text: Decision 2014/025/R of the Executive Director of the Agency of 28 July 2014 adopting Acceptable Means of Compliance and Guidance Material to Part-ARO of

text: Commission Regulation (EU) No 965/2012

text: and repealing Decision 2014/014/R of the Executive Director of the Agency of 24 April 2014 (‘AMC and GM to Part-ARO — Issue 3’).

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

beslut: ED Decision 2015/022/R

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

text: Annex I to Decision 2015/022/R

text: The Annex to Decision 2014/025/R is hereby amended as follows: The text of the amendment is arranged to show deleted, new or amended text as shown below:

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

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

text: 3. an ellipsis (…) indicates that the remaining text is unchanged in front of or following the reflected amendment. New AMC3 ARO.GEN.200(a)(2) and GM3 ARO.GEN.300(a);(b);(c) are inserted as follows: AMC3 ARO.GEN.200(a)(2) Management system QUALIFICATION AND TRAINING — CREW RESOURCE MANAGEMENT (CRM) For the oversight of the operator’s CRM training, the inspectors of the competent authority should be qualified and trained as follows: (a) Qualification To fulfil the qualification provisions, inspectors should: (1) have adequate knowledge of the relevant flight operations; (2) have adequate knowledge of human performance and limitations (HPL); (3) have completed initial CRM training; (4) have received additional training in the fields of group management, group dynamics and personal awareness; and (5) have experience in the assessment of the effectiveness of training programmes and management systems. (b) Training The training of inspectors should be both theoretical and practical, and should include: (1) in-depth knowledge of the CRM training elements as laid down in Part-ORO; and (2) specific skills for the oversight of the operator’s CRM training including the assessment of non-technical skills using proper techniques and methodologies. GM3 ARO.GEN.300(a);(b);(c) Oversight CHECKLIST FOR CRM TRAINING OVERSIGHT The following list includes the major elements for the monitoring of the operator’s CRM training: Annex to ED Decision 2015/022/R (a) development of CRM training considering the operator’s management system; (b) content of the CRM training syllabus; (c) qualification of CRM trainer; (d) training facilities: (1) classroom; (2) flight simulation training device (FSTD); (3) aircraft; and (4) cabin training device; (e) training methods: (1) classroom training (instructions, presentations and behavioural exercises); (2) computer-based training (CBT); (3) line-oriented flight training (LOFT); and (4) check or test; (f) training analysis: (1) pre-course reading and study; (2) integration of the different training methods; (3) competence and performance of the trainer or instructor; (4) assessment of flight crew members; and (5) effectiveness of training.

type: vagledning

utgivare: easa


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

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

text: OJ L 315, 28.11.2003, p. 1. OJ L 362, 17.12.2014, p. 1.

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

identifier: AMC & GM to Part-ARO — Issue 3, Amendment 10

amnesord: Part-ARO - Authority Requirements for Air Operations

beslut: ED Decision 2019/019/R

publisher: Europeiska unionens byrå för luftfartssäkerhet

sprak: en

serie: amc-gm

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

type: stycke

text: ‘AMC and GM to Part-ARO — Issue 3, Amendment 10’

text: The Annex to Decision 2014/025/R of 28 July 2014 is hereby amended as follows: The text of the amendment is arranged to show deleted, new or amended text as shown below: — deleted text is marked with strike through; — new or amended text is highlighted in blue; — an ellipsis ‘(…)’ indicates that the rest of the text is unchanged. (…)

text: GM1 ARO.GEN.205 Allocation of tasks to qualified entities

text: CERTIFICATION/AUTHORISATION TASKS The tasks that may be performed by a qualified entity on behalf of the competent authority include those related to the initial certification, or specialised operations authorisation and continuing oversight of persons and organisations as defined in this Regulation, with the exclusion of the issuance of certificates, authorisations, licences, ratings or approvals.

