text: … AAIM aircraft autonomous integrity monitoring … ABAS aircraft-based augmentation system … APCH approach … AR authorisation required … A-RNP advanced required navigation performance … Baro-VNAV barometric VNAV … FOSA flight operational safety assessment … FRT fixed radius transition … FTE flight technical error … LP localiser performance … NSE navigation system error … PC/PT proficiency check/proficiency training … RAIM receiver autonomous integrity monitoring

text: … RF radius to fix … RNP APCH RNP approach RNP AR APCH RNP approach for which authorisation is required … TLS target level of safety … TOGA take-off/go around

beslut: ED Decision 2016/016/R

text: Annex to ED Decision 2016/016/R

text: Annex to Decision 2016/016/R

text: ‘GM to Annex I (Definitions) — Amendment 4’

text: The Annex to Decision 2012/015/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: 3. an ellipsis (…) indicates that the remaining text is unchanged in front of or following the reflected amendment.

text: 1. GM1 Annex I Definitions has been amended as follows: GM1 Annex I Definitions DEFINITIONS FOR TERMS USED IN ACCEPTABLE MEANS OF COMPLIANCE AND GUIDANCE MATERIAL For the purpose of Acceptable Means of Compliance and Guidance Material to

text: Regulation (EU) No 965/2012

text: , the following definitions should apply: (a) ‘Accuracy’ means, in the context of PBN operations, the degree of conformance between the estimated, measured or desired position and/or the velocity of a platform at a given time, and its true position or velocity. Navigation performance accuracy is usually presented as a statistical measure of system error and is specified as predictable, repeatable and relative. (b) ‘Aircraft-based augmentation system (ABAS)’ means a system that augments and/or integrates the information obtained from the other GNSS elements with information available on board the aircraft. The most common form of ABAS is receiver autonomous integrity monitoring (RAIM). (c) ‘Area navigation (RNAV)’ means a method of navigation which permits aircraft operation on any desired flight path within the coverage of station-referenced navigation aids or within the limits of the capability of self-contained aids, or a combination of these. (d) ‘Availability’ means, in the context of PBN operations, an indication of the ability of the system to provide usable service within the specified coverage area and is defined as the portion of time during which the system is to be used for navigation during which reliable navigation information is presented to the crew, autopilot or other system managing the flight of the aircraft. (ae) ‘Committal point’ means the point in the approach at which the pilot flying decides that, in the event of an engine failure being recognised, the safest option is to continue to the elevated final approach and take-off area (elevated FATO). Annex to ED Decision 2016/016/R (f) ‘Continuity of function’ means, in the context of PBN operations, the capability of the total system, comprising all elements necessary to maintain aircraft position within the defined airspace, to perform its function without non-scheduled interruptions during the intended operation. (bg) ‘Emergency locator transmitter’ is a generic term describing equipment that broadcasts distinctive signals on designated frequencies and, depending on application, may be activated by impact or may be manually activated. (ch) ‘Exposure time’ means the actual period during which the performance of the helicopter with the critical engine inoperative in still air does not guarantee a safe forced landing or the safe continuation of the flight. (di) ‘Fail-operational flight control system’ means a flight control system with which, in the event of a failure below alert height, the approach, flare and landing can be completed automatically. In the event of a failure, the automatic landing system will operate as a fail-passive system. (ej) ‘Fail-operational hybrid landing system’ means a system that consists of a primary fail-passive automatic landing system and a secondary independent guidance system enabling the pilot to complete a landing manually after failure of the primary system. (fk) ‘Fail-passive flight control system’: a flight control system is fail-passive if, in the event of a failure, there is no significant out-of-trim condition or deviation of flight path or attitude but the landing is not completed automatically. For a fail-passive automatic flight control system the pilot assumes control of the aeroplane after a failure. (gl) ‘Flight control system’ in the context of low visibility operations means a system that includes an automatic landing system and/or a hybrid landing system. (hm) ‘HEMS dispatch centre’ means a place where, if established, the coordination or control of the helicopter emergency medical service (HEMS) flight takes place. It may be located in a HEMS operating base. (in) ‘Hybrid head-up display landing system (hybrid HUDLS)’ means a system that consists of a primary failpassive automatic landing system and a secondary independent HUD/HUDLS enabling the pilot to complete a landing manually after failure of the primary system. (o) ‘Integrity’ means, in the context of PBN operations, the ability of a system to provide timely warnings to users when the system should not be used for navigation. (jp) ‘Landing distance available (LDAH)’ means the length of the final approach and take-off area plus any additional area declared available by the State of the aerodrome and suitable for helicopters to complete the landing manoeuvre from a defined height. (kq) ‘Landing distance required (LDRH)’, in the case of helicopters, means the horizontal distance required to land and come to a full stop from a point 15 m (50 ft) above the landing surface. (r) ‘Lateral navigation’ means a method of navigation which permits aircraft operation on a horizontal plane using radio navigation signals, other positioning sources, external flight path references, or a combination of these. (ls) ‘Maximum structural landing mass’ means the maximum permissible total aeroplane mass upon landing under normal circumstances. Annex to ED Decision 2016/016/R (mt) ‘Maximum zero fuel mass’ means the maximum permissible mass of an aeroplane with no usable fuel. The mass of the fuel contained in particular tanks should be included in the zero fuel mass when it is explicitly mentioned in the aircraft flight manual. (nu) ‘Overpack’, for the purpose of transporting dangerous goods, means an enclosure used by a single shipper to contain one or more packages and to form one handling unit for convenience of handling and stowage. (ov) ‘Package’, for the purpose of transporting dangerous goods, means the complete product of the packing operation consisting of the packaging and its contents prepared for transport. (pw) ‘Packaging’, for the purpose of transporting dangerous goods, means receptacles and any other components or materials necessary for the receptacle to perform its containment function. (qx) ‘Personal locator beacon (PLB)’ is an emergency beacon other than an ELT that broadcasts distinctive signals on designated frequencies, is standalone, portable and is manually activated by the survivors. (y) ‘Receiver autonomous integrity monitoring (RAIM)’ means a technique whereby a GNSS receiver/processor determines the integrity of the GNSS navigation signals using only GNSS signals or GNSS signals augmented with altitude. This determination is achieved by a consistency check among redundant pseudo-range measurements. At least one satellite in addition to those required for navigation has to be in view for the receiver to perform the RAIM function. (rz) ‘Rotation point (RP)’ means the point at which a cyclic input is made to initiate a nose-down attitude change during the take-off flight path. It is the last point in the take-off path from which, in the event of an engine failure being recognised, a forced landing on the aerodrome can be achieved. (aa) ‘Space-based augmentation system (SBAS)’ means a wide coverage augmentation system that augments and/or integrates the information obtained from the other GNSS elements with information from a satellite-based transmitter. The most common form of SBAS in Europe is the European Geostationary Navigation Overlay Service (EGNOS). (sab) ‘Touch down and lift-off area (TLOF)’ means a load-bearing area on which a helicopter may touch down or lift off. (ac) ‘Vertical navigation’ means a method of navigation which permits aircraft operation on a vertical flight profile using altimetry sources, external flight path references, or a combination of these. Annex to ED Decision 2016/016/R

text: 2. The following abbreviations and acronyms have been added in alphabetical order in GM2 Annex I Definitions: GM2 Annex I Definitions ABBREVIATIONS AND ACRONYMS The following abbreviations and acronyms are used in the Annexes to this Regulation: Annex to ED Decision 2016/016/R


identifier: GM to Annex I (Definitions) — Amendment 5

beslut: ED Decision 2016/022/R

publisher: Europeiska unionens byrå för luftfartssäkerhet

sprak: en

serie: gm

text: The Annex to ED Decision 2012/015/R is amended as follows: The text of the amendment is arranged to show deleted text, new or amended text as shown below: (a) deleted text is marked with strikethrough; (b) new or amended text is highlighted in grey; (c) an ellipsis (…) indicates that the remaining text is unchanged in front of or following the reflected amendment.

type: stycke

text: 1. A new GM3 Annex I Definitions — HELIDECK is added: GM3 Annex I Definitions HELIDECK The term ‘helideck’ includes take-off and landing operations on ships and vessels and covers ‘shipboard final approach and take off areas (FATOs)’.

text: 2. GM3 Annex I Definitions — HELICOPTER EMERGENCY MEDICAL SERVICES (HEMS) FLIGHT is renumbered as GM5: GM3GM5 Annex I Definitions HELICOPTER EMERGENCY MEDICAL SERVICES (HEMS) FLIGHT (a) A HEMS flight (or more commonly referred to as HEMS mission) normally starts and ends at the HEMS operating base following tasking by the ‘HEMS dispatch centre’. Tasking can also occur when airborne, or on the ground at locations other than the HEMS operating base. (b) The following elements should be regarded as integral parts of the HEMS mission: (1) flights to and from the HEMS operating site when initiated by the HEMS dispatch centre; (2) flights to and from an aerodrome/operating site for the delivery or pick-up of medical supplies and/or persons required for completion of the HEMS mission; and (3) flights to and from an aerodrome/operating site for refuelling required for completion of the HEMS mission.

text: 3. GM5 Annex I Definitions — HOSTILE ENVIRONMENT is renumbered as GM6 and amended as follows: GM5GM6 Annex I Definitions HOSTILE ENVIRONMENT The open sea areas considered to constitute a hostile environment should be designated by the appropriate authority in the appropriate Aeronautical Information Publication or other suitable documentation. Those parts of an open-sea area not considered to constitute a hostile environment should be designated by the appropriate authority in the appropriate aeronautical information publication (AIP) or other suitable documentation.

text: 4. GM6 Annex I Definitions — NIGHT VISION IMAGING SYSTEM (NVIS) is renumbered as GM7: GM6GM7 Annex I Definitions NIGHT VISION IMAGING SYSTEM (NVIS) Helicopter components of the NVIS include the radio altimeter, visual warning system and audio warning system.

text: 5. A new GM8 Annex I — OFFSHORE LOCATION is added: GM8 Annex I Definitions OFFSHORE LOCATION ‘Offshore location’ includes, but is not limited to: (a) helidecks; (b) shipboard heliports; and (c) winching areas on vessels or renewable-energy installations.

