES (a) The following minimum training times are appropriate: (1) multi-pilot operations: (i) combined CRM training: 6 training hours over a period of 3 years; and (ii) initial operator’s CRM training: 18 training hours with a minimum of 12 training hours in classroom training; (2) initial operator’s CRM training for single-pilot operations: 6 training hours; and (3) flight crew CRM trainer: (i) basic training: (A) 18 training hours for trainees holding an instructor certificate for complex motorpowered aircraft, as specified in

text: Commission Regulation (EU) No 1178/2011

text: , which includes 25-hour training in teaching and learning; or (B) 30 training hours for trainees who do not hold an instructor certificate as specified in (A); and (ii) refresher training: 6 training hours. (b) ‘Training hours’ means actual training time excluding breaks and assessment.

text: GM4 ORO.FC.115 Crew resource management (CRM) training

text: DESIGN, IMPLEMENTATION AND EVALUATION OF CRM TRAINING The checklist in Table 1 provides guidance on the design, implementation and evaluation of CRM training, and on their incorporation into the operator’s safety culture. Elements of the operator’s management systems and the competency-based approach are incorporated in the checklist.

text: Annex II to ED Decision 2015/022/R

text: Table 1 — Checklist for design, implementation, evaluation and incorporation of CRM training

text: Step No Description Element

text: 1 Needs analysis Determine the necessary CRM competencies Develop CRM training goals Ensure the organisation is ready for CRM training 2 Design Develop CRM training objectives Determine what to measure and how to measure it 3 Development Describe the CRM learning environment Develop full-scale prototype of training Validate and modify CRM training 4 Implementation Prepare trainees and environment Set a climate for learning (e.g. practice and feedback) Implement the CRM training programme 5 Evaluation Determine training effectiveness Evaluate CRM training at multiple levels Revise the CRM training programme to improve effectiveness 6 Incorporation Establish an environment where CRM training is positively recognised Reinforce CRM behaviours in daily work Provide recurrent CRM training

text: GM5 ORO.FC.115 Crew resource management (CRM) training

text: RESILIENCE DEVELOPMENT (a) The main aspects of resilience development can be described as the ability to: (1) learn (‘knowing what has happened’); (2) monitor (‘knowing what to look for’); (3) anticipate (‘finding out and knowing what to expect’); and (4) respond (‘knowing what to do and being capable of doing it’). (b) Operational safety is a continuous process of evaluation of and adjustment to existing and future conditions. In this context, and following the description in (a), resilience development involves an ongoing and adaptable process including situation assessment, self-review, decision and action. Training in resilience development enables crew members to draw the right conclusions from both positive and negative experiences. Based on those experiences, crew members are better prepared to maintain or create safety margins by adapting to dynamic complex situations. (c) The training topics in (f)(3) of AMC1 ORO.FC.115 are to be understood as follows:

text: Annex II to ED Decision 2015/022/R

text: GM6 ORO.FC.115 Crew resource management (CRM) training

text: NON-TECHNICAL SKILLS ASSESSMENT (a) NOTECHS (non-technical skills) is a validated method for assessing flight crew CRM skills. The NOTECHS framework consists of four main categories: (1) Cooperation: Cooperation is the ability to work effectively in a crew. (2) Leadership and managerial skills: Effective leadership and managerial skills help to achieve joint task completion within a motivated, fully functioning team through coordination and persuasiveness. (3) Situation awareness: Situation awareness relates to one’s ability to accurately perceive what is in the flight crew compartment and outside the aircraft. It is also one’s ability to comprehend the meaning of different elements in the environment and the projection of their status in the near future. (4) Decision-making: Decision-making is the process of reaching a judgement or choosing an option. (b) Each of the four categories is subdivided into elements and behavioural markers. The elements are specified in Table 1 with examples of behavioural markers (effective behaviour). The behavioural markers are assessed by a rating scale to be established by the operator.

text: Annex II to ED Decision 2015/022/R

text: Table 1 — Categories, elements and behavioural markers of NOTECHS

text: Category Element Behavioural marker (examples)

text: Cooperation Team building and Establishes atmosphere for open communication maintaining and participation Considering others Takes condition of other crew members into account Supporting others Helps other crew members in demanding situations Conflict solving Concentrates on what is right rather than who is right Leadership and Use of authority and Takes initiative to ensure crew involvement and task managerial skills assertiveness completion Maintaining standards Intervenes if task completion deviates from standards Planning and coordination Clearly states intentions and goals Workload management Allocates adequate time to complete tasks Situation Awareness of aircraft systems Monitors and reports changes in systems’ states awareness Awareness of external Collects information about environment (position, environment weather and traffic) Anticipation Identifies possible future problems Decision-making Problem definition and Reviews causal factors with other crew members diagnosis Option generation States alternative courses of action Asks other crew members for options Risk assessment and option Considers and shares estimated risk of alternative selection courses of action Outcome review Checks outcome against plan

text: GM7 ORO.FC.115 Crew resource management (CRM) training

text: FLIGHT CREW CRM TRAINER ASSESSMENT (a) For assessing flight crew CRM trainers, the operator may nominate experienced flight crew CRM trainers who have demonstrated continued compliance with the provisions for a flight crew CRM trainer and capability in that role for at least 3 years. (b) An operator that does not have the resources to conduct the assessment may employ a contractor. The standard as regards the assessment is confirmed on a 3-year basis by the operator. (c) The checklist in Table 1 provides guidance on the assessment of a flight crew CRM trainer. If a flight crew CRM trainer is competent in his/her role, the response to the questions in Table 1 should be ‘yes’. When answering the questions in Table 1, justifications and examples related to the responses given should be provided.

text: Annex II to ED Decision 2015/022/R

text: Table 1 — Flight crew CRM trainer assessment checklist

text: Response Questions to assess a flight crew CRM trainer yes/no

text: Did the CRM trainer demonstrate the knowledge required for the role? Did the CRM trainer support CRM concepts? Did the CRM trainer encourage trainees to participate, share their experiences and selfanalyse? Did the CRM trainer identify and respond to the trainees’ needs relative to expertise/experience? Did the CRM trainer show how CRM is integrated in technical training and line operations? Did the CRM trainer incorporate company CRM standards when appropriate? Did the CRM trainer identify and discuss the non-technical reasons involved in accidents, incidents and events included in case studies? Did the CRM trainer regularly check for understanding and resolve ambiguities? Did the CRM trainer demonstrate effective instruction and facilitation skills?

text: A new AMC1 ORO.FC.215 is inserted as follows:

text: AMC1 ORO.FC.215 Initial operator’s crew resource management (CRM) training

text: TRAINING ELEMENTS AND TRAINER QUALIFICATION Initial operator’s CRM training should: (a) cover the applicable provisions of AMC1 ORO.FC.115, including the training elements as specified in Table 1 thereof; and (b) be conducted by a flight crew CRM trainer who is qualified as specified in AMC3 ORO.FC.115.