text: AMC2 ARO.GEN.305(b) Oversight programme

text: (…) (c) The following types of inspections should be envisaged included, as part of the oversight programme: (1) flight inspection, (2) ground inspection (e.g. documents and records), (3) training inspection (e.g. ground, aircraft/FSTD), (4) ramp inspection. The inspection should be a ‘deep cut’ through the items selected and all findings should be recorded. Inspectors should review the root cause(s) identified by the organisation for each confirmed finding. The competent authority should be satisfied that the root cause(s) identified and the corrective actions taken are adequate to correct the non-compliance and to prevent re-occurrence. (…)

text: (f) In the first few months of a new operation, inspectors should be particularly alert to carry out oversight activities with a particular focus on the operator’s any irregular procedures, evidence of inadequate facilities, or equipment, operational control and or indications that management system control of the operation may be ineffective. They should also carefully examine any conditions that may indicate a significant deterioration in the organisation's financial management. When any financial difficulties are identified, inspectors should increase technical surveillance of the operation with particular emphasis on the upholding of safety standards.

text: AMC1 ARO.GEN.330 Changes — organisations

text: AOC HOLDERS (a) Changes to personnel specified in Part-ORO: (…) (2) When an organisation submits the name of a new nominee for any of the persons nominated as per ORO.GEN.210(b) or for a safety manager as defined under AMC1 ORO.GEN.200(a)(1), the competent authority should require the organisation to produce a written résumé of the proposed person's qualifications. The competent authority should reserve the right to interview the nominee or call for additional evidence of his/her his or her suitability before deciding upon his/her his or her acceptability. (…)

text: GM2 ARO.OPS.110 Lease agreements for aeroplanes and helicopters

text: DRY LEASE-OUT The purpose of the requirement for the competent authority to ensure proper coordination with the authority that is responsible for the oversight of the continuing airworthiness of the aircraft in 1 2 accordance with Commission Regulation (ECU) No 2042/2003 1321/2014 is to ensure that appropriate arrangements are in place to allow: (a) the transfer of regulatory oversight over the aircraft, if relevant; or (b) continued compliance of the aircraft with the requirements of Commission Regulation (ECU) No 2042/2003 1321/2014.

text: GM3 ARO.OPS.110 Lease agreements for aeroplanes and helicopters

text: LONG-TERM WET LEASE-IN AGREEMENTS BETWEEN OPERATORS REGISTERED IN DIFFERENT EU MEMBER STATES In case of a long-term wet lease-in agreement between operators having their principal place of business in different EU Member States, the competent authorities of the lessee and the competent authority of the lessor may consider a mutual exchange of all necessary information in accordance with ARO.GEN.200(c).

text: GM2 ARO.OPS.200 Specific approval procedure

text: SPECIFIC APPROVALS FOR TRAINING ORGANISATIONS The specific approvals, as established in Appendix V III, for non-commercial operations and specialised operations, also apply to training organisations with a principal place of business in a Member State.

text: GM3 ARO.OPS.200 Specific approval procedure

text: INSERTION OF RELEVANT INFORMATION INTO THE OPERATIONS SPECIFICATIONS When issuing the operations specifications in accordance with Appendix II, where the operation does not include helicopter operations, the helicopter-related elements contained in the operations specifications may be omitted.


identifier: AMC & GM to Part-ARO — Issue 3, Amendment 11

beslut: ED Decision 2021/002/R

text: AMC and GM to Part-ARO of Annex II to ED Decision 2021/002/R

text: Regulation (EU) No 965/2012

text: ‘AMC and GM to Part-ARO — Issue 3, Amendment 11’

type: rubrik

text: The Annex to ED Decision 2014/025/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 remaining text is unchanged.