text: 6. GM7 Annex I Definitions OFFSHORE OPERATIONS is renumbered as GM9 and amended as follows: GM7GM9 Annex I Definitions OFFSHORE OPERATIONS Offshore operations include, but are not limited to, support of offshore oil, gas and mineral exploitation and sea-pilot transfer. An offshore operation is considered to be a helicopter flight for the purpose of: (a) support of offshore oil, gas and mineral exploration, production, storage and transport; (b) support to offshore wind turbines and other renewable-energy sources; or (c) support to ships including sea pilot transfer.

text: 7. A new GM10 Annex I Definitions — COASTLINE is added: GM10 Annex I Definitions COASTLINE The national definition of coastline should be included by the appropriate authority in the aeronautical information publication (AIP) or other suitable documentation.

text: 8. GM8 Annex I Definitions — PUBLIC INTEREST SITE is renumbered as GM11: GM8GM11 Annex I Definitions PUBLIC INTEREST SITE An example of a public interest sites is a landing site based at a hospital located in a hostile environment in a congested area, which due to its size or obstacle environment does not allow the application of performance class 1 requirements that would otherwise be required for operations in a congested hostile environment.

text: 9. GM9 Annex I Definitions — TECHNICAL INSTRUCTIONS is renumbered as GM12: GM9GM12 Annex I Definitions TECHNICAL INSTRUCTIONS The ICAO document number for the Technical Instructions is Doc 9284-AN/905.

text: 10. GM10 Annex I Definitions — V1 is renumbered as GM13: GM10GM13 Annex I Definitions V1 The first action includes for example: apply brakes, reduce thrust, deploy speed brakes.

text: 11. GM11 Annex I Definitions — TASK SPECIALISTS is renumbered as GM14: GM11GM14 Annex I Definitions TASK SPECIALISTS (…)

text: 12. GM12 Annex I Definitions — UPSET PREVENTION AND RECOVERY TRAINING (UPRT) DEFINITIONS is renumbered as GM15: GM12GM15 Definitions UPSET PREVENTION AND RECOVERY TRAINING (UPRT) DEFINITIONS (…)

type: vagledning

utgivare: easa


beslut: ED Decision 2017/005/R

text: Annex to ED Decision 2017/005/R

text: Annex to Decision 2017/005/R

type: rubrik

text: ‘GM to Annex I (Definitions) — Amendment 6’

text: The Annex to Decision 2012/015/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. GM1 Annex I Definitions DEFINITIONS FOR TERMS USED IN ACCEPTABLE MEANS OF COMPLIANCE AND GUIDANCE MATERIAL For the purpose of Acceptable Means of Compliance and Guidance Material to

text: Regulation (EU) No 965/2012

text: , the following definitions should apply: (…) (ra) ‘mass’ and ‘weight’: In accordance with ICAO Annex 5 and the International System of Units (SI), both terms are used to indicate the actual and limiting masses of aircraft, the payload and its constituent elements, the fuel load, etc. These are expressed in units of mass (kg), but in most approved flight manuals and other operational documentation, these quantities are published as weights in accordance with the common language. In the ICAO standardised system of units of measurement, a weight is a force rather than a mass. Since the use of the term ‘weight’ does not cause any problem in the day-today handling of aircraft, its continued use in operational applications and publications is acceptable.


identifier: GM to Annex I (Definitions for terms used in Annexes II to VIII) — Issue 1, Amendment 11

beslut: ED Decision 2019/019/R

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

text: Annex II to ED Decision 2019/019/R ‘GM to Annex I (Definitions) — Issue 1, Amendment 11’ The Annex to Decision 2012/015/Directorate R of 24 October 2012 is hereby amended as follows: The text of the amendment is arranged to show deleted, new or amended text as shown below: — deleted text is marked with strike through; — new or amended text is highlighted in blue; — an ellipsis ‘(…)’ indicates that the rest of the text is unchanged. GM17 Annex I Definitions SIMPLE AND COMPLEX PERSONNEL-CARRYING DEVICE SYSTEM (PCDS) (a) The following may qualify as a simple PCDS: (1) A safety harness or rescue triangle for no more than two persons. (2) A fixed-rope system for no more than two persons, to be attached under a single cargo hook or Y-rope to be attached to a dual hook. (b) The following may not qualify as a simple PCDS: (1) Any system that connects three persons or more to the helicopter. (2) A PCDS with new or novel features. (3) A PCDS that has not yet been proven by an appreciable and satisfactory service experience. (c) The connecting elements to the hoist or cargo hook are part of the PCDS. (d) The following standards may be used for a simple PCDS: Table 1: Information on existing available standards applicable to a simple PCDS Regulation (EU) Personal protective equipment 2016/425 or Directive

text: if validly marketed before 21 April 2019 Directive

text: Machinery EN 354 Personal protective equipment for work positioning and prevention of falls from a height — lanyards

text: OJ L 81, 31.3.2016, p. 51. 2 OJ L 157, 9.6.2006, p. 24.

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

text: EN 355 Personal protective equipment against falls from a height — energy absorbers EN 358 Personal protective equipment for work positioning and prevention of falls from a height — belts for work positioning and restraint and work positioning lanyards EN 361 Personal protective equipment against falls from a height — full body harnesses EN 362 Personal protective equipment against falls from a height — connectors EN 363 Personal fall protection equipment — personal fall-protection systems EN 364 Personal protective equipment against falls from a height — test methods EN 365 Marking/packaging/instructions to use EN 813 Personal fall-protection equipment — sit harnesses EN 1497 Personal protective equipment against falls from a height — rescue harnesses EN 1498 Personal protective equipment against falls from a height — rescue loops EN 1891 Personal protective equipment for the prevention of falls from a height — low stretch kernmantle ropes EN 12275 Mountaineering equipment — connectors — safety requirements and test methods EN 12277 Mountaineering equipment — harnesses — safety requirements and test methods GM18 Annex I Definitions DETERMINING THE PRINCIPAL PLACE OF BUSINESS (a) The principal place of business encompasses the principal financial functions and operational control of the activities of an operator. It may refer to the organisation’s site from which the majority of its management personnel specified in ORO.GEN.110 directs, controls or coordinates its operational activities, ensuring that the organisation complies with

text: Regulation (EU) No 965/2012

text: . For non-commercial operations, this is usually the home base of the aircraft concerned or the location of the flight department. (b) Since an operator, especially in the world of non-commercial operations, may use several places where it performs financial transactions, or several operational bases where there are personnel in charge of operational control, for the purpose of an effective oversight, it is relevant that the principal place of business be the one:

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

text: (1) where the operator has registered its organisation with the local register and where it pays corporate tax; (2) where its main building facilities are located; (3) where main administrative and financial work is being done (where salaries and employment benefits are paid); and (4) from where the organisation management directs, controls or coordinates a substantial part of its activities, ensuring that the organisation complies with the requirements specified in

text: Regulation (EU) No 965/2012

text: . (c) Organisations that perform also activities which are not subject to Part-ORO, Part-NCC or Part- SPO are recommended to consider that part of the organisation which is responsible for the operation of aircraft subject to Part-ORO, Part-NCC or Part-SPO. For such organisations, the accountable manager is that manager who has the authority to ensure that all activities subject to Part-ORO, Part-NCC or Part-SPO can be financed and carried out in accordance with the applicable requirements. If the accountable manager is not located in the part of the organisation that is responsible for the operation of aircraft, but the other criteria mentioned in point (b) apply, the location of the accountable manager does not need to be considered for the determination of the principal place of business.


text: GM to Annex I (Definitions) Issue 1, Amendment 18

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

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

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

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

identifier: GM to Annex I (Definitions) to Regulation (EU) No 965/2012 — Issue 1, Amendment 18

beslut: ED Decision 2025/010/R

text: ‘Guidance Material to Annex I (Definitions) to

text: Regulation (EU) No 965/2012

text: — Issue 1, Amendment 18’

text: Annex II to ED Decision 2025/010/R ‘GM to Annex I (Definitions) — Issue 1, Amendment 18’

text: This document shows deleted, new or amended text as follows:

text: — deleted text is struck through;

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

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

text: GM3637 Annex I (Definitions)

text: VEMS OPERATING SITE (Definition (139))

text: Operating sites used in VEMS training are considered VEMS operating sites.

text: GM3738 Annex I (Definitions)

text: VERTIPORT (Definition (140))

text: A vertiport is considered a type of aerodrome.


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

text: Annex I to ED Decision 2025/023/R Page 1 of 2

text: GM to Annex I (Definitions) Issue 1, Amendment 19

text: Annex I to ED Decision 2025/023/R Page 2 of 2

identifier: GM to Annex I (Definitions) to Regulation (EU) No 965/2012 — Issue 1, Amendment 19

amnesord: Part-NCO - Non-commercial operations with other than complex-motor-powered aircraft

beslut: ED Decision 2025/023/R

text: Annex I to ED Decision 2025/023/R ‘GM to Annex I (Definitions) — Issue 1, Amendment 19’

text: This document shows deleted text, new or amended text as follows:

text: — deleted text is struck through;

text: GM1 Annex I Definitions

text: DEFINITIONS FOR TERMS USED IN ACCEPTABLE MEANS OF COMPLIANCE AND GUIDANCE MATERIAL

text: […] (zaa) ‘Rotorcraft’ includes helicopters, gyroplanes and tiltrotors. […]


identifier: GM to Annex I — Issue 1, Amendment 13

beslut: ED Decision 2021/005/R

title: GM to Annex I — Issue 1, Amendment 13

text: Annex I to ED Decision 2021/005/R

text: Annex I to ED Decision 2021/005/R

text: ‘GM to Annex I (Definitions) — Issue 1, Amendment 13’

text: The Annex to Decision 2012/015/R of 24 October 2012 is hereby amended as follows: The text of the amendment is arranged to show deleted, new or amended text as shown below: — deleted text is marked with struck through; — new or amended text is highlighted in blue; — an ellipsis ‘[...]’ indicates that the rest of the text is unchanged.