text: AMC1 ORO.FC.220 is amended as follows:

text: AMC1 ORO.FC.220 Operator conversion training and checking

text: OPERATOR CONVERSION TRAINING SYLLABUS (a) General (1) The operator conversion training should include, in the following order:

text: Annex II to ED Decision 2015/022/R

text: (i) ground training and checking, including aircraft systems, and normal, abnormal and emergency procedures; (ii) emergency and safety equipment training and checking, (completed before any flight training in an aircraft commences); (iii) flight training and checking (aircraft and/or FSTD); and (iv) line flying under supervision and line check. (2) When the flight crew member has not previously completed an operator’s conversion course, he/she should undergo general first-aid training and, if applicable, ditching procedures training using the equipment in water. (3) Where the emergency drills require action by the non-handling pilot, the check should additionally cover knowledge of these drills. (4) The operator’s conversion may be combined with a new type/class rating training as required by

text: Regulation (EU) No 1178/2011

text: . (5) The operator should ensure that: (i) applicable elements of CRM training, as specified in Table 1 of AMC1 ORO.FC.115, are integrated into all appropriate phases of the conversion training; and (ii) the personnel integrating elements of CRM into conversion training are suitably qualified, as specified in AMC3 ORO.FC.115. (b) (…)

text: AMC1 ORO.FC.230 is amended as follows:

text: AMC1 ORO.FC.230 Recurrent training and checking

text: RECURRENT TRAINING SYLLABUS (a) Recurrent training Recurrent training should comprise the following: (1) Ground training (…) (2) Emergency and safety equipment training (…) (3) CRM (i) Elements of CRM training, as specified in Table 1 of AMC1 ORO.FC.115, should be integrated into all appropriate phases of recurrent training. (ii) A specific modular CRM training programme should be established such that all major topics of CRM training are covered over a period not exceeding 3 years, as follows:

text: Annex II to ED Decision 2015/022/R

text: (A) human error and reliability, error chain, error prevention and detection; (B) operator safety culture, standard operating procedures (SOPs), organisational factors; (C) stress, stress management, fatigue and vigilance; (D) information acquisition and processing, situation awareness, workload management; (E) decision making; (F) communication and coordination inside and outside the flight crew compartment; (G) leadership and team behaviour, synergy; (H) automation and philosophy of the use of automation (if relevant to the type); (I) specific type-related differences; (J) case studies; (K) additional areas which warrant extra attention, as identified by the safety management system. (iii) Operators should establish procedures to update their CRM recurrent training programme. Revision of the programme should be conducted over a period not exceeding 3 years. The revision of the programme should take into account the deidentified results of the CRM assessments of crews, and information identified by the safety management system. (4) Aircraft/FSTD training (…) (b) Recurrent checking Recurrent checking should comprise the following: (1) Operator proficiency checks (…) (2) Emergency and safety equipment checks. (…) (3) Line checks (i) Line checks should establish the ability to perform satisfactorily a complete line operation including pre-flight and post-flight procedures and use of the equipment provided, as specified in the operations manual. The route chosen should be such as to give adequate representation of the scope of a pilot’s normal operations. When weather conditions preclude a manual landing, an automatic landing is acceptable. The commander, or any pilot who may be required to relieve the commander, should also demonstrate his/her ability to ‘manage’ the operation and take appropriate command decisions.

text: Annex II to ED Decision 2015/022/R

text: (ii) The flight crew should be assessed on their CRM skills in accordance with athe methodology described in AMC1 ORO.FC.115 and as specified in the operations manual. The purpose of such assessment is to: (A) provide feedback to the crew collectively and individually and serve to identify retraining; and (B) be used to improve the CRM training system. (iii) CRM assessment alone should not be used as a reason for a failure of the line check, unless the observed behaviour could lead to an unacceptable reduction in safety margin. (iv) When pilots are assigned duties as pilot flying and pilot monitoring they should be checked in both functions. (v) Line checks should be conducted by a commander nominated by the operator. The operator should inform the competent authority about the persons nominated. The person conducting the line check should occupy an observer’s seat where installed. His/her CRM assessments should solely be based on observations made during the initial briefing, cabin briefing, flight crew compartment briefing and those phases where he/she occupies the observer’s seat. (c) Flight crew incapacitation training, except single-pilot operations (…) (d) Personnel providing training and checking Training and checking should be provided by the following personnel: (1) ground and refresher training by suitably qualified personnel; (2) flight training by a flight instructor (FI), type rating instructor (TRI) or class rating instructor (CRI) or, in the case of the FSTD content, a synthetic flight instructor (SFI), providing that the FI, TRI, CRI or SFI satisfies the operator's experience and knowledge requirements sufficient to instruct on the items specified in paragraphs (a)(1)(i)(A) and (B); (3) emergency and safety equipment training by suitably qualified personnel; (4) CRM: (i) integration of CRM elements into all the phases of the recurrent training by all the personnel conducting recurrent training. The operator should ensure that all personnel conducting recurrent training are suitably qualified to integrate elements of CRM into this training; (ii) modularclassroom CRM training by at least one CRM trainer, qualified as specified in AMC3 ORO.FC.115, who may be assisted by experts in order to address specific areas. (5) recurrent checking by the following personnel: (i) operator proficiency check by a type rating examiner (TRE), class rating examiner (CRE) or, if the check is conducted in a FSTD, a TRE, CRE or a synthetic flight examiner (SFE), trained in CRM concepts and the assessment of CRM skills. (ii) emergency and safety equipment checking by suitably qualified personnel.

text: Annex II to ED Decision 2015/022/R

text: (e) (…)

text: AMC1 ORO.CC.115(e) is amended as follows:

text: AMC1 ORO.CC.115(e) Conduct of training courses and associated checking

text: CREW RESOURCE MANAGEMENT– CRM INSTRUCTORS AND TRAINING PROGRAMMES CREW RESOURCE MANAGEMENT (CRM) TRAINING — MULTI CABIN CREW OPERATIONS (a) Implementation of CRM training Table 1 below indicates which CRM training elements should be covered in each type of training. (a) General (1) Training environment CRM training should be conducted in the non-operational environment (classroom and computer-based) and in the operational environment (cabin training device and aircraft). Tools such as group discussions, team task analysis, team task simulation and feedback should be used. (2) Classroom training Whenever possible, classroom training should be conducted in a group session away from the pressures of the usual working environment, so that the opportunity is provided for cabin crew members to interact and communicate in an environment conducive to learning. (3) Computer-based training Computer-based training should not be conducted as a stand-alone training method, but may be conducted as a complementary training method. (4) Cabin training devices and aircraft Whenever practicable, relevant parts of CRM training should be conducted in representative cabin training devices that reproduce a realistic operational environment, or in the aircraft. During practical training, interaction should be encouraged. (5) Integration into cabin crew training CRM principles should be integrated into relevant parts of cabin crew training and operations, including checklists, briefings and emergency procedures. (6) Combined CRM training for flight crew and cabin crew (i) Operators should provide combined training for flight crew and cabin crew during recurrent CRM training. (ii) The combined training should address at least: (A) effective communication, coordination of tasks and functions of flight crew and cabin crew; and

text: Annex II to ED Decision 2015/022/R

text: (B) mixed multinational and cross-cultural flight crew and cabin crew, and their interaction, if applicable. (iii) Combined CRM training should be conducted by flight crew CRM trainer or cabin crew CRM trainer. (iv) There should be an effective liaison between flight crew and cabin crew training departments. Provision should be made for transfer of relevant knowledge and skills between flight crew and cabin crew CRM trainers. (7) Management system CRM training should address hazards and risks identified by the operator’s management system described in ORO.GEN.200. (8) Competency-based CRM training Whenever practicable, the compliance-based approach concerning CRM training may be substituted by a competency-based approach. In this context, CRM training should be characterised by a performance orientation, with emphasis on standards of performance and their measurement, and the development of training to the specified performance standards. (9) Contracted CRM training If the operator chooses not to establish its own CRM training, another operator, a third party or a training organisation may be contracted to provide the training in accordance with ORO.GEN.205. In case of contracted CRM training, the operator should ensure that the content of the course covers the specific culture, the type of operations and the associated procedures of the operator. When crew members from different operators attend the same course, the CRM training should be specific to the relevant flight operations and to the trainees concerned. (b) Operator’s CRM training The operator’s CRM training should cover all elements listed in Table 1 of (g). Several training elements are specified as ‘not required’ for the operator’s CRM training, since they are covered under the introductory CRM course for cabin crew as required in Annex V (Part-CC) to