text: AMC and GM to Part-ARO of

text: Regulation (EU) No 965/2012

text: Issue 3, Amendment 11

text: AMC1 ARO.OPS.226(a) Approval and oversight of evidence-based training programmes

text: QUALIFICATION AND TRAINING — INSPECTORS (a) For the initial approval and oversight of an operator’s EBT programme, the inspector of the competent authority should undertake EBT training as part of their required technical training (see AMC2 ARO.GEN.200(a)(2)). At the conclusion of the inspector training, the inspector should: (1) know the principles of EBT, including the following underlying principles: (i) competency-based training; (ii) learning from positive performance; (iii) building resilience; and; (iv) data-driven training; (2) know the structure of an EBT module; (3) know the method of training delivery for each phase of an EBT module; (4) know the principles of adult learning and how they relate to EBT; (5) recognise effective observations based on a competency framework, and document evidence of observed performance; (6) recognise and relate specific performance observations of competencies; (7) recognise trainee performance to determine competency-based training needs and recognise strengths; (8) understand methods for the evaluation of performance using a competency-based grading system; (9) recognise appropriate teaching styles during simulator training to accommodate trainee learning needs; (10) recognise facilitated trainee learning, focusing on specific competency-based training needs; and (11) understand how to conduct a debrief using facilitation techniques. (b) The objective of such training is to ensure that the inspector: (1) attains the adequate level of knowledge in the principles of approval and oversight of the EBT programmes; and (2) acquires the ability to recognise the EBT programme suitability.

text: Annex II to ED Decision 2021/002/R Page 2 of 5

text: AMC and GM to Part-ARO of

text: Regulation (EU) No 965/2012

text: Issue 3, Amendment 11

text: GM1 ARO.OPS.226(a) Approval and oversight of evidence-based training programmes

text: QUALIFICATION AND TRAINING — PRINCIPLES OF EBT — DATA-DRIVEN TRAINING EBT is a data-driven programme and proper oversight requires the inspector to have a good understanding of all features where data plays an important role in the EBT programme: (a) Flight crew training data (1) Data related to grading of competencies (level 1), data related to OBs (level 2) and how it can be used to drive the design of the operator’s EBT programme. Other training data (level 3) and how it is used in the contextualisation of an example scenario element. (2) Individual flight crew training data — understand how it is used: (i) in regard to licence revalidation and renewal; and (ii) to provide tailored training and additional FSTD training. (b) Data from the management system — understand how it may be used for the selection of the example scenario element(s) and the contextualisation of the example scenario element(s). (c) Instructor standardisation and concordance data (1) How the EBT data is used to standardise the instructor and how, at the same time, the operator ensures the necessary just culture and a non-jeopardy environment for the instructors (referred to in the instructor concordance assurance programme). (2) Understand the importance of quality in the data – the feedback loop of the EBT programme.

text: GM2 ARO.OPS.226(a) Approval and oversight of evidence-based training programmes

text: QUALIFICATION AND TRAINING — OPERATOR’S EBT PROGRAMME SUITABILITY To recognise and evaluate the suitability of an operator’s EBT programme, the inspector’s training programme may include those features as training objectives. AMC1 ORO.FC.231(a) provides the list of features of a suitable EBT programme.

text: AMC1 ARO.OPS.226(c) Approval and oversight of evidence-based training programmes

text: INITIAL APPROVAL — VERIFICATION OF COMPLIANCE When approving an EBT programme, the competent authority should ensure that the operator fulfils all the applicable criteria of ORO.FC.231 and its associated AMC. In particular, it should recognise the suitability of the operator’s EBT programme (AMC1 ORO.FC.231(a)).

text: Annex II to ED Decision 2021/002/R Page 3 of 5

text: AMC and GM to Part-ARO of

text: Regulation (EU) No 965/2012

text: Issue 3, Amendment 11

text: AMC2 ARO.OPS.226(c) Approval and oversight of evidence-based training programmes

text: EBT PROGRAMME SUITABILITY As regards the suitability of the EBT programme, please refer to AMC1 ORO.FC.231(a).