text: GM1 Annex I Definitions

text: DEFINITIONS FOR TERMS USED IN ACCEPTABLE MEANS OF COMPLIANCE AND GUIDANCE MATERIAL For the purpose of Acceptable Means of Compliance and Guidance Material to

text: Regulation (EU) No 965/2012

text: , the following definitions should apply: [...] (za) ‘Runway condition assessment matrix (RCAM)’ means a matrix that allows the assessment of the runway condition code (RWYCC), using associated procedures, from a set of observed runway surface condition(s) and pilot report of braking action. (zb) ‘Runway condition code (RWYCC)’ means a number, to be used in the runway condition report (RCR), that describes the effect of the runway surface condition on aeroplane deceleration performance and lateral control. (zc) ‘Runway surface condition’ means a description of the condition of the runway surface used in the RCR which establishes the basis for the determination of the RWYCC for aeroplane performance purposes. (zd) ‘Runway surface condition descriptors’ means one of the following elements on the surface of the runway: (1) ‘compacted snow’: snow that has been compacted into a solid mass such that aeroplane tyres, at operating pressures and loadings, will run on the surface without significant further compaction or rutting of the surface; (2) ‘dry snow’: snow from which a snowball cannot readily be made; (3) ‘frost’: ice crystals formed from airborne moisture on a surface whose temperature is at or below freezing; frost differs from ice in that the frost crystals grow independently and, therefore, have a more granular texture;

text: Annex I to ED Decision 2021/005/R

text: (4) ‘ice’: water that has frozen or compacted snow that has transitioned into ice in cold and dry conditions; (5) ‘slush’: snow that is so water-saturated that water will drain from it when a handful is picked up or will splatter if stepped on forcefully; (6) ‘standing water’: water of depth greater than 3 mm; (7) ‘Wet ice’: ice with water on top of it or ice that is melting. (8) ‘wet snow’: snow that contains enough water to be able to make a well compacted, solid snowball, but water will not squeeze out. [...] (aaa) ‘Slippery wet runway’ means a wet runway where the surface friction characteristics of a significant portion of the runway have been determined to be degraded. [...]

text: GM2 Annex I Definitions

text: ABBREVIATIONS AND ACRONYMS The following abbreviations and acronyms are used in the Annexes to this Regulation: [...] AIREP air-report [...] ALAP aerodrome landing analysis programme [...] ALD actual landing distance [...] CSP communication service provider [...] LDF landing distance factor [...] LDTA landing distance at time of arrival [...] PBCS performance-based communication and surveillance [...] PFC porous friction course [...] RCAM runway condition assessment matrix [...]

text: Annex I to ED Decision 2021/005/R

text: RCP required communication performance [...] RCR runway condition report [...] RSP required surveillance performance [...] RWYCC runway condition code [...]

text: GM19 Annex I Definitions

text: CONTAMINATED RUNWAY As the runway condition is reported in runway thirds, a significant portion of the runway surface area is more than 25 % of one third of the runway surface area within the required length and width being used. The runway length being used in this context is the physical length of runway available, typically from the start of the take-off run available (TORA) in one direction to the start of the TORA in the opposite direction. When the runway is shortened by a notice to airmen (NOTAM) — for example, due to works, or the aerodrome operator is not able to clear the full length of the runway and closes part of it for operations, the length being used is that declared in the NOTAM and the ‘reduced runway length’ that declared in the RCR. The runway width being used in this context is the physical width of the runway (between the runway edge lights), or the ‘cleared width’ if reported in the RCR. It is not intended that 25 % coverage is reported when contaminants affect only the runway edges after runway cleaning. Runway inspectors are instructed to focus on the area around the wheel tracks when reporting the contaminant type, coverage and depth.

text: GM20 Annex I Definitions

text: DRY RUNWAY/WET RUNWAY The ‘area intended to be used’ means the area of the runway that is part of the TORA, accelerate and stop distance available (ASDA) or landing distance available (LDA) declared in the aeronautical information publication (AIP) or by a NOTAM.

text: GM21 Annex I Definitions

text: RUNWAY CONDITION CODE (RWYCC) The purpose of the runway condition code (RWYCC) is to permit an operational aeroplane landing performance calculation by the flight crew.

text: GM22 Annex I Definitions

text: RUNWAY SURFACE CONDITION(S) (a) The runway surface conditions used in the RCR establish a common language between the aerodrome operator, the aeroplane manufacturer and the aeroplane operator.

text: Annex I to ED Decision 2021/005/R

text: (b) Aircraft de-icing chemicals and other contaminants are also reported but are not included in the list of runway surface condition descriptors because their effect on the runway surface friction characteristics and the RWYCC cannot be evaluated in a standardised manner.

text: GM23 Annex I Definitions

text: RUNWAY SURFACE CONDITION DESCRIPTORS — GENERAL The runway surface condition descriptors are used solely in the context of the RCR and are not intended to supersede or replace any existing World Meteorological Organization (WMO) definitions. RUNWAY SURFACE CONDITION DESCRIPTORS — FROST (a) Freezing refers to the freezing point of water (0 °C). (b) Under certain conditions, frost can cause the surface to become very slippery, and it is then reported appropriately as downgraded RWYCC. RUNWAY SURFACE CONDITION DESCRIPTORS — STANDING WATER Running water of depth greater than 3 mm is reported as ‘standing water’ by convention. RUNWAY SURFACE CONDITION DESCRIPTORS – WET ICE Freezing precipitation can lead to runway conditions associated with wet ice from an aeroplane performance point of view. Wet ice can cause the surface to become very slippery. It is then reported appropriately as downgraded RWYCC.

text: GM24 Annex I Definitions

text: LANDING DISTANCE AT TIME OF ARRIVAL The landing distance data to be used for a landing performance assessment at time of arrival allow to establish an operationally achievable landing distance from 50ft above runway threshold to full stop that takes into account AFM procedures for final approach and landing and is provided as a function of the main influence parameters such as aeroplane mass and configuration, pressure altitude, wind, outside air temperature, runway slope and approach speed increments. It may be provided for use of automation such as autobrakes and autoland and may account for reverse thrust use. As the landing distance at time of arrival is the unfactored minimum landing distance achievable for the assumed conditions, an appropriate margin should be applied to this distance to determine the minimum LDA necessary for a safe stop.

text: GM25 Annex I Definitions

text: SLIPPERY WET RUNWAY (a) The surface friction characteristics of the runway are considered degraded when below the minimum standards. (b) A portion of runway in the order of 100 m long may be considered significant.

text: GM26 Annex I Definitions

text: FLIGHT RECORDER

text: Annex I to ED Decision 2021/005/R

text: A flight recorder may be crash-protected or lightweight and may be deployable or not. Crash-protected flight recorders are capable of withstanding very severe crash conditions such as those encountered during some accidents of large aeroplanes and large helicopters. Crash-protected flight recorders comprise one or more of the following systems: a flight data recorder (FDR), a cockpit voice recorder (CVR), an airborne image recorder (AIR), or a data link recorder (DLR). Lightweight flight recorders are usually designed to meet less demanding requirements than crash-protected flight recorders, which allows them to be lighter. A nondeployable flight recorder is permanently attached to the aircraft. A deployable flight recorder includes a part that is capable of automatically deploying from the aircraft.


text: Annex I to ED Decision 2019/001/R

text: For the date of entry into force of this issue, refer to Article 3 of this Decision.

text: Regulation (EU) 2018/1976

text: Commission Implementing

text: Regulation (EU) 2018/1976 of 14 December 2018

text: laying down detailed rules for the operation of sailplanes pursuant to

text: Regulation (EU) 2018/1139

text: of the European Parliament and of the Council (OJ L 326, 20.12.2018, p. 64).

identifier: GM to Article 3 of Commission Implementing Regulation (EU) 2018/1976 — Issue 1

beslut: ED Decision 2019/001/R

text: European Union Aviation Safety Agency

text: Guidance Material to Article 3 of Commission Implementing

text: Regulation (EU) 2018/1976

text: Issue 1 28 January 2019

text: GUIDANCE MATERIAL (GM) TO ARTICLE 3 OF COMMISSION IMPLEMENTING REGULATION

text: (EU) 2018/1976

text: ‘Direct costs’ refer to the costs directly incurred in relation to a flight, for example, fuel or other energy costs of the powered sailplane and the retrieve vehicle directly incurred in relation to a flight, take-off and landing fees, and rental fee for a sailplane. Direct costs do not include profit or salary of the pilot.

text: ‘Annual costs’ refer to the costs of the sailplane over a period of 1 calendar year, excluding any profit or salary of the pilot.

text: An ‘organisation created for the purposes of promoting aerial sport or leisure aviation’ refers to any non-profit organisation established under applicable national law for the sole purpose of gathering persons sharing the same interest in general aviation to fly for pleasure or to conduct parachute jumping. Usual practice is that such organisation has sailplanes available.

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


identifier: GM to Cover Regulation (EU) No 965/2012 — Issue 1, Amendment 2

beslut: ED Decision 2018/012/R

text: Annex I to ED Decision 2018/012/R

text: Annex I to Decision 2018/012/R

text: ‘Guidance Material to

text: Regulation (EU) No 965/2012

text: — Issue 1, Amendment 2’

text: The Annex to Decision 2014/019/R of 24 April 2014 is hereby amended as follows: The text of the amendment is arranged to show deleted, new or amended text as shown below:

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

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

text: 3. an ellipsis (…) indicates that the remaining text is unchanged in front of or following the reflected amendment. GENERAL — ALCOHOL TESTING If alcohol testing of flight crew and cabin crew is carried out by other authorised officials, e.g. by the police, and outside the framework of the ramp inspection programme of Subpart RAMP of Annex II, those other authorised officials do not need to comply with the requirements for qualification of inspectors of Subpart RAMP of Annex II. Member States should ensure that these officials are qualified for carrying out alcohol tests.