text: Commission Regulation (EU) No 1178/2011

text: . (c) Operator aircraft type conversion CRM training If the cabin crew member undertakes the operator’s conversion training on an aircraft type, the applicable CRM training elements should be covered as specified in Table 1 of (g). (d) Annual recurrent CRM training (1) Annual recurrent CRM training should be provided in such a way that all CRM training elements specified for the annual recurrent training in Table 1 of (g) are covered over a period not exceeding 3 years. (2) Operators should update their recurrent CRM training programme over a period not exceeding 3 years. The revision of the programme should take into account information from the operator’s management system. (e) Senior cabin crew member course

text: Annex II to ED Decision 2015/022/R

text: (1) CRM training for senior cabin crew members should be the application of knowledge gained in previous CRM training and operational experience relevant to the specific duties and responsibilities of a senior cabin crew member. The operator should ensure that for the senior cabin crew member course the CRM training elements are integrated into the training, as specified in Table 1 of (g). (2) During the training the senior cabin crew member should demonstrate the ability: (i) to manage the operation; and (ii) to take appropriate leadership and management decisions. (f) Training elements The CRM training elements to be covered are specified in Table 1 of (g). The operator should ensure that the following aspects are addressed: (1) Resilience development CRM training should address the main aspects of resilience development. The training should cover: (i) Mental flexibility Cabin crew should be trained to: (A) understand that mental flexibility is necessary to recognise critical changes; (B) reflect on their judgement and adjust it to the unique situation; (C) avoid fixed prejudices and over-reliance on standard solutions; and (D) remain open to changing assumptions and perceptions. (ii) Performance adaptation Cabin crew should be trained to: (A) mitigate frozen behaviours, overreactions and inappropriate hesitation; and (B) adjust actions to current conditions. (2) Surprise and startle effect CRM training should address unexpected, unusual and stressful situations including interruptions and distractions. Therefore, CRM training should be designed to prepare cabin crew to master sudden events and associated uncontrolled reactions. (3) Cultural differences CRM training should cover cultural differences of multinational and cross-cultural crews. This includes recognising that: (i) different cultures may have different communication specifics, ways of understanding and approaches to the same situation or problem; (ii) difficulties may arise when crew members with different mother tongue communicate in a common language which is not their mother tongue; and

text: Annex II to ED Decision 2015/022/R

text: (iii) cultural differences may lead to different methods for identifying a situation and solving a problem. (4) Operator’s safety culture and company culture CRM training should cover the operator’s safety culture, its company culture, the type of operations and the associated procedures of the operator. This should include areas of operations that may lead to particular difficulties or involve unusual hazards. (5) Case studies (i) CRM training should cover aircraft type-specific case studies, based on the information available within the operator’s management system, including: (A) accident and serious incident reviews to analyse and identify any associated nontechnical causal and contributory factors, and instances or examples of lack of CRM; and (B) analysis of occurrences that were well managed. (ii) If relevant aircraft type-specific or operator-specific case studies are not available, the operator should consider other case studies relevant to the scale and scope of its operations. (g) CRM training syllabus Table 1 below specifies which CRM training elements should be covered in each type of training. The levels of training in Table 1 can be described as follows: (1) ‘Required’ means training that should be instructional or interactive in style to meet the objectives specified in the CRM training programme or to refresh and strengthen knowledge gained in a previous training. (2) ‘In-depth’ means training that should be instructive or interactive in style taking full advantage of group discussions, team task analysis, team task simulation, etc., for the acquisition or consolidation of knowledge, skills and attitudes. The CRM training elements should be tailored to the specific needs of the training phase being undertaken.

text: Annex II to ED Decision 2015/022/R

text: Table 1 — Cabin crew CRM training

text: Operator CRM TRAINING ELEMENTS Annual Senior Ccabin Aaircraft Operator’s to be covered Ttype Rrecurrent Ccrew member CRM Ttraining CRM training elements Cconversion Ttraining (SCCM) Ccourse Ttraining

text: General Principlesprinciples

text: Not required Human Ffactors in aviation; (as covered General instructions on CRM principles under initial Not required Not required Overview and objectives; training Required Required Required Human performance and limitations; required by Threat and error management. Part-CC)

text: Relevant to the individual cabin crew member

text: Personality awareness, human error and Not required reliability, attitudes and behaviours, selfassessment and self-critique; (as covered Overview under initial Not required Not required Stress and stress management; Required training Required Required Fatigue and vigilance; (3-year cycle) required by Assertiveness, situation awareness, Part-CC) information acquisition and processing.

text: Relevant to the entire aircraft crew

text: Error prevention and detection

text: Shared situation awareness, shared information acquisition and processing;

text: Workload management;

text: Effective communication and coordination between all crew members including the flight crew as well as inexperienced cabin crew members;

text: Cultural differences Required Reinforcement Leadership, cooperation, synergy, Overview (when (relevant to the delegation, decision-making, In-depth Required Rrelevant SCC duties) delegationactions; (3-year cycle) to the type(s)) In-depth Individual and team responsibilities, decision making, and actions

text: Resilience development;

text: Surprise and startle effect;

text: Cultural differences;

text: Identification and management of the passenger human factors: crowd control, passenger stress, conflict management, medical factors.

text: Annex II to ED Decision 2015/022/R

text: Operator CRM TRAINING ELEMENTS Aaircraft Annual Senior Ccabin Operator’s to be covered Ttype Rrecurrent Ccrew member CRM Ttraining CRM training elements Cconversion (SCCM) Ccourse Ttraining Ttraining

text: Specifics related to aircraft types Reinforcement Overview (narrow-/wide-bodied, single-/multi- Not required (relevant to the In-depth Required deck), flight crew and cabin crew Required SCC duties) (3-year cycle) composition and number of passengers In-depth Relevant to the operator and the organisation CompanyOperator’s safety culture and company culture, standard operating procedures (SOPs), organisational factors, factors linked to the type of Required Reinforcement Overview operations; (when (relevant to the In-depth Required Effective communication and Rrelevant SCC duties) (3-year cycle) coordination with other operational to the type(s)) In-depth personnel and ground services; Participation in cabin safety incident and accident reporting. Case studies Required Reinforcement Required (when Required (relevant to the In-depth Rrelevant In-depth SCC duties) to the type(s)) In-depth

text: (b) CRM training programmes for commercial air transport operations

text: (1) There should be an effective liaison between flight crew and cabin crew training departments. Provision should be made to allow, whenever practicable, flight and cabin crew instructors to observe and comment on each other’s training. Consideration should be given to creating films of flight deck scenarios for playback to all cabin crew during recurrent training, and to providing the opportunity for cabin crew, particularly senior cabin crew, to participate in flight crew line oriented flying training (LOFT) exercises.

text: (2) The programme of each CRM training course, its content and the level to be achieved should comply with the relevant elements specified in table 1 below as applicable to the appropriate training course to be completed.

text: (3) CRM training for senior cabin crew

text: (i) CRM training for senior cabin crew members should be the application of knowledge gained in previous CRM training and operational experience relevant to the specific duties and responsibilities of a senior cabin crew member.

text: (ii) The senior cabin crew member should demonstrate the ability to manage the operation and take appropriate leadership/management decisions.