text: AMC1 ARO.OPS.226(d) Approval and oversight of evidence-based training programmes

text: OVERSIGHT PLAN — PERIODIC ASSESSMENT TO VERIFY THE COMPLIANCE OF THE EBT PROGRAMME (a) After issuing the approval of the operator’s EBT programme, the competent authority should have a process to verify the operator’s continuing compliance. (b) Each organisation to which an EBT approval has been issued should have an inspector (or inspectors) assigned to it who is (are) trained and qualified for EBT (see AMC1 ARO.OPS.226(a)). (c) Audits and inspections, on a scale and frequency appropriate to the operation, should cover at least: (1) management supervision of the EBT programme; (2) ongoing identification of operational risks and inclusion into the operator’s EBT programme; (3) relevance of the operator’s EBT programme to address its operational and training needs; (4) effectiveness of the operator’s EBT programme to improve pilot competencies. When there is an ineffective programme, the competent authority should examine the operator processes which identify the lack of effective results; (5) compliance with all requirements of ORO.FC.231; (6) delivery of instructor initial training in accordance with AMC1 ORO.FC.146(c), including inspections of the training delivery; (7) conduct of assessments of competence for EBT instructors, including periodic inspections of FSTD training; (8) maintenance of crew records; (9) administration of programme enrolment and compliance with the requirements of Annex I (Part-FCL) for licence revalidation and renewal; (10) continuing standardisation of EBT instructors; and (11) inspection of the training delivery.

text: Annex II to ED Decision 2021/002/R Page 4 of 5

text: AMC and GM to Part-ARO of

text: Regulation (EU) No 965/2012

text: Issue 3, Amendment 11

text: GM1 ARO.OPS.226(d) Approval and oversight of evidence-based training programmes

text: EFFECTIVENESS OF THE OPERATOR’S EBT PROGRAMME (a) The effectiveness of the operator’s EBT programme can be determined by periodically reviewing pilot competencies across several domains, such as role, fleet (e.g. CPT/FO, A320, B737) and airline so that the continuing improvement of the EBT programme is linked to an improvement of the pilot competencies. (b) The analysis of the pilot competencies across the domains should also take into account the operator’s experience in the EBT programme and the level of difficulty contained within the scenario elements of the programme, which may result in variations of the grading results and those variations may be acceptable.

text: GM2 ARO.OPS.226(d) Approval and oversight of evidence-based training programmes

text: STANDARDISATION OF EBT INSTRUCTORS — ACCEPTABLE INSTRUCTOR CONCORDANCE The authority may require a minimum acceptable level of concordance. This may be a non-exhaustive list: (a) Set a minimum acceptable level of concordance per aircraft fleet or by group of instructors. (b) Set a minimum acceptable level of concordance per competency. (c) Set a minimum acceptable level of concordance for all operators under its oversight, or a minimum acceptable level of concordance per operator (or type of operator) based on the risk of the operator.

text: Annex II to ED Decision 2021/002/R Page 5 of 5


text: AMC and GM to Part-ARO Issue 3, Amendment 12

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 II to ED Decision 2022/005/R Page 1 of 5

text: OVERSIGHT — VERIFICATION OF COMPLIANCE OF FUEL SCHEMES FOR CAT OPERATIONS WITH AEROPLANES

text: Annex II to ED Decision 2022/005/R Page 2 of 5

text: OPERATIONS TO AN ISOLATED AERODROME — GENERAL

text: ASSESSMENT AND OVERSIGHT OF POLICIES ASSOCIATED WITH FUEL SCHEMES

text: APPROVAL OF INDIVIDUAL FUEL SCHEMES — QUALIFICATION OF PERSONNEL

text: Annex II to ED Decision 2022/005/R Page 3 of 5

text: APPROVAL OF INDIVIDUAL FUEL SCHEMES — APPLICATION OF INDIVIDUAL FUEL SCHEMES — GUIDANCE TO PERSONNEL

text: Annex II to ED Decision 2022/005/R Page 4 of 5

text: INDIVIDUAL FUEL SCHEMES — RESOLUTION OF SIGNIFICANT FINDINGS

text: Annex II to ED Decision 2022/005/R Page 5 of 5

identifier: AMC and GM to Part-ARO — Issue 3, Amendment 12

beslut: ED Decision 2022/005/R

text: Annex II to ED Decision 2022/005/R ‘AMC and GM to Annex II (Part-ARO) to

text: Commission Regulation (EU) No 965/2012

text: — Issue 3, Amendment 12’