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

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

text: Annex I to ED Decision 2025/008/R Page 1 of 2

text: GM to Definitions for terms used in Annexes II to VIII Issue 1, Amendment 17

text: Annex I to ED Decision 2025/008/R Page 2 of 2

beslut: ED Decision 2025/008/R

text: Guidance Material to Annex I (Definitions for terms used in Annexes II to VIII) to

text: Regulation (EU) No 965/2012

text: — Issue 1, Amendment 17

text: Annex I to ED Decision 2025/008/R ‘GM to Definitions for terms used in Annexes II to VIII — Issue 1, Amendment 17’

text: This document shows deleted text, new or amended text as follows:

text: — deleted text is struck through;

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

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

text: GM36 Annex I Definitions

text: GROUND SUPERVISION

text: (a) Ground supervision may be contracted by an operator as an individual service. It is usually associated with ground administration services provided by a GH organisation on behalf of the operator. (b) This service includes the supervision and/or coordination of one or more ground handling activities on behalf of an operator, which may be performed by one or more providers of ground handling services. (c) Ground supervision comprises activities such as: (1) providing official representation for the contracting aircraft operator in relation to the aerodrome authorities or other organisations operating at that aerodrome, issuing disbursements on behalf of the aircraft operator, and ensuring the provision of office space for representatives of the operator; (2) setting key performance indicators for operational performance; (3) organising workflows and conducting operational planning; (4) reporting incidents, accidents and near misses; (5) activating and coordinating emergency responses, in accordance with the operator’s procedures; (6) communicating with the operator; (7) handling, storing and administering ULDs; (8) supervising operational functions in the areas of: (i) passenger and baggage handling, (ii) ramp handling, (iii) load control; (9) any other administrative services requested by the aircraft operator. (d) Ground supervision does not include a ground handling organisation’s self-management of its own activities. (e) Ground supervision does not imply that the individual performing this function will replace, when necessary, an individual performing a ground handling operation. (f) A person responsible for ground supervision may act on behalf of more than one operator to ensure the safe delivery of the services by ground handling organisations.


text: GM to Definitions Annex I to ED Decision 2021/008/R Issue 1, Amendment 14

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

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

identifier: GM to Definitions — Issue 1, Amendment 14

beslut: ED Decision 2021/008/R

text: ‘Guidance Material to Annex I (Definitions for terms used in Annexes II to VIII) to

text: Regulation (EU) No 965/2012

text: — Issue 1, Amendment 14’

text: The Annex to ED Decision 2012/015/Directorate R of 24 October 2012 is amended as follows:

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

text: (a) deleted text is marked with strikethrough;

text: (b) new or amended text is highlighted in blue;

text: (c) an ellipsis (…) indicates that the remaining text is unchanged.

text: GM1 Annex I Definitions

text: DEFINITIONS FOR TERMS USED IN ACCEPTABLE MEANS OF COMPLIANCE AND GUIDANCE MATERIAL

text: (…) (g) ‘Emergency locator transmitter (ELT)’ is a generic term describing equipment that broadcasts distinctive signals on designated frequencies and, depending on application, may be activated by impact or may be manually activated.for the purpose of search and rescue (SAR). The ELT may be activated by various conditions (e.g. manual activation, automatic detection of a distress situation, automatic detection of a crash impact, automatic detection of aircraft immersion into water, etc.). The ELT signals usually include signals that are intended to be detected by the international COSPAS-SARSAT programme, and homing signals that are intended to guide SAR teams to the ELT. (…)

text: GM2 Annex I Definitions

text: ABBREVIATIONS AND ACRONYMS

text: (…) ELT emergency locator transmitter ELT(AD) emergency locator transmitter (automatically deployable) ELT(AF) emergency locator transmitter (automatic fixed) ELT(AP) emergency locator transmitter (automatic portable) ELT(DT) emergency locator transmitter (distress tracking) ELT(S) survival emergency locator transmitter (…)


text: GM to Definitions Issue 1, Amendment 15

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

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

text: Annex I to ED Decision 2022/005/R Page 1 of 4

text: GM to Definitions Issue 1, Amendment 15

text: ABBREVIATIONS AND ACRONYMS

text: FLIGHT MONITORING AND FLIGHT WATCH — RELEVANT SAFETY INFORMATION

text: Annex I to ED Decision 2022/005/R Page 2 of 4

text: GM to Definitions Issue 1, Amendment 15

text: Annex I to ED Decision 2022/005/R Page 3 of 4

text: GM to Definitions Issue 1, Amendment 15

text: FUEL/ENERGY EN ROUTE ALTERNATE (ERA) AERODROME

text: Annex I to ED Decision 2022/005/R Page 4 of 4

identifier: GM to Definitions — Issue 1, Amendment 15

beslut: ED Decision 2022/005/R

text: Annex I to ED Decision 2022/005/R ‘GM to Annex I (Definitions for terms used in Annexes II to VIII) to

text: Commission Regulation (EU) No 965/2012

text: — Issue 1, Amendment 15’

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

text: — deleted text is struck through;

text: The Annex to ED Decision N° 2012/015/Directorate R of 24 October 2012 of the Executive Director of the European Aviation Safety Agency is amended as follows:

text: GM2 Annex I Definitions for terms used in Annexes II to VIII

text: The following abbreviations and acronyms are used in the Annexes to this Regulation: […] LED light-emitting diode LHO local helicopter operation LHS left-hand seat […]

text: GM28 Annex I Definitions for terms used in Annexes II to VIII

text: Relevant safety information is any element that may affect the safety of the flight, such as: (a) an aircraft technical failure (e.g. failures where flight operations personnel can help to calculate the landing distance or new trip fuel or to update the aerodrome minima); (b) unforeseen hazards: (1) air traffic (e.g. delays and/or long distance to complete the approach, extensive use of radar vectoring); (2) meteorological conditions (e.g. DH and aerodrome operating minima, adverse or extreme meteorological conditions); (3) aerodrome and runway status (e.g. insufficient runway length due to brake failure, obstruction or closure of the runway, runway contamination, failure or malfunction caused by on-ground navigation or approach equipment); (4) navigation aid status (e.g. failure of the navigation aids); (5) availability of communications (e.g. failure of communications capabilities, interruptions, interferences, change of frequency channels); and (6) terrain and obstacles (e.g. geophysical phenomena (volcanic eruptions, earthquakes, tsunami), difficult terrain at an unplanned aerodrome (large bodies of water, mountains); (c) updates of the operational flight plan when they affect the fuel reserves: (1) diversion to an en route alternate (ERA)aerodrome, a destination alternate, or a take-off alternate aerodrome;

text: (2) change of the runway selected for landing if the new runway is shorter; (3) location of the decision point or the point of no return (PNR) due to, for instance, change in altitude, in wind data, etc.; (4) significant in-flight change of the flight route compared to the route in the flight planning; or (5) significant deviation from the planned fuel consumption; and (d) position reporting: (1) flight-monitoring personnel should report in every phase of the flight: taxi, take-off, climb, cruise, cruise steep climb, descent, approach, landing; (2) flight watch provides active tracking; and (3) where no real-time automatic position-reporting is possible, the operator should have an acceptable alternative to ensure in-flight reporting at least every hour.

text: GM29 Annex I Definitions for terms used in Annexes II to VIII

text: The energy used for aircraft propulsion comes from various sources and is of various types. A frequently used type of energy in aviation is derived from processing (in a piston or turbine engine) hydrocarbon-based fuels that include gasoline (leaded or unleaded), diesel, avgas, JET A-1, and JET B. Hydrogen may also be used as fuel for fuel cell applications, which generate electricity that is used to generate propulsion. However, as current technologies already use other sources of energy for aircraft propulsion, such as stored electrical energy, the typical term ‘fuel’ has become restrictive and no longer covers emerging technologies. Therefore, a broader, combined term is introduced to accommodate new types of energy, other than fuel, used for aircraft propulsion purposes. The term ‘fuel/energy’ should cater for both typical fuel and any other type or source of energy used for aircraft propulsion, including but not limited to electrical energy stored in batteries. When used in the combination ‘fuel/energy’, the term ‘energy’ only refers to the electrical energy used for aircraft propulsion purposes. It does not include any other form of stored electrical energy that is used on board an aircraft (e.g. batteries of EFBs, ELTs, underwater locating devices (ULDs), automatic external defibrillators (AEDs), or backup energy sources).

text: GM30 Annex I Definitions for terms used in Annexes II to VIII

text: Fuel/energy ERA aerodromes could be used in the following cases: (a) ‘fuel ERA aerodrome critical scenario’: that aerodrome is used when additional fuel is required at the most critical point along the route to comply with point (c)(6) of point CAT.OP.MPA.181 ‘Fuel/energy scheme — fuel/energy planning and in-flight re-planning policy — aeroplanes’; (b) ‘fuel ERA aerodrome 3 %’: that aerodrome is used when an operator reduces the contingency fuel to 3 %; and (c) ‘fuel ERA aerodrome PNR’: that aerodrome is used at the PNR during isolated aerodrome operations.


identifier: GM to Definitions — Issue 1, Amendment 16

beslut: ED Decision 2022/012/R

text: Issue 1, Amendment 16

text: Annex I to ED Decision 2022/012/R ‘GM to Annex I (Definitions for terms used in Annexes II to VIII) to

text: Commission Regulation (EU) No 965/2012

text: — Issue 1, Amendment 16’

text: The text of the amendment is arranged to show deleted, new or amended text as shown below: (a) deleted text is struck through; (b) new or amended text is highlighted in blue; (c) an ellipsis ‘[…]’ indicates that the rest of the text is unchanged. Note to the reader In amended, and in particular in existing (that is, unchanged) text, ‘Agency’ is used interchangeably with ‘EASA’. The interchangeable use of these two terms is more apparent in the consolidated versions. Therefore, please note that both terms refer to the ‘European Union Aviation Safety Agency (EASA)’.