text: (c) CRM instructor qualifications for commercial air transport operations

text: Annex II to ED Decision 2015/022/R

text: (1) All personnel conducting training should be appropriately qualified to integrate elements of CRM into all appropriate training programmes. (2) A training and standardisation programme for CRM instructors should be established. (3) The cabin crew CRM instructor should: (i) have suitable experience of commercial air transport operations as a cabin crew member; (ii) have received instruction on human factors performance limitations (HPL); (iii) have completed an introductory CRM course as required by Part-CC and all cabin crew CRM training required by Part-ORO; (iv) have received instruction in training skills in order to conduct CRM courses; and (v) be supervised by an appropriately qualified CRM instructor when conducting their first CRM training course. (4) An experienced non-cabin crew CRM instructor may continue to be a cabin crew CRM instructor, provided that the provisions specified in (3)(ii) to (3)(v) are satisfied and that the instructor demonstrates a satisfactory knowledge of the nature of the operation, the relevant specific aircraft types and the cabin crew working environment. (5) Instructors integrating elements of CRM into aircraft type training, recurrent training, or senior cabin crew training should have acquired relevant knowledge of human factors and have completed appropriate CRM training.

text: New AMC2 ORO.CC.115(e) and AMC3 ORO.CC.115(e) are inserted as follows:

text: AMC2 ORO.CC.115(e) Conduct of training courses and associated checking

text: CREW RESOURCE MANAGEMENT (CRM) TRAINING — SINGLE CABIN CREW OPERATIONS For single cabin crew operations, AMC1 ORO.CC.115(e) should be applied with the following differences: (a) Relevant training elements CRM training should focus on the elements specified in Table 1 of (g) of AMC1 ORO.CC.115(e) which are relevant to single cabin crew operations. Therefore, single cabin crew CRM training should include, among others: (1) situation awareness; (2) workload management; (3) decision-making; (4) resilience development; (5) surprise and startle effect; and (6) effective communication and coordination with (i) the flight crew; and

text: Annex II to ED Decision 2015/022/R

text: (ii) other operational personnel and ground services. (b) Computer-based training Notwithstanding (a)(3) of AMC1 ORO.CC.115(e), computer-based training may be conducted as a stand-alone training method for a cabin crew member operating on aircraft with a maximum operational passenger seating configuration of 19 or less.

text: AMC3 ORO.CC.115(e) Conduct of training courses and associated checking

text: CABIN CREW CRM TRAINER (a) Applicability The provisions described herein: (1) should be fulfilled by cabin crew CRM trainers responsible for classroom CRM training; and (2) are not applicable to trainers or instructors conducting training other than CRM training, but integrating CRM elements into this training. Nevertheless, trainers or instructors who are integrating CRM elements into the aircraft type training, recurrent training or senior cabin crew member training should have acquired relevant knowledge of human performance and limitations, and have completed appropriate CRM training. (b) Qualification of cabin crew CRM trainer (1) A training and standardisation programme for cabin crew CRM trainers should be established. (2) The cabin crew CRM trainer, in order to be suitably qualified, should: (i) have adequate knowledge of the relevant flight operations; (ii) have received instructions on human performance and limitations (HPL); (iii) have completed an introductory CRM course, as required in Annex V (Part-CC) to

text: Commission Regulation (EU) No 1178/2011

text: , and an operator’s CRM training, as specified in AMC1 ORO.CC.115(e); (iv) have received training in group facilitation skills; (v) have received additional training in the fields of group management, group dynamics and personal awareness; and (vi) have demonstrated the knowledge, skills and credibility required to train the CRM training elements in the non-operational environment, as specified in Table 1 of AMC1 ORO.CC.115(e). (3) An experienced CRM trainer may become a cabin crew CRM trainer if he/she demonstrates a satisfactory knowledge of the relevant flight operations and the cabin crew working environment, and fulfils the provisions specified in (2)(ii) to (2)(vi). (c) Training of cabin crew CRM trainer (1) Training of cabin crew CRM trainers should be both theoretical and practical. Practical elements should include the development of specific trainer skills, particularly the integration of CRM into day-to-day operations.

text: Annex II to ED Decision 2015/022/R

text: (2) The basic training of cabin crew CRM trainers should include the training elements for cabin crew, as specified in Table 1 of AMC1 ORO.CC.115(e). In addition, the basic training should include the following: (i) introduction to CRM training; (ii) operator’s management system; and (iii) characteristics, as applicable: (A) of the different types of CRM trainings (initial, recurrent, etc.); (B) of combined training; and (C) related to the type of aircraft or operation. (3) The refresher training of cabin crew CRM trainers should include new methodologies, procedures and lessons learned. (4) The training of cabin crew CRM trainers should be conducted by cabin crew CRM trainers with a minimum of 3 years’ experience. Assistance may be provided by experts in order to address specific areas. (d) Assessment of cabin crew CRM trainer (1) A cabin crew CRM trainer should be assessed by the operator when conducting the first CRM training course. This first assessment should be valid for a period of 3 years. (2) Assessment is the process of observing, recording, interpreting and debriefing the cabin crew CRM trainer. The operator should describe the assessment process in the operations manual. All personnel involved in the assessment must be credible and competent in their role. (e) Recency and renewal of qualification as cabin crew CRM trainer (1) For recency of the 3-year validity period, the cabin crew CRM trainer should: (i) conduct at least 2 CRM training events in any 12-month period; (ii) be assessed within the last 12 months of the 3-year validity period by the operator; and (iii) complete CRM trainer refresher training within the 3-year validity period. (2) The next 3-year validity period should start at the end of the previous period. (3) For renewal, i.e. when a cabin crew CRM trainer does not fulfil the provisions of (1), he/she should, before resuming as cabin crew CRM trainer: (i) comply with the qualification provisions of (b) and (d); and (ii) complete CRM trainer refresher training.

text: Annex II to ED Decision 2015/022/R

text: GM1 ORO.CC.115(e) is amended as follows:

text: GM1 ORO.CC.115(e) Conduct of training courses and associated checking

text: CREW RESOURCE MANAGEMENT (CRM) — GENERAL (a) CRM - General (1)(a) CRM should beis the effective utilisation of all available resources (e.g. crew members, aircraft systems, and supporting facilities) to achieve safe and efficient operation. (2)(b) The objective of CRM should beis to enhance the communication and management skills of the crew member, as well as the importance of effective coordination and two-way communication between all crew members. (3) Operator’s CRM training should reflect the culture of the operator, the scale and scope of the operation together with associated operating procedures and areas of operation that produce particular difficulties. (4) Accordingly, where required during CRM training, if relevant aircraft type-specific case studies are not available, then other case studies relevant to the scale and scope of the operation should be considered. (b) General principles for CRM training for cabin crew (1) Cabin crew CRM training should focus on issues related to cabin crew duties and, therefore, should be different from flight crew CRM training. However, the coordination of the tasks and functions of flight crew and cabin crew should be addressed. (2) Whenever practicable, combined training should be provided to flight crew and cabin crew, particularly senior cabin crew members. This should include feedback. (3) Where appropriate, CRM principles should be integrated into relevant parts of cabin crew training. (4) CRM training should include group discussions and the review of accidents and incidents (case studies). (5) Whenever it is practicable to do so, relevant parts of CRM training should form part of the training conducted in cabin training devices or in the aircraft. (6) CRM training courses should be conducted in a structured and realistic manner. (7) There should be no assessment of CRM skills. Feedback from instructors or members of the group on individual performance should be given during training to the individuals concerned.

text: Annex II to ED Decision 2015/022/R

text: New GM2 ORO.CC.115(e) to GM5 ORO.CC.115(e) are inserted as follows:

text: GM2 ORO.CC.115(e) Crew resource management (CRM) training

text: MINIMUM TRAINING TIMES (a) The following minimum training times are appropriate: (1) multi cabin crew operations: (i) combined CRM training: 6 training hours over a period of 3 years; and (ii) operator’s CRM training: 6 training hours; (2) operator’s CRM training for single cabin crew operations: 4 training hours for a cabin crew member operating on aircraft with a maximum operational passenger seating configuration of 19 or less; (3) cabin crew CRM trainer: (i) basic training: (A) 18 training hours when the operator can justify that the trainee already has received sufficient and suitable instruction on training skills in order to conduct CRM training courses; or (B) 30 training hours for trainees not fulfilling (A); and (ii) refresher training: 6 training hours. (b) ‘Training hours’ means actual training time excluding breaks.