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: — new or amended text is highlighted in blue;

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

text: The Annex to Decision 2014/025/R of 28 July 2014 of the Executive Director of the European Aviation Safety Agency is amended as follows:

text: AMC1 ARO.OPS.225 Approval of fuel/energy schemes

text: (a) When approving a basic fuel scheme, the competent authority should be satisfied that the operator fulfils the applicable criteria of point CAT.OP.MPA.180(a)(3)(i), taking into account the elements contained in the AMC applicable to the basic fuel scheme. (b) When approving a basic fuel scheme with variations, the competent authority should be satisfied that the operator fulfils the applicable criteria of point CAT.OP.MPA.180(a)(3)(ii), taking into account the elements contained in the AMC applicable to the variation. (c) When approving an individual fuel scheme that deviates, fully or partly, from the basic fuel scheme, the competent authority should be satisfied that the operator fulfils the applicable criteria of point CAT.OP.MPA.180(a)(3)(iii), taking into account the elements contained in the AMC applicable to the individual fuel scheme. Before issuing the approval of an individual fuel scheme, the competent authority should verify the following: (1) the maturity, capability, and suitability of the operator’s management system; (2) the adequacy of this system for exercising operational control; (3) the adequacy of the operator’s SOPs; (4) the resolution of significant findings in the areas that support the application of the individual fuel scheme; (5) the suitability of the communications and navigation equipment of the aircraft fleet to which the individual fuel scheme will apply; (6) the areas of operation where the individual fuel scheme will be used; (7) the operator’s ability to provide reliable and accurate aircraft-specific fuel data; (8) the suitability of the relevant training programmes, including those for flight crew and operational control personnel; (9) the experience of the personnel concerned, particularly of the flight crew, in the use of the procedures and systems that support the individual fuel scheme; (10) any low-fuel events (including emergency fuel conditions) in the operator’s safety records; and (11) the maintenance of the fleet in terms of reliability of the fuel system, including the accuracy of the fuel-measurement systems.

text: GM1 ARO.OPS.225 Approval of fuel/energy schemes operations to an isolated aerodrome

text: The use of an isolated aerodrome exposes both the aircraft and passengers to a greater risk than to in operations where a destination alternate aerodrome is available. Whether an aerodrome is classified as an isolated aerodrome or not often depends on which aircraft are used for operating the aerodrome. The competent authority should, therefore, assess whether all possible means are applied to mitigate thatthe greater risk.

text: GM2 ARO.OPS.225 Approval of fuel/energy schemes

text: The competent authority’s assessment and oversight of: — the fuel planning and in-flight re-planning policy; — the selection-of-aerodromes policy; and — the in-flight fuel management policy may follow a two-step process: firstly, assess and oversee each policy individually, and secondly, and more importantly, assess and oversee all the policies together. The competent authority should be satisfied with regard to the following: — the robustness of the operator’s management system, particularly with regard to safety risk management; and — in case of basic fuel schemes with variations and individual fuel schemes, the operator’s processes for performance monitoring and measurement.

text: AMC1 ARO.OPS.225(c) Approval of fuel/energy schemes

text: (a) In accordance with point ARO.GEN.200(a)(2), the competent authority is required to have qualified personnel to perform the tasks under their responsibility. To approve individual fuel schemes, the competent authority’s inspectors should have the necessary knowledge and expertise to