text: Annex I to ED Decision 2022/012/R Page 1 of 8

text: GM to Definitions

text: Issue 1, Amendment 16

text: GM1 Annex I Definitions

text: DEFINITIONS FOR TERMS USED IN ACCEPTABLE MEANS OF COMPLIANCE AND GUIDANCE MATERIAL

text: (…) (aa) ‘Space-based augmentation system (SBAS)’ means a wide coverage augmentation system that augments and/or integrates the information obtained from the other GNSS elements with information from a satellite-based transmitter. The most common form of SBAS in Europe is the European Geostationary Navigation Overlay Service (EGNOS). (…)

text: GM2 Annex I Definitions

text: ABBREVIATIONS AND ACRONYMS

text: 2D two-dimensional 3D three-dimensional (…) Baro-VNAV Baro VNAV barometric VNAV (…) CVS combined vision system (…) FAS final approach segment (…) EFVS enhanced flight vision system EFVS-A enhanced flight vision system used for approach EFVS-L enhanced flight vision system used for landing (…) FOV field of view (…) IAP instrument approach procedure (…) LSAA landing system assessment area (…) OFZ obstacle free zone

text: Annex I to ED Decision 2022/012/R Page 2 of 8

text: GM to Definitions

text: Issue 1, Amendment 16

text: (…) PVD paravisual display (…) SA CAT I special authorisation category I SA CAT II special authorisation category II SapSAp stabilised approach SVS synthetic vision system (…) TDZE touchdown zone elevation (…) VSS visual segment surface (…)

text: GM31 Annex I Definitions

text: DEFINITIONS OF TERMS RELATED TO ALL-WEATHER OPERATIONS

text: The following terms and concepts are used in the provisions related to all-weather operations in the AMC and GM to

text: Regulation (EU) No 965/2012

text: : ‘Advanced aircraft’ means an aircraft with equipment in addition to that required for a basic aircraft for a given take-off, approach or landing operation. ‘AFM or additional data from the TC/STC holder’ — an AFM or additional data from the TC/STC holder may provide: — limitations, in accordance with which the aircraft must be operated, as described under point 4.1 of Annex V to

text: Regulation (EU) 2018/1139

text: . This means that the aircraft may NOT exceed those given values; or — demonstrated capabilities, which are the assumptions, envelope or conditions that were used to demonstrate adequate performance to comply with the appropriate certification specifications. However, some AFMs (especially for those aircraft or landing systems that were certified before the introduction of CS-AWO Issue 2) may not include all of the assumptions, envelope or conditions that were used to demonstrate adequate performance. Information regarding the assumptions, envelope, or conditions that were used to demonstrate adequate performance of a landing system can be provided by equivalent documentation issued by TC/STC holder. Other types of information issued by the TC/STC holder may include(not an exhaustive list): — equivalence between different aircraft models (types);

text: Annex I to ED Decision 2022/012/R Page 3 of 8

text: GM to Definitions

text: Issue 1, Amendment 16

text: — equivalence between aircraft types and variants; — landing systems equivalence; — a list of runways with their demonstrated performance; — a letter of no-technical objection/ evaluation letter. Note: ‘TC/STC holder’ should be understood as the holder of the certificate for the landing system. ‘Basic aircraft’ means an aircraft which has the minimum equipment required to perform the intended take-off, approach or landing operation. ‘Continuous descent final approach (CDFA)’: when the circling altitude/height is reached, it is acceptable to maintain altitude (level-off) and transition to the visual segment. The operator may provide a point in the visual segment in which the descent may be resumed to follow a continuous descent to a point approximately 15 m (50 ft) above the landing runway threshold or the point where the flare manoeuvre begins for the type of aircraft flown. ‘Enhanced flight vision system (EFVS)-Approach (EFVS-A)’ means a system that has been demonstrated to meet the criteria to be used for approach operations from a decision altitude/height (DA/H) or a minimum descent altitude/height (MDA/H) to 100 ft (30 m) threshold elevation while all system components are functioning as intended, but may have failure modes that could result in the loss of EFVS capability. It should be assumed for an EFVS-A that: (a) the pilot will conduct a go-around at or above 100 ft threshold elevation, in the event of an EFVS failure; and (b) descent below 100 ft above the threshold elevation through to touchdown and roll-out should be conducted using natural vision so that any failure of the EFVS does not prevent the pilot from completing the approach and landing. ‘Enhanced flight vision system (EFVS)-Landing (EFVS-L)’ means a system that has been demonstrated to meet the criteria to be used for approach and landing operations that rely on sufficient visibility conditions to enable unaided roll-out and to mitigate for loss of EFVS function. ‘Head-up display (HUD) or equivalent display system’ means a display system which presents flight information to the pilot’s forward external field of view (FOV), and which does not significantly restrict the external view. ‘Landing system’ means an airborne equipment, which: (a) provides automatic control of the aircraft during the approach and landing (i.e. automatic landing system); or (b) has been demonstrated to meet the criteria to be used for approach and landing operations (e.g. HUD landing system, EFVS-L or any other approved system). ‘Landing system assessment area (LSAA)’ means the part of the runway that extends from the threshold to a distance of 600 m from the threshold. Note — Although the landing systems certification criteria use a value greater than 600 m after the threshold to evaluate limit conditions, for the purpose of flight operations assessment a distance of

text: Annex I to ED Decision 2022/012/R Page 4 of 8

text: GM to Definitions

text: Issue 1, Amendment 16

text: 600 m is the relevant part as landing beyond this point is not expected to occur in day-to-day operations. The LSAA may not necessarily be coincident with the touchdown zone. The touchdown zone is specified in CS-ADR DSN. ‘Low-visibility procedures (LVPs)’ means procedures applied by an aerodrome for the purpose of ensuring safety during low-visibility operations (LVOs). Regular runway means a runway whose characteristics fit within the acceptable limits demonstrated by the original equipment manufacturer (OEM) during certification. The classification of a runway as a ‘regular runway’ is different from one set of equipment to another. ‘Required visual reference’ refers to that section of the visual aids or of the approach area which should have been in view for sufficient time for the pilot to have made an assessment of the aircraft position and rate of change of position, in relation to the desired flight path. In the case of a circling approach, the required visual reference is the runway environment. ‘Satellite-based augmentation system (SBAS)’ means a wide coverage augmentation system in which the user receives augmentation information from a satellite-based transmitter. The most common form of SBAS in Europe is the European Geostationary Navigation Overlay Service (EGNOS). ‘Synthetic vision system (SVS)’ means a system that displays data derived synthetic images of the external scene from the perspective of the flight deck. ‘Landing area’ means that part of a movement area intended for the landing or take-off of aircraft. ‘Touchdown zone (TDZ)’ means the portion of a runway, beyond the threshold, where landing aeroplanes are intended to first contact the runway. ‘Type B instrument approach operations categories’: where decision height (DH) and runway visual range (RVR) fall into different categories of operation, the instrument approach operation would be conducted in accordance with requirements of the most demanding category. This does not apply if the RVR and/or DH has been approved as operational credits.

text: GM32 Annex I Definitions

text: EFVSs — DIFFERENCES WITH ENHANCED VISION SYSTEMS (EVSs)

text: (a) Introduction to EVSs EVSs use sensing technology to improve a pilot’s ability to detect objects and topographical features ahead of the aircraft. Different types of sensing technology are used on different aircraft installations. Sensing technologies used include forward-looking infrared, millimetre wave radiometry, millimetre wave radar or low-light level intensification; additional technologies may be developed in the future. The image from sensors may be displayed to the pilot in a number of different ways including ‘head-up’ and ‘head-down’ displays. (b) EVSs and EFVSs An EFVS is an EVS that is integrated with a flight guidance system, which presents the image from sensors to the pilot on a head-up display (HUD) or equivalent display. If EFVS equipment is certified according to the applicable airworthiness requirements and an operator holds the

text: Annex I to ED Decision 2022/012/R Page 5 of 8

text: GM to Definitions

text: Issue 1, Amendment 16

text: necessary specific approval, then an EFVS may be used for EFVS operations. An EFVS operation is an operation with an operational credit which allows operating in visibility conditions lower than those in which operations without the use of EFVS are permitted. (c) Functions of EVSs Depending on the capabilities of the particular system, EVSs may be useful during operations at night or in reduced visibility for the following: (1) improving visibility of airport features and other traffic during ground operations; (2) displaying terrain and obstructions in flight; (3) displaying weather in flight; (4) improving visibility of the runway environment during approach operations; and (5) improving visibility of obstructions on a runway (e.g. aircraft, vehicles or animals) during take-off and approach operations. (d) Limitations of EVSs EVSs are a useful tool for enhancing situational awareness; however, each EVS installation has its own specific limitations. These may include: (1) Performance variations depend on conditions including ambient temperature and lighting and weather phenomena. A system may provide very different image qualities in the same visibility depending on the particular phenomena causing restricted visibility, e.g. haze, rain, fog, snow, dust, etc. (2) An EVS may not be able to detect certain types of artificial lighting. Light emitting diode (LED) lights have a much lower infrared signature than incandescent lights and therefore may not be detected by some types of EVSs. LED lighting is used for runway, taxiway and approach lighting at many airports. (3) Monochrome display. EVSs will generally not be able to detect and display the colour of airport lighting. This means that colour coding used on airport lighting will not be visible to the pilot using an EVS. (4) Many EVS installations do not have redundancy, so a single failure may lead to loss of EVS image. (5) The location of the sensor on the airframe may mean that in certain conditions it could be susceptible to ice accretion or obscuration from impact damage from objects such as insects or birds. (6) Where an EVS image is presented on a HUD or an equivalent display, the image needs to be consistent with the pilot’s external view through the display. Particular installations may have limitations on the conditions under which this consistent image can be generated (e.g. crosswind conditions during approach). (7) Imaging sensor performance can be variable and unpredictable. Pilots should not assume that a flightpath is free of hazards because none are visible in an EVS image.

text: Annex I to ED Decision 2022/012/R Page 6 of 8

text: GM to Definitions

text: Issue 1, Amendment 16

text: (e) Considerations for the use of EVSs EVSs may be used in all phases of flight and have significant potential to enhance the pilot’s situational awareness. No specific approval is required for the use of an EVS; however, the operator is responsible for ensuring that the flight crew members have received training on the equipment installed on their aircraft in accordance with ORO.FC.120. In addition, the operator is responsible for evaluating the risks associated with system limitations and for implementing suitable mitigation measures in accordance with ORO.GEN.200(a)(3) before using the EVS. The use of EVSs does not permit the use of different operating minima, and EVS images cannot replace natural vision for the required visual reference in any phase of flight including take-off, approach or landing. An EVS that is not an EFVS cannot be used for EFVS operations and therefore does not obtain an operational credit.