text: Annex II to ED Decision 2015/022/R

text: GM3 ORO.CC.115(e) Crew resource management (CRM) training

text: Step No Description Element

text: GM4 ORO.CC.115(e) Crew resource management (CRM) training

text: Annex II to ED Decision 2015/022/R

text: (b) Operational safety is a continuous process of evaluation of and adjustment to existing and future conditions. In this context, and following the description in (a), resilience development involves an ongoing and adaptable process including situation assessment, self-review, decision and action. Training on resilience development enables crew members to draw the right conclusions from both positive and negative experiences. Based on those experiences, crew members are better prepared to maintain or create safety margins by adapting to dynamic complex situations. (c) The training topics in (f)(1) of AMC1 ORO.CC.115(e) are to be understood as follows: (1) Mental flexibility (i) The phrase ‘understand that mental flexibility is necessary to recognise critical changes’ means that crew members are prepared to respond to situations for which there is no set procedure. (ii) The phrase ‘reflect on their judgement and adjust it to the unique situation’ means that crew members learn to review their judgement based on the unique characteristics of the given circumstances. (iii) The phrase ‘avoid fixed prejudices and over-reliance on standard solutions’ means that crew members learn to update solutions and standard response sets, which have been formed on prior knowledge. (iv) The phrase ‘remain open to changing assumptions and perceptions’ means that crew members constantly monitor the situation, and are prepared to adjust their understanding of the evolving conditions. (2) Performance adaptation (i) The phrase ‘mitigate frozen behaviours, overreactions and inappropriate hesitation’ means that crew members correct improper actions with a balanced response. (ii) The phrase ‘adjust actions to current conditions’ means that crew members’ responses are in accordance with the actual situation.

text: GM5 ORO.CC.115(e) Conduct of training courses and associated checking

text: CABIN CREW CRM TRAINER ASSESSMENT (a) For assessing cabin crew CRM trainers, the operator may nominate experienced cabin crew CRM trainers who have demonstrated continued compliance with the provisions for a cabin crew CRM trainer and capability in that role for at least 3 years. (b) An operator that does not have the resources to conduct the assessment may employ a contractor. The standard as regards the assessment is confirmed on a 3-year basis by the operator. (c) The checklist in Table 1 provides guidance on the assessment of a cabin crew CRM trainer. If a cabin crew CRM trainer is competent in his/her role, the response to the questions in Table 1 should be ‘yes’. When answering the questions in Table 1, justifications and examples related to the responses given should be provided.

text: Annex II to ED Decision 2015/022/R

text: Table 1 — Cabin crew CRM trainer assessment checklist

text: Response Questions to assess a cabin crew CRM trainer yes/no

text: Did the CRM trainer demonstrate the knowledge required for the role? Did the CRM trainer support CRM concepts? Did the CRM trainer encourage trainees to participate, share their experiences and selfanalyse? Did the CRM trainer identify and respond to the trainees’ needs relative to expertise/experience? Did the CRM trainer show how CRM is integrated in technical training? Did the CRM trainer incorporate company CRM standards when appropriate? Did the CRM trainer identify and discuss the non-technical reasons involved in accidents, incidents and events included in case studies? Did the CRM trainer regularly check for understanding and resolve ambiguities? Did the CRM trainer demonstrate effective instruction and facilitation skills?

text: AMC1 ORO.CC.125(d) is amended as follows:

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

text: TRAINING PROGRAMME — OPERATOR CONVERSION TRAINING The following training elements should be covered as relevant to the aircraft type and the related operator’s specifics: (…) (h) Crew resource managementCRM (1) Each cabin crew member should complete the operator's CRM training covering the applicable training elements to the level specified in the relevant column of Table 1 of AMC1 ORO.CC.115(e). (2) When a cabin crew member undertakes the operator’s conversion training on an aircraft type, the applicable training elements specified in Table 1 of AMC1 ORO.CC.115(e) should be covered to the level specified in column ‘Operator’s aircraft type conversion training’. (1) The operator should ensure that all applicable CRM training elements, as specified in Table 1 of AMC1 ORO.CC.115(e), are covered to the level required in the column ‘Operator aircraft type conversion training’. (3)(2)The operator’s CRM training and the CRM training covered during the operator aircraft type conversion training should be conducted by at least one cabin crew CRM trainer. (…)

text: Annex II to ED Decision 2015/022/R

text: AMC1 ORO.CC.140 is amended as follows:

text: AMC1 ORO.CC.140 Recurrent training

text: TRAINING PROGRAMMES (a) Elements of the annual recurrent training programme (1) Training on the location and handling of safety and emergency equipment should include all relevant oxygen systems, and any equipment such as defibrillators if carried on board. (2) Training on emergency procedures should cover pilot incapacitation procedures and crowd control techniques. (3) CRM training should satisfy the following: (i) the applicable training elements specified in Table 1 of AMC1 ORO.CC.115(e) should be covered within a 3-year cycle to the level required by Ccolumn ‘Annual Recurrent Training’; (ii) the definition and implementation of the CRM training programme should be managed by a cabin crew CRM instructortrainer; and (iii) when CRM training is provided by stand-alone modules, it should be conducted by at least one cabin crew CRM instructortrainer. (b) (…)

text: A new AMC1 ORO.TC.110(a) is inserted as follows:

text: AMC1 ORO.TC.110(a) Training and checking

text: CRM TRAINING The technical crew training programme for initial, operator conversion and recurrent training should include relevant CRM training elements as specified in AMC1 ORO.FC.115.

text: AMC1 ORO.TC.115 is amended as follows:

text: AMC1 ORO.TC.115 Initial training

text: ELEMENTS (a) The elements of initial training mentioned in ORO.TC.115 should include in particular: (…) (8) Relevant CRM elements of AMC1 and AMC1.1 ORO.FC.115&.215.


text: AMC & GM to Part-ORO Issue 2, Amendment 30

text: Note to readers

text: ‘A gency’ and ‘EASA’ are used interchangeabl y, and t his is most visible in consolidated texts. In all cases, both terms refer to the E uropean Union Aviation S afet y A gency.

text: Annex to ED Decision 2026/007/R Page 1 of 4

text: Annex to ED Decision 2026/007/R Page 2 of 4

text: Annex to ED Decision 2026/007/R Page 3 of 4

text: Annex to ED Decision 2026/007/R Page 4 of 4

identifier: AMC & GM to Part-ORO — Issue 2, Amendment 30

amnesord: Part-ORO - Organisation Requirements for Air Operations

beslut: ED Decision 2026/007/R

publisher: Europeiska unionens byrå för luftfartssäkerhet

sprak: en

serie: amc-gm

text: Acceptable Means of Compliance and Guidance Material to Annex III (Part- ORO) to

text: Commission Regulation (EU) No 965/2012

text: Issue 2, Amendment 30

type: rubrik

text: Annex to ED Decision 2026/007/R ‘AMC and GM to Part-ORO — Issue 2, Amendment 30’

text: The amendments are presented as follows:

type: stycke

text: — deleted text is struck through;

text: — new text is highlighted;

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

text: The Annex to Decision 2014/017/R of the Executive Director of the Agency of 24 April 2014 (AMC & GM to Part-ORO — Issue 2) is amended as follows:

text: AMC1 ORO.FC.145(a) Provision of training, checking and assessment

text: TRAINING AND CHECKING PROGRAMMES AND SYLLABI

text: […] (b) Further details on the training and checking programmes and syllabi should be included in the operations manual depending on the complexity of the operations (e.g. further contextualisation of the training programme, details of the aerodrome at which some items will be covered, time allocation to brief and debrief, whether the item to be trained is a legal requirement or an operator (e.g. SMS) item, etc.).

text: AMC1 ORO.FC.145(d) Provision of training, checking and assessment

text: FSTDs USED TO MEET THE REQUIREMENTS OF THIS REGULATION — AEROPLANES

text: (a) When using an FSTD for the completion of a certain item of a training and checking programme or syllabus, the operator should: (1) in the case of training items included in Appendix 9 to Annex I (Part-FCL) to

text: Regulation (EU) No 1178/2011

text: , use either of the following: (i) an FSTD whose FCS or assigned FCS is equal to or higher than the minimum FCS required for such items in the training matrix specified in point (a)(3)(i) of AMC1 to Appendix 9 Section A point 1f; or (ii) an FSTD whose FCS or assigned FCS is equal to or higher than the equivalent of an FFS level C or D, as determined in point FCL.036(a)(1) of

text: Regulation (EU) No 1178/2011

text: ; or (iii) an FFS level C or D; and (2) in all other cases, use either of the following: (i) an FSTD whose FCS or assigned FCS is equal to or higher than the equivalent of an FFS level C or D, as determined in point FCL.036(a)(1) of

text: Regulation (EU) No 1178/2011

text: ; or (ii) an FFS level C or D.

text: FSTDs USED TO MEET THE REQUIREMENTS OF THIS REGULATION — HELICOPTERS

text: (b) When using an FSTD with an FCS or with assigned FCS for providing training on the basis of Appendix 9 to Annex I (Part-FCL) of

text: Regulation (EU) No 1178/2011

text: , the operator should ensure

text: that this FSTD has an FCS or assigned FCS that is equal to or higher than the minimum FCS required for such item in the training matrix specified in point (a)(3)(ii) of AMC1 to Appendix 9 Section A point 1f to Annex I (Part-FCL) of

text: Regulation (EU) No 1178/2011

text: FULL FLIGHT SIMULATORS (FFS)

text: (c) The operator should classify any differences between the aircraft and FFS in accordance with the Air Transport Association (ATA) chapters as follows: Compliance Levels (a)(1) Level A differences: (1)(i) no influence on flight characteristics; (2)(ii) no influence on procedures (normal and/or abnormal); (3)(iii) differences in presentation; and (4)(iv) differences in operation. Method: self-instruction via the operations manual or flight crew information. (b)(2) Level B differences: (1)(i) no influence on flight characteristics; (2)(ii) influence on procedures (normal and/or abnormal); and (3)(iii) possible differences in presentation and operation. Method: flight crew information, computer-based training, system device training or special instruction by instructor. (c)(3) Level C differences: (1)(i) influence on flight characteristics; (2)(ii) influence on procedures (normal and/or abnormal); and (3)(iii) eventually differences in presentation and operation. Method: special instruction by instructor, a selected partial training on another FSTD or aircraft or a waiver because of previous experience, special instruction or training programme. (d)(4) Level D differences: (1)(i) influence on flight characteristics; and/or (2)(ii) influence on procedures (normal and/or abnormal); and/or (3)(iii) differences in presentation and/or operation; and (4)(iv) FSTD is level D qualified and is used for zero flight-time training (ZFTT).

text: Method: a specified partial training on another FSTD or aircraft or a waiver because of previous experience, special instruction or training programme.

text: GM12 ORO.FC.145(d) Provision of training, checking and assessment

type: vagledning

utgivare: easa


identifier: AMC & GM to Part-ORO — Issue 2, Amendment 4

beslut: ED Decision 2015/027/R

text: Annex I to ED Decision 2015/027/R

text: Annex I to ED Decision 2015/027/R

text: ‘AMC and GM to Part-ORO — Issue 2, Amendment 4’

text: The Annex to ED Decision 2014/017/R of 24 April 2014 is hereby amended as follows: The text of the amendment is arranged to show deleted text, new or amended text as shown below: (a) deleted text is marked with strikethrough; (b) new or amended text is highlighted in grey; (c) an ellipsis (…) indicates that the remaining text is unchanged in front of or following the reflected amendment.

text: SUBPART FC — FLIGHT CREW

text: 1. A new GM1 ORO.FC.230(a);(b);(f) is added:

text: GM1 ORO.FC.230(a);(b);(f) Recurrent training and checking

text: EVIDENCE-BASED RECURRENT TRAINING AND CHECKING OF FLIGHT CREW CONDUCTED IN FLIGHT SIMULATION TRAINING DEVICES (FSTDs) ICAO developed Doc 9995 ‘Manual of Evidence-based Training’, which is intended to provide guidance to civil aviation authorities, operators and approved training organisations in the recurrent assessment and training of pilots by establishing a new methodology for the development and conduct of a recurrent training and assessment programme, titled evidence-based training (EBT). ‘Evidence-based training (EBT)’ means training and assessment based on operational data that is characterised by developing and assessing the overall capability of a trainee across a range of core competencies rather than by measuring the performance during individual events or manoeuvres. ICAO Doc 9995 is the reference document for operators seeking to implement EBT. The purpose of this guidance material (GM) is to enable the implementation of EBT according to the principles established in ICAO Doc 9995 taking into account the European regulatory framework. In the current regulatory framework it is possible to achieve a mixed implementation of EBT. Implementation of a mixed EBT programme means that some portion of the recurrent assessment and training is dedicated to the application of EBT. This includes the Licence Proficiency Check (LPC) and the Operator Proficiency Check (OPC). As it is possible to combine LPC and OPC in ORO.FC, this GM is applicable to both checks. Therefore, the EBT training programme described in this GM refers to the recurrent training and checking of flight crew, including LPCs and OPCs. The EBT training programme takes into account the differences between aircraft of different generations and the effect of these differences on training. The operator should acquire a thorough knowledge of ICAO Doc 9995 before implementing this GM. For applicability, see ICAO Doc 9995 Chapter 3.

text: Annex I to ED Decision 2015/027/R

text: EBT programme

text: Within the current regulatory framework the operator may undertake a mixed implementation of the baseline EBT programme according to this GM. The baseline EBT programme is defined in ICAO Doc 9995 Chapter 4.3.1 and in Appendices 2 to 7. The baseline EBT programme provides the flexibility to adapt programmes according to specific operator risks. Elements of the enhanced EBT programme may be implemented according to the definition and process described in ICAO Doc 9995 Chapter 5. The operator should contact the competent authority in order for them to assess the application of the process described in ICAO Doc 9995 including, where applicable, the results from data analyses to support the enhanced EBT programme.

text: Personnel providing training and checking in EBT (Refers to AMC1 ORO.FC.230(d))

text: ICAO Doc 9995 Chapter 6, which is additional to EU regulations, contains the guidance for the training and assessment of personnel involved in the conduct of EBT.

text: Equivalency of malfunctions/Malfunction clustering (Refers to ICAO Doc 9995 Paragraph 3.8.3)

text: According to the concept of ICAO Doc 9995 Chapter 3.8.3, major failures reduce the capability of the aircraft or the ability of the crew to cope with operating conditions to the extent that there would be a significant reduction in functional capabilities, significant increase in crew workload or in conditions impairing crew efficiency. Clusters of major failures of aircraft systems are determined by reference to malfunction characteristics and the underlying elements of crew performance required to manage them. Malfunction clustering may be used to guide the operator towards the implementation of an EBT programme according to AMC1 ORO.FC.230(a)(4)(i)(A) and ORO.FC.145(d).