text: GM33 Annex I Definitions

text: INSTRUMENT APPROACH OPERATIONS

text: (a) Depending on the instrument approach procedure (IAP) in use, the lateral and vertical navigation guidance for an instrument approach operation may be provided by: (1) a ground-based radio navigation aid; or (2) computer-generated navigation data from ground-based, space-based or self-contained navigation aids or a combination of these. (b) A non-precision approach (NPA) procedure flown as CDFA with vertical path guidance calculated by on-board equipment is considered to be a 3D instrument approach operation. Depending on the limitations of the equipment and information sources used to generate vertical guidance, it may be necessary for the pilot to cross-check this guidance against other navigational sources during the approach and to ensure that the minimum altitude/height over published step-down fixes is observed. CDFAs with manual calculation of the required rate of descent are considered 2D operations. (c) Further guidance on the classification of an instrument approach operation based on the designed lowest operating minima is contained in Appendix J to ICAO Doc 9365 Manual of All- Weather Operations, Fourth Edition, 2017.

text: GM34 Annex I Definitions

text: DECISION ALTITUDE (DA) OR DECISION HEIGHT (DH)

text: (a) Decision altitude (DA) is referenced to mean sea level and decision height (DH) is referenced to the threshold elevation. (b) For operations using DA, the aircraft altimeters are set to QNH. For operations using a barometric DH, the aircraft altimeters are set to QFE. (c) For SA CAT I, SA CAT II, CAT II/III operations, the DH is based on the use of a radio altimeter or other devices capable of providing equivalent performance. The DH is determined with

text: Annex I to ED Decision 2022/012/R Page 7 of 8

text: GM to Definitions

text: Issue 1, Amendment 16

text: reference to threshold elevation, but the value of the DH set for the approach will be based on the height of the aircraft above the pre-threshold terrain, which may be higher or lower than the threshold. (d) For convenience, when both expressions are used, they may be written in the form ‘decision altitude/height’ and abbreviated ‘DA/H’.

text: GM35 Annex I Definitions

text: MINIMUM DESCENT ALTITUDE (MDA) OR MINIMUM DESCENT HEIGHT (MDH)

text: (a) Minimum descent altitude (MDA) is referenced to mean sea level and minimum descent height (MDH) is referenced to the aerodrome elevation or to the threshold elevation if that is more than 7 ft below the aerodrome elevation. An MDH for a circling approach is referenced to the aerodrome elevation. (b) For operations using MDA, the aircraft altimeters are set to QNH. For operations using a barometric MDH, the aircraft altimeters are set to QFE. (c) For convenience, when both expressions are used, they may be written in the form ‘minimum descent altitude/height’ and abbreviated ‘MDA/H’.

text: Annex I to ED Decision 2022/012/R Page 8 of 8


text: For the date of entry into force of this issue, kindly refer to Decision 2017/001/R in the Official Publication of the Agency. Page 1 of 4

identifier: GM to Definitions of terms used in Annexes II to XIII to Commission Implementing Regulation (EU) 2017/373

beslut: ED Decision 2017/001/R

text: European Aviation Safety Agency

text: Guidance Material (GM) to Annex I Definitions of terms used in Annexes II to XIII to Commission Implementing

text: Regulation (EU) 2017/373

text: Initial Issue 8 March 2017

text: Annex I to ED Decision 2017/001/R

text: GM1 9. Aeronautical data

text: DAT PROVIDERS Aeronautical data in the context of DAT providers should mean that aeronautical data needed for the functionality of certified aircraft application(s) and does not form part of its (their) approved type design. It may change over the course of time such as e.g. ‘aerodrome mapping data’, ‘obstacles data’ and ‘terrain data’, etc. which are amongst other types of ‘aeronautical data’.

text: GM1 20. Air traffic safety electronics personnel (ATSEP)

text: AUTHORISED PERSONNEL (a) The achievement of competence is independent of the permission to perform any task. Therefore, the ATSEP should be authorised to work on operational systems. (b) It is intentionally not specified who is responsible for providing this authorisation. This is usually done by the service provider, but it might be done by another entity depending on the national arrangements for managing the competence and performance of ATSEP. OPERATE, MAINTAIN, RELEASE FROM, AND RETURN INTO OPERATIONS (c) The term ‘operate’ refers to the ability of the ATSEP to actively control a system and should not be confused with, for example, the air traffic controllers’ function to operate particular equipment in order to provide air traffic services. However, it is necessary for ATSEP to have an understanding of how air traffic controllers operate or make use of operational systems, in order to repair and maintain them appropriately. An ATSEP usually manages the engineering operation of operational systems, for example by: (1) making a radiotelephony test transmission to check a voice communication and control system or a recording system; (2) switching between systems A and B, or switching off the stand-by system, in case of duplicated systems; or (3) changing the range and gating maps of a radar system processor. (d) The term ‘maintain’ refers to planned, preventative and corrective maintenance, including fault-finding. (e) The term ‘release from operations’ refers to the process of withdrawal from use of a system/equipment from the operational environment, and ‘return into operations’ refers to the process whereby the system/equipment is checked and restored to operational use, in accordance with both risk assessment and mitigation. MAINTENANCE TASKS BY ATSEP (f) An operational system that has been released from operational service, but remains connected to the operational environment must be maintained by ATSEP. (g) An operational system that has been removed and fully isolated from the operational environment by ATSEP, and cannot be returned without ATSEP intervention, may be maintained by a non-ATSEP, but will be subject to the ANSP’s checks before return to the operational environment. (h) A non-ATSEP is not authorised to remove an operational system from the operational environment. (i) A non-ATSEP is not authorised to return a system into the operational environment.

text: Annex I to ED Decision 2017/001/R (j) An ATSEP is responsible for determining the operational system status/serviceability before returning it to the operational environment.

text: GM2 20.Air traffic safety electronics personnel (ATSEP)

text: SCOPE The design, testing, installation and commissioning of operational systems and equipment are excluded from the scope of this section. DESIGN OF OPERATIONAL SYSTEMS AND EQUIPMENT Design also includes software. COMMISSIONING OF OPERATIONAL SYSTEMS AND EQUIPMENT The term ‘commissioning’ is understood to be the process by which a system/equipment, which has been installed, is tested to ensure that it works according to its design objectives or specifications, and that it is ready to be operated and maintained in accordance with the users’ operational requirements.

text: GM1 32. Authoritative source

text: ORGANISATIONS Organisations formally recognised by the State authority to originate and/or publish data, which meets the Data Quality Requirements (DQRs) as specified by that State, may be considered at least but are not limited to Mapping, Cadastre, and Land Registry authorities.

text: GM1 42. Data quality requirements (DQRs)

text: GENERAL Depending on the data characteristics considered, DQRs are specified as ‘internationally recognised Data Quality Requirements’ (mainly when data is provided by authoritative sources), ‘end-user Data Quality Requirements’ (typically for completeness, timeliness, etc.), or ‘system designer Data Quality Requirements’ (considering other data characteristics, such as accuracy, resolution, assurance level, traceability, format, etc.).

text: GM1 74. Obstacle

text: MOBILE OBJECTS Mobile objects may be converted to fixed items in obstacle database taking into account its mobility boundaries.

text: GM1 101. Terrain

text: GENERAL In practical terms, depending on the method of data collection used, terrain represents the continuous surface that exists at the bare Earth, the top of the canopy or something in-between, also known as ‘first reflective surface’.


identifier: GM to Part 145 — Amendment 4

amnesord: Part-145 - Maintenance organisation approvals

beslut: ED Decision 2015/024/R

title: GM to Part 145 — Amendment 4

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

text: Annex III (Guidance Material to Part-145) to Decision 2003/19/RM is amended as follows: The text of the amendment is arranged to show deleted text, new or amended text as shown below: (a) deleted text is marked with strikethrough; (b) new or amended text is highlighted in grey; (c) an ellipsis (…) indicates that the remaining text is unchanged in front of or following the reflected amendment.

text: GM 145.A.10 is amended as follows:

text: GM 145.A.10 Scope

text: This Guidance Material (GM) provides guidance on how the smallest organisations satisfy the intent of Part-145: … 3. … 3.1 145.A.30 (b): The minimum requirement is for one full-time person who meets the Part- 66 requirements for certifying staff and holds the position of ‘accountable manager, maintenance engineer and is also certifying staff and, if applicable, airworthiness review staff’. No other person may issue a certificate of release to service and therefore if absent, no maintenance may be released during such absence. 3.1.1 … 3.1.2 … 3.1.3 … 4. … 4.1 145.A.30 (b): The normal minimum requirement is for the employment on a full-time basis of two persons who meet the competent authorities’ requirements for certifying staff, whereby one holds the position of ‘maintenance engineer’ and the other holds the position of ‘quality audit engineer’. Either person can assume the responsibilities of the accountable manager providing that they can comply in full with the applicable elements of 145.A.30(a), but the ‘maintenance engineer’ should be the certifying person to retain the independence of the ‘quality audit engineer’ to carry out audits. Nothing prevents either engineer from undertaking maintenance tasks providing that the ‘maintenance engineer’ issues the certificate of release to service. This ‘maintenance engineer’ may also be nominated as airworthiness review staff to carry out airworthiness reviews and issue the corresponding airworthiness review certificate for ELA1 aircraft not involved in commercial operations in accordance with M.A.901(l). The ‘quality audit engineer’ should have similar qualifications and status to the ‘maintenance engineer’ for reasons of credibility, unless he/she has a proven track-record in aircraft quality assurance, in which case some reduction in the extent of maintenance qualifications may be permitted. In cases where the competent authority agrees that it is not practical for the organisation to nominate a post holder for the quality monitoring function, this function may be contracted in accordance to paragraph 3.1.1.

text: GM 145.A.55(a) is amended as follows:

text: GM 145.A.55(a) Maintenance and airworthiness review records

text: GM 145.A.65(c)1 is amended as follows:

text: GM 145.A.65(c)1 Safety and quality policy, maintenance procedures and quality system

text: PARA Comment HANGAR ENGINE MECH AVIONIC Workshop Workshop Workshop 145.A.25 Yes Yes Yes Yes 145.A.30 Yes Yes Yes Yes 145.A.35 Yes Yes Yes Yes 145.A.36 Yes No No No 145.A.40 Yes Yes Yes Yes 145.A.42 Yes Yes Yes Yes 145.A.45 Yes Yes Yes Yes 145.A.47 Yes Yes Yes Yes 145.A.50 Yes Yes Yes Yes 145.A.55 Yes Yes Yes Yes 145.A.60 Yes Yes Yes Yes 145.A.65 Yes Yes Yes Yes 2.1 MOE Yes Yes Yes Yes 2.2 MOE Yes Yes Yes Yes 2.3 MOE Yes Yes Yes Yes 2.4 MOE Yes Yes Yes Yes 2.5 MOE Yes Yes Yes Yes 2.6 MOE Yes Yes Yes Yes 2.7 MOE Yes Yes Yes Yes 2.8 MOE Yes Yes Yes Yes 2.9 MOE Yes Yes Yes Yes 2.10 MOE Yes No No No 2.11 MOE Yes Yes Yes Yes 2.12 MOE Yes Yes Yes Yes 2.13 MOE Yes Yes Yes Yes 2.15 MOE Yes No No No 2.16 MOE Yes Yes Yes Yes 2.17 MOE if appl if appl if appl if appl 2.18 MOE Yes Yes Yes Yes 2.19 MOE Yes Yes Yes Yes

text: 2.20 MOE Yes Yes Yes Yes

text: PARA Comment HANGAR ENGINE MECH AVIONIC 2.21 MOE if appl if appl if appl if appl 2.22 MOE Yes Yes No No 2.23 MOE Yes No No No 2.24 MOE Yes Yes Yes Yes 2.25 MOE Yes Yes Yes Yes 2.26 MOE Yes Yes Yes Yes 2.27 MOE Yes Yes Yes Yes 2.28 MOE Yes Yes Yes Yes 2.29 MOE Yes No No No 2.30 MOE Yes No No No L2.1 MOE if appl No No No L2.2 MOE if appl No No No L2.3 MOE if appl No No No L2.4 MOE if appl No No No L2.5 MOE if appl No No No L2.6 MOE if appl No No No L2.7 MOE if appl No No No 3.9 MOE if appl if appl if appl if appl 3.10 MOE if appl if appl if appl if appl 3.11 MOE if appl if appl if appl No 3.12 MOE Yes Yes No No 3.13 MOE Yes Yes Yes Yes 3.14 MOE Yes Yes Yes Yes 145.A.70 Yes Yes Yes Yes 145.A.75 Yes Yes Yes Yes 145.A.80 Yes Yes Yes Yes 145.A.85 Yes Yes Yes Yes 145.A.95 if appl if appl if appl if appl Note 1: ‘if appl’ means ‘if applicable or relevant’. Note 2: In the case of line stations, case all line stations should be audited at the frequency agreed with the competent authority within the limits of AMC 145.A.65(c)(1).


identifier: GM to Part-CC

beslut: ED Decision 2012/005/R

nummer: part-cc

title: GM to Part-CC

text: Annex to ED Decision 2012/005/R

text: European Aviation Safety Agency

text: Guidance Material (GM) to Part-CC

text: Initial issue 19 April 2012

text: Annex to ED Decision 2012/005/R

text: Annex to ED Decision 2012/005/R

text: GM to Part-Cabin Crew (Part-CC) Subpart TRA ― TRAINING REQUIREMENTS FOR CABIN CREW ATTESTATION APPLICANTS AND HOLDERS GM1 Appendix 1 to Part-CC(3) Initial training course and examination CREW RESOURCE MANAGEMENT TRAINING TABLE The CRM training table recapitulates all elements relevant to CRM training for cabin crew, indicating: (a) those elements to be covered during the initial training course and the level to be attained; and (b) for information those elements, identified as ‘not required’ for the initial training, which should be covered during other training in accordance with the applicable requirements of Part-ORO (organisation requirements for air operations).

text: Annex to ED Decision 2012/005/R

text: CRM TRAINING TABLE

text: Introductory course on CRM Training elements

text: General Principles

text: Human factors in aviation; General instructions on CRM principles and objectives; In depth Human performance and limitations.

text: Relevant to the individual cabin crew member

text: Personality awareness, human error and reliability, attitudes and behaviours, self-assessment; Stress and stress management; In depth Fatigue and vigilance; Assertiveness; situation awareness, information acquisition and processing.

text: Relevant to the entire aircraft crew

text: Error prevention and detection; Shared situation awareness, information acquisition & processing; Workload management; Effective communication and coordination between all crew members including the flight crew as well as inexperienced cabin crew members, cultural differences; Leadership, cooperation, synergy, decision-making, delegation; Not required Individual and team responsibilities, decision making, and actions; Identification and management of passenger human factors: crowd control, passenger stress, conflict management, medical factors.

text: Specifics related to aircraft types (narrow/wide bodies, single/multi deck), flight crew and cabin crew composition and number of passengers

text: Relevant to the operator and the organisation (principles)

text: Company safety culture, standard operating procedures (SOPs), organisational factors, factors linked to the type of operations; Effective communication and coordination with other Not required operational personnel and ground services; Participation in cabin safety incident and accident reporting. Case studies


identifier: GM to Part-Definitions — Amendment 3

beslut: ED Decision 2015/012/R

title: GM to Part-Definitions — Amendment 3

text: Annex I to ED Decision 2015/012/R

text: The Annex to ED Decision 2012/015/R 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: Annex I to ED Decision 2015/012/R

text: 1. A new GM12 to Annex I Definitions is added

text: GM12 Annex I Definitions

text: UPSET PREVENTION AND RECOVERY TRAINING (UPRT) DEFINITIONS ‘Aeroplane upset prevention and recovery training’ means a combination of theoretical knowledge and flying training with the aim of providing flight crew with the required competencies to prevent or recover from developing or developed aeroplane upsets. ‘Aeroplane upset’ means an aeroplane in flight unintentionally exceeding the parameters normally experienced in line operations or training, normally defined by the existence of at least one of the following parameters: a) pitch attitude greater than 25 degrees nose up; b) pitch attitude greater than 10 degrees nose down; c) bank angle greater than 45 degrees; or d) within the above parameters, but flying at airspeeds inappropriate for the conditions. ‘Angle of attack (AOA)’ means the angle between the oncoming air, or relative wind, and a defined reference line on the aeroplane or wing. ‘Approach-to-stall’ means flight conditions bordered by the stall warning and stall. ‘Competency’ means a combination of skills, knowledge, and attitudes required to perform a task to the prescribed standard. ‘Developed upset’ means a condition meeting the definition of an aeroplane upset. ‘Developing upset’ means any time the aeroplane begins to unintentionally diverge from the intended flight path or airspeed. ‘Energy state’ means how much of each kind of energy (kinetic, potential or chemical) the aeroplane has available at any given time. ‘Error’ means an action or inaction by the flight crew that leads to deviations from organisational or flight crew intentions or expectations. ‘Error management’ means the process of detecting and responding to errors with countermeasures that reduce or eliminate the consequences of errors, and mitigate the probability of further errors or undesired aircraft states. ‘First indication of a stall’ means the initial aural, tactile or visual sign of an impending stall, which can be either naturally or synthetically induced. ‘Flight crew resilience’ means the ability of a flight crew member to recognise, absorb and adapt to disruptions. ‘Fidelity level’ means the level of realism assigned to each of the defined FSTD features. ‘Flight path’ means the trajectory or path of the aeroplane travelling through the air over a given space of time. ‘Flight path management’ means active manipulation, using either the aeroplanes automation or manual handling, to command the aeroplane flight controls to direct the aeroplane along a desired trajectory. ‘Load factor’ factor means the ratio of a specified load to the weight of the aeroplane, the former being expressed in terms of aerodynamic forces, propulsive forces, or ground reactions.

text: Annex I to ED Decision 2015/012/R

text: ‘Loss of control in flight (LOCI)’ means a categorisation of an accident or incident resulting from a deviation from the intended flight path. ‘Manoeuvre-based training’ means training that focuses on a single event or manoeuvre in isolation. ‘Negative training’ means training which unintentionally introduces incorrect information or invalid concepts, which could actually decrease rather than increase safety. ‘Negative transfer of training’ means the application (and ‘transfer’) of what was learned in a training environment (i.e., a classroom, an FSTD) to normal practice, i.e. it describes the degree to which what was learned in training is applied to actual normal practices. In this context, negative transfer of training refers to the inappropriate generalisation of knowledge and skill to a situation or setting in normal practice that does not equal the training situation or setting. ‘Post-stall regime’ means flight conditions at an angle of attack greater than the critical angle of attack. ‘Scenario-based training’ means training that incorporates manoeuvres into real-world experiences to cultivate practical flying skills in an operational environment. ‘Stall’ means a loss of lift caused by exceeding the aeroplane’s critical angle of attack. Note: A stalled condition can exist at any attitude and airspeed, and may be recognised by continuous stall warning activation accompanied by at least one of the following: a) buffeting, which could be heavy at times; b) lack of pitch authority and/or roll control; and c) inability to arrest the descent rate. ‘Stall Event’ means an occurrence whereby the aeroplane experiences conditions associated with an approach-to-stall or a stall. ‘Stall (event) recovery procedure’ means the manufacturer-approved aeroplane-specific stall recovery procedure. If an OEM-approved recovery procedure does not exist, the aeroplane-specific stall recovery procedure developed by the operator, based on the stall recovery template contained in GM5 ORO.FC.220&230, may be used. ‘Stall warning’ means a natural or synthetic indication provided when approaching a stall that may include one or more of the following indications: a) aerodynamic buffeting (some aeroplanes will buffet more than others); b) reduced roll stability and aileron effectiveness; c) visual or aural cues and warnings; d) reduced elevator (pitch) authority; e) inability to maintain altitude or arrest rate of descent; and f) stick shaker activation (if installed). Note: A stall warning indicates an immediate need to reduce the angle of attack. ‘Startle’ means the initial short-term, involuntary physiological and cognitive reactions to an unexpected event that commence the normal human stress response. ‘Stick pusher’ means a device that, automatically applies a nose down movement and pitch force to an aeroplane’s control columns, to attempt to decrease the aeroplane’s angle of attack. Device activation may occur before or after aerodynamic stall, depending on the aeroplane type.