text: Conduct of Licence and Operator Proficiency Checks

text: The EBT programme described in ICAO Doc 9995 contains modules with three phases: the evaluation phase, the manoeuvres training phase, and the scenario-based training phase. In order to comply with the existing regulatory framework, LPC and OPC requirements are fulfilled by a combination of the evaluation phase and the manoeuvres validation phase, which replaces the manoeuvres training phase described in ICAO Doc 9995. The manoeuvres validation phase is defined in Section 3 below. This is a form of mixed implementation, which is described as follows: 1. Evaluation phase: This includes check scenarios referred to in Part-FCL Appendix 9 within an accepted EBT programme. In order to facilitate the provision of simple and realistic scenarios in accordance with ICAO Doc 9995 Chapters 3.8 and 7.4, the evaluation phase is not intended to be a comprehensive assessment of all Part-FCL Appendix 9 items; nevertheless, the list below includes the items that should be included in the evaluation phase only.

text: Annex I to ED Decision 2015/027/R

text: Part-FCL or Description Part-ORO reference

text: The examiner may choose between different skill test or proficiency check scenarios Part-FCL Appendix 9 containing simulated relevant operations developed and approved by the competent Paragraph 6 authority. Full-flight simulators and other training devices, when available, shall be used, as established in this Part.

text: The test/check should be accomplished under instrument flight rules (IFRs), if Part-FCL Appendix 9 instrument rating (IR) is included, and as far as possible be accomplished in a simulated commercial air transport environment. An essential element to be checked Paragraph 16 is the ability to plan and conduct the flight from routine briefing material.

text: Use of checklist prior to starting engines, starting procedures, radio and navigation Part-FCL Appendix 9 equipment check, selection and setting of navigation and communication Item 1.4 frequencies.

text: Part-FCL Appendix 9 Before take-off checks. Item1.6

text: Adherence to departure and arrival routes and ATC instructions. Part-FCL Appendix 9 The starred item (*) shall be flown solely by reference to instruments. If this condition Item 3.9.1* is not met during the skill test or proficiency check, the type rating will be restricted to VFR only.

text: 2. Manoeuvres validation phase: The purpose of the manoeuvres validation phase is to check the handling skills necessary to fly critical flight manoeuvres so that they are maintained to a defined level of proficiency. This replaces the manoeuvres training phase described in ICAO Doc 9995 Chapter 7.5. Manoeuvres in this context are not part of line-oriented flight scenario; they are a sequence of deliberate actions to achieve a prescribed flight path or to perform a prescribed event to a prescribed outcome. All remaining items listed in Part-FCL Appendix 9, and not included in the evaluation phase, should be included here.

text: 3. Scenario-based training phase: The purpose of the scenario-based training phase is to further develop pilot core competencies in a learning environment. This does not form part of any LPC or OPC requirement. It should be noted that if the operator is following an alternative means of compliance to ORO.FC.230(b) Operator Proficiency Check, the equivalence of using EBT evaluation and manoeuvres validation phases may no longer exist.

text: Annex I to ED Decision 2015/027/R

text: 2. A new GM2 ORO.FC.A.245 is added:

text: GM2 ORO.FC.A.245 Alternative training and qualification programme

text: EVIDENCE-BASED RECURRENT TRAINING AND CHECKING OF FLIGHT CREW CONDUCTED IN FLIGHT SIMULATION TRAINING DEVICES (FSTDs) It is possible to implement EBT in accordance with ICAO Doc 9995 in the framework of an approved alternative training and qualification programme (ATQP). GM1 ORO.FC.230(a);(b);(f) may be used to guide the operator towards EBT according to ORO.FC.A.245 of

text: Commission Regulation (EU) No 965/2012

text: . An operator holding approval for ATQP and wishing to implement EBT may use the guidance material in GM1 ORO.FC.230(a);(b);(f) for the conduct of the Licence Proficiency Check, or where the Licence Proficiency Check and Operator Proficiency Check are combined. For this purpose, the evaluation phase is equivalent to the line-oriented evaluation (LOE) described in ORO.FC.A.245(d).


identifier: AMC & GM to Part-ORO — Issue 2, Amendment 5

beslut: ED Decision 2015/030/R

text: Annex I to ED Decision 2015/030/R ‘AMC and GM to Part-ORO — Issue 2, Amendment 5’

text: The Annex to Decision 2014/012/R is amended as follows: The text of the amendment is arranged to show deleted text, new or amended text as shown below: (a) deleted text is marked with strikethrough; (b) new or amended text is highlighted in grey; (c) an ellipsis (…) indicates that the remaining text is unchanged in front of or following the reflected amendment.

text: 1. Sub-paragraph (q) of AMC2 ORO.MLR.100 is amended as follows: (q) Use/protection of flight data recorder (FDR)/cockpit voice recorder (CVR) records, where applicable Procedures for the preservation of recordings of the flight recorders in order to prevent inadvertent reactivation, repair or reinstallation of the flight recorders following an accident or a serious incident or when this preservation is directed by the investigating authority.

text: 2. Sub-paragraph (a)(A)(11) of AMC3 ORO.MLR.100 is amended as follows: 11 HANDLING, NOTIFYING AND REPORTING ACCIDENTS, INCIDENTS AND OCCURRENCES AND USING THE CVR RECORDING Procedures for handling, notifying and reporting accidents, incidents and occurrences. This section should include the following: (…) (g) Procedures for the preservation of recordings of the flight recorders following a reportable event. an accident or a serious incident or when so directed by the investigating authority. These procedures should include: (1) a full quotation of CAT.GEN.MPA.195(a); and (2) instructions and means to prevent inadvertent reactivation, repair or reinstallation of the flight recorders by personnel of the operator or of third parties, and to ensure that flight recorder recordings are preserved for the needs of the investigating authority. (h) Procedures required by CAT.GEN.MPA.195 for using the CVR recording or its transcript without prejudice to

text: Regulation (EU) No 996/2010

text: , when applicable.

text: 3. Sub-paragraph (a)(A)(11) of AMC4 ORO.MLR.100 is amended as follows: (…)

text: 11 HANDLING, NOTIFYING AND REPORTING ACCIDENTS, INCIDENTS AND OCCURRENCES, AND USING THE CVR RECORDING Procedures for handling, notifying and reporting accidents, incidents and occurrences. This section should include: (…) 11.4 Procedures for the preservation of recordings of the flight recorders in order to prevent inadvertent reactivation, repair or reinstallation of the flight recorders following an accident or a serious incident or when this preservation is directed by the investigating authority.


identifier: AMC & GM to Part ORO — Issue 2, Amendment 6

beslut: ED Decision 2016/004/R

text: Annex I to ED Decision 2016/004/R

text: Annex I to Decision 2016/004/R

text: `AMC and GM to Part ORO — Issue 2, Amendment 6’

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

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

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

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

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

text: 1. AMC1 ORO.CC.125(d) has been amended as follows: AMC1 ORO.CC.125(d) Aircraft type specific training and operator conversion training TRAINING PROGRAMME – OPERATOR CONVERSION TRAINING The following training elements should be covered as relevant to the aircraft type and the related operator’s specifics: (…) (c) Normal and emergency procedures Each cabin crew member should be trained on the operator’s normal and emergency procedures as applicable, with emphasis on the following: (1) passenger briefing, safety demonstration and cabin surveillance; (2) severe air turbulence; (3) non–pressurisation, slow and sudden decompression, including the donning of portable oxygen equipment by each cabin crew member; and (4) other in-flight emergencies.; and (5) carriage of special categories of passengers (SCPs). (…) 2. Subparagraph (b)(3) is added to AMC1 ORO.CC.140 as follows: AMC1 ORO.CC.140 Recurrent training TRAINING PROGRAMMES (…) (b) Additional triennial elements of recurrent training programme Annex II to ED Decision 2016/004/R (1) Training on the operation of normal and emergency doors/exits should cover failure of power assist systems where fitted. This should include the actions and forces required to operate and deploy evacuation slides, and additional training when relevant for cabin crew members responsible for a pair of doors/exits. (2) Training in the use of all fire-fighting equipment, including protective clothing, representative of that carried in the aircraft should include individual practice by each cabin crew member to extinguish a fire characteristic of an aircraft interior fire except that, in the case of halon extinguishers, an alternative extinguishing agent may be used. Training should place particular emphasis on identifying the actual source of fire or smoke. (3) Training on normal and emergency procedures for special categories of passengers (SCPs) should cover the specific procedures established by the operator for the carriage of SCPs. The operator may determine that such training is to be completed at shorter intervals, taking into account the route structure, passenger profiles, aircraft types operated, seasonal demands and operations.