text: Annex I to ED Decision 2015/012/R

text: Note: A stick pusher is not installed on all aeroplane types. ‘Stick shaker’ means a device that automatically vibrates the control column to warn the pilot of an approaching stall. Note: A stick shaker is not installed on all aeroplane types. ‘Stress (response)’ means the response to a threatening event that includes physiological, psychological and cognitive effects. These effects may range from positive to negative and can either enhance or degrade performance. ‘Surprise’ means the emotionally-based recognition of a difference in what was expected and what is actual. ‘Threat’ means events or errors that occur beyond the influence of the flight crew, increase operational complexity and must be managed to maintain the margin of safety. ‘Threat management’ means the process of detecting and responding to threats with countermeasures that reduce or eliminate the consequences of threats and mitigate the probability of errors or undesired aircraft states. ‘Train-to-proficiency’ means approved training designed to achieve end-state performance objectives, providing sufficient assurances that the trained individual is capable to consistently carry out specific tasks safely and effectively. Note: In the context of this definition, ‘train-to-proficiency’ can be replaced by ‘training-toproficiency’. ‘Undesired aircraft state’ means flight crew-induced aircraft position or speed deviation, misapplication of controls, or incorrect systems configuration, associated with a reduction in margins of safety. Note: Undesired states can be managed effectively, restoring margins of safety, or flight crew response(s) can induce an additional error, incident, or accident. Note: All countermeasures are necessary flight crew actions. However, some countermeasures to threats, errors and undesired aircraft states that flight crew employ, build upon ‘hard’/systemic-based resources provided by the aviation system. ‘Unsafe situation’ means a situation, which has led to an unacceptable reduction in safety margin.


amnesord: Definitions of terms used in Annexes II to XIII to Commission Implementing Regulation (EU) 2017/373

beslut: ED Decision 2019/022/R

text: GM to Part-DEF Annex I to ED Decision 2019/022/R Issue 1, Amendment 1

text: ‘GM to Part-DEFINITIONS — Issue 1, Amendment 1’

text: Annex I to Decision 2017/001/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 blue; (c) an ellipsis (…) indicates that the remaining text is unchanged in front of or following the reflected amendment.

text: GM to Part-DEFINITIONS Issue 1, Amendment 1’

text: GM1 56. Functional system

text: SOFTWARE The term ‘software’ is understood to be the computer programmes and corresponding configuration data, including non-developmental software, but excluding electronic items, namely applicationspecific integrated circuits, programmable gate arrays or solid-state logic controllers. In this text: (a) the term ‘configuration data’ is understood to be the data that configures a generic software system to a particular instance of its use; and (b) the term ‘non-developmental software’ is understood as a software not developed for the current contract.

text: Annex II to ED Decision 2019/022/R Page 2 of 2


text: Annex I to ED Decision 2020/008/R

text: GM to Part-DEFINITIONS Issue 1, Amendment 2

text: Annex I to ED Decision 2020/008/R Page 2 of 5

text: Annex I to ED Decision 2020/008/R Page 3 of 5

text: Annex I to ED Decision 2020/008/R Page 4 of 5

text: Annex I to ED Decision 2020/008/R Page 5 of 5

identifier: GM to Part-DEFINITIONS — Issue 1, Amendment 2

beslut: ED Decision 2020/008/R

text: Annex I to Decision 2017/001/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 struck through; (b) new or amended text is highlighted in blue; (c) an ellipsis [...] indicates that the rest of the text is unchanged.

text: GENERAL

text: Regulation (EU) 2017/373

text: and

text: Regulation (EU) No 923/2012

text: define ‘aerial work’ in a way that is similar but not identical to the way

text: Regulation (EU) No 965/2012

text: (the ‘Air Operations Regulation’) defines ‘specialised operations’. Both definitions, ‘aerial work’ and ‘specialised operations’, are based upon the ICAO Annex 6 definitions and encompass a variety of activities that do not fall into the category of commercial air transport (CAT) operations. In this context, it is understood that: (a) Unlike ‘aerial work’, ‘specialised operations’ do not include flights conducted for the purposes of search and rescue and firefighting as from the Air Operations Regulation’s perspective those flights are outside the scope of the European Union Aviation Safety Agency (EASA) Basic Regulation. (b) Unlike ‘aerial work’, ‘specialised operations’ include (test) flights carried out by design or production organisations for the purpose of introduction or modification of aircraft types and (ferry) flights carrying no passengers or cargo where the aircraft is ferried for refurbishment, repair, maintenance checks, inspections, delivery, export or similar purposes.

text: GENERAL

text: Throughout the text, the term ‘air traffic control clearance’ is frequently abbreviated to ‘clearance’ when used in appropriate contexts. In this context, the abbreviated term ‘clearance’ may be prefixed by the words ‘taxi’, ‘take-off’, ‘departure’, ‘en-route’, ‘approach’ or ‘landing’ to indicate the particular portion of flight to which the ATC clearance relates.

text: AERONAUTICAL DATA

text: The assemble phase includes checking the data and ensuring that detected errors and omissions are rectified.

text: TYPES OF ATS ROUTES

text: (a) The term ‘ATS route’ is used to mean variously ‘airway’, ‘advisory route’, ‘controlled route’, ‘uncontrolled route’ (i.e. VFR routes or corridors), ‘arrival or departure route’, etc.

text: (b) An ATS route is defined by route specifications, which include an ATS route designator, the track to or from significant points (waypoints), distance between significant points, reporting requirements and the minimum flight altitude.

text: GENERAL

text: A comparable ground-based system is one that has been demonstrated, by comparative assessment or other methodology, to have a level of safety and performance equal to or better than monopulse SSR.

text: GENERAL

text: The abbreviated term ‘ADS contract’ is commonly used to refer to ‘ADS event contract’, ‘ADS demand contract’, ‘ADS periodic contract’ or an emergency mode.

text: AERONAUTICAL DATA

text: The interval is usually referred to as the accuracy of the estimate.

text: GENERAL

text: The airspace associated with a controlled aerodrome is designed in compliance with the requirements in Annex XI (Part-FPD).

text: AIRSPACE CLASSIFICATION

text: Details of the airspace classifications could be found in Section 6 ‘Airspace classification’ and SERA.6001 ‘Classification of airspaces’ of Commission Implementing

text: Regulation (EU) No 923/2012

text: , in Appendix 4 ‘ATS airspace classes — services provided and flight requirements’ to the same Regulation, and in the associated Acceptable Means of Compliance and Guidance Material.

text: AERONAUTICAL DATA

text: A data product specification provides a description of the universe of discourse and a specification for mapping the universe of discourse to a data set. It may be used for production, sales, end use or other purpose. Data product specification provides a means by which the content of a data set is precisely specified. A data product specification supports the party generating a data set by providing information as to what exactly should be included within the data set. The content of the data product specification is closely related to the metadata. The users of the data may determine, by comparing their data product specification with the metadata, how the data may be used in their application and what mitigations, if any, are needed as result of, for example, the quality/completeness of the data.

text: AERONAUTICAL DATA

text: Aeronautical data is classified as: (a) routine data: there is a very low probability when using corrupted routine data that the continued safe flight and landing of an aircraft would be severely at risk with the potential for a catastrophe; (b) essential data: there is a low probability when using corrupted essential data that the continued safe flight and landing of an aircraft would be severely at risk with the potential for a catastrophe; and (c) critical data: there is a high probability when using corrupted critical data that the continued safe flight and landing of an aircraft would be severely at risk with the potential for a catastrophe.

text: NAVIGATION GUIDANCE

text: Lateral and vertical navigation guidance refers to the guidance provided either by: (a) a ground-based radio navigation aid; or (b) computer-generated navigation data from ground-based, space-based, self-contained navigation aids or a combination of them.

text: GENERAL

text: A structured description of the content, quality, condition or other characteristics of data.

text: GENERAL

text: There are three categories of significant points: ground-based navigation aid, intersection and waypoint. In the context of this definition, intersection is a significant point expressed as radials, bearings and/or distances from ground-based navigation aids.


identifier: GM to Part-DEFINITIONS — Issue 1, Amendment 3

beslut: ED Decision 2022/004/R

text: The text of the amendment is arranged to show deleted, new or amended text as shown below: (a) deleted text is struck through; (b) new or amended text is highlighted in blue; (c) an ellipsis [...] indicates that the rest of the text is unchanged.

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

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

text: Annex I to Decision 2017/001/R is amended as follows: [...] GENERAL A space weather centre (SWXC) is designated as global and/or regional.

text: Annex I to ED Decision 2022/004/R Page 1 of 1


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

identifier: GM to Part Definitions — Issue 1, Amendment 8

beslut: ED Decision 2019/005/R

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

text: ‘GM to Annex I (Definitions) to

text: Commission Regulation (EU) No 965/2012

text: — Issue 1, Amendment 8’

text: The Annex to ED Decision 2012/015/R of 24 October 2012 is hereby amended as follows: The text of the amendment is arranged to show deleted text, new or amended text as shown below: (a) deleted text is struck through; (b) new or amended text is highlighted in blue; (c) an ellipsis ‘[…]’ indicates that the remaining text is unchanged.

text: (1) GM15 to Annex I is amended as follows: (a) the definition of ‘aeroplane upset prevention and recovery training’ is replaced by the following: ‘Aeroplane upset prevention and recovery training (UPRT)’ means refers to training consisting of: — aeroplane upset prevention training: a combination of theoretical knowledge and flying training with the aim of providing flight crew with the required competencies to prevent or aeroplane upsets; and — aeroplane upset recovery training: a combination of theoretical knowledge and flying training with the aim of providing flight crew with the required competencies to recover from developing or developed aeroplane upsets.’; (b) the definition of ‘aeroplane upset’ is replaced by the following: ‘Aeroplane upset’ means refers to an undesired aircraft state characterised by unintentional divergences from parameters normally experienced during operations. An aeroplane upset may involve pitch and/or bank angle divergences as well as inappropriate airspeeds for the conditions. aeroplane in flight unintentionally exceeding the parameters normally experienced in line operations or training, normally defined by the existence of at least one of the following parameters: (a) pitch attitude greater than 25 degrees nose up; (b) pitch attitude greater than 10 degrees nose down; (c) bank angle greater than 45 degrees; or (d) within the above parameters, but flying at airspeeds inappropriate for the conditions. (c) the following definition for ‘FSTD training envelope is inserted: ‘FSTD Training Envelope’ refers to the high and moderate confidence regions of the FSTD validation envelope.’