identifier: AMC & GM to Part-ORO — Issue 2, Amendment 7

beslut: ED Decision 2016/008/R

text: Annex III to ED Decision 2016/008/R

text: Acceptable Means of Compliance and Guidance Material to Part-ORO Issue 2 — Amendment 7, and to Part-ARO (Operator Conversion Course (OCC) for Multi-crew Pilot Licence (MPL)) Issue 3 — Amendment 2

text: A. Amendments to Part-ORO

text: A new GM is inserted as follows: ‘GM1 ORO.FC.220(c) Operator conversion training and checking OPERATOR CONVERSION COURSE (OCC) FOR MULTI-CREW PILOT LICENCE (MPL) HOLDERS

text: When defining the amount of training for MPL holders, who undertake their first conversion course on a new type or at an operator other than the one that was involved in their training for the MPL, the operator should put a process in place to ensure that corrective action can be taken if post-MPL licence training evaluation indicates the need to do so.’

text: B. Amendments to Part-ARO

text: A new GM is inserted as follows:

text: ‘GM4 ARO.GEN.300(a);(b);(c) Oversight OVERSIGHT OF AN OPERATOR CONVERSION COURSE (OCC) FOR MULTI-CREW PILOT LICENCE (MPL) HOLDERS

text: As part of the initial certification or the continuing oversight of an operator, the competent authority should include the assessment of the OCC provided to MPL holders, who undertake their first conversion course on a new type or at an operator other than the one that was involved in their training for the MPL.

text: The assessment of the OCC should evaluate whether the operator, in the process of development of the OCC, took the following aspects into account:

text: — the time elapsed after completion of the initial training, between base training and hiring, and the Line Flying Under Supervision (LIFUS); — the necessary feedback loop between the Approved Training Organisation (ATO) and the operator involved in the licence training.


identifier: AMC & GM to Part-ORO — Issue 2, Amendment 8

beslut: ED Decision 2016/019/R

text: Annex to ED Decision 2016/019/R

text: Annex to Decision 2016/019/R

text: ‘AMC and GM to Part-ORO — Issue 2, Amendment 8’

text: 1. The new AMC2 ORO.GEN.160 has been introduced:

text: Subpart GEN — General requirements Section I — General

text: AMC2 ORO.GEN.160 Occurrence reporting

text: REPORTABLE EVENTS OF PBN OPERATIONS (a) A reportable event should be an event that adversely affects the safety of the operation and may be caused by actions or events external to the functioning of the aircraft navigation system. (b) Technical defects and the exceedance of technical limitations, including: (1) significant navigation errors attributed to incorrect data or a database coding error; (2) unexpected deviations in lateral/vertical flight path not caused by flight crew input or erroneous operation of equipment; (3) significant misleading information without a failure warning; (4) total loss or multiple navigation equipment failure; and (5) loss of integrity, e.g. RAIM function, whereas integrity was predicted to be available during preflight planning, should be considered a reportable event. (c) The operator should have in place a system for investigating a reportable event to determine if it is due to an improperly coded procedure or a navigation database error. The operator should initiate corrective actions for such an event. …

text: Annex to ED Decision 2016/019/R

text: 2. AMC1 ORO.FC.230 has been amended as follows:

text: Subpart FC — Flight crew

text: SECTION II — ADDITIONAL REQUIREMENTS FOR CAT OPERATIONS

text: AMC1 ORO.FC.230 Recurrent training and checking

text: RECURRENT TRAINING SYLLABUS … (b) Recurrent checking Recurrent checking should comprise the following: (1) Operator proficiency checks (i) Aeroplanes Where applicable, operator proficiency checks should include the following manoeuvres as pilot flying: (A) rejected take-off when an FSTD is available to represent that specific aeroplane, otherwise touch drills only; (B) take-off with engine failure between V1 and V2 (take-off safety speed) or, if carried out in an aeroplane, at a safe speed above V2; (C) precision instrument 3D approach operation to minima with, in the case of multiengine aeroplanes, one-engine-inoperative; (D) non-precision 2D approach operation to minima; (E) at least one of the 3D or 2D approach operations should be an RNP APCH or RNP AR APCH operation; (EF) missed approach on instruments from minima with, in the case of multi-engined aeroplanes, one-engine-inoperative; (FG) landing with one-engine-inoperative. For single-engine aeroplanes a practice forced landing is required. (ii) Helicopters … (B) For pilots required to engage in IFR operations, proficiency checks include the following additional abnormal/emergency procedures: - precision instrument 3D approach operation to minima; - go-around on instruments from minima with, in the case of multiengined helicopters, a simulated failure of one engine;

text: Annex to ED Decision 2016/019/R

text: - non-precision 2D approach operation to minima; - at least one of the 3D or 2D approach operations should be an RNP APCH or RNP AR APCH operation; - in the case of multi-engined helicopters, a simulated failure of one engine to be included in either the precision or non-precision 3D or 2D approach operation to minima; - landing with a simulated failure of one or more engines; - where appropriate to the helicopter type, approach with flight control system/flight director system malfunctions, flight instrument and navigation equipment failures.


identifier: AMC & GM to Part-ORO — Issue 2, Amendment 9

beslut: ED Decision 2016/022/R

text: Annex III to ED Decision 2016/022/R ‘AMC and GM to Annex III (Part-ORO) — Issue 2, Amendment 9’

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

text: 1. AMC1 ORO.FC.105(b)(2);(c) Designation as pilot-in-command is amended as follows: AMC1 ORO.FC.105(b)(2);(c) Designation as pilot-in-command/commander ROUTE/AREA AND AERODROME KNOWLEDGE FOR COMMERCIAL OPERATIONS (…) (b) Aerodrome knowledge (1) Aerodrome training should include knowledge of obstructions, physical layout, lighting, approach aids and arrival, departure, holding and instrument approach procedures, applicable operating minima and ground movement considerations. (2) The operations manual should describe the method of categorisation of aerodromes and, in the case of CAT operations, provide a list of those aerodrome categorised as B or C. (3) All aerodromes to which an operator operates should be categorised in one of these three categories: (i) category A — an aerodrome that meets all of the following requirements: (A) an approved instrument approach procedure; (B) at least one runway with no performance limited procedure for take-off and/or landing; (C) published circling minima not higher than 1 000 ft above aerodrome level; and (D) night operations capability. (ii) category B — an aerodrome that does not meet the category A requirements or which requires extra considerations such as: (A) non-standard approach aids and/or approach patterns; (B) unusual local weather conditions; (C) unusual characteristics or performance limitations; or (D) any other relevant considerations, including obstructions, physical layout, lighting, etc. (iii) category C — an aerodrome that requires additional considerations to a category B aerodrome; (iv) offshore installations may be categorised as category B or C aerodromes, taking into account the limitations determined in accordance with AMC2 CAT.OP.MPA.105 ‘Use of aerodromes and operating sites’AMC1 SPA.HOFO.115 Use of offshore locations. (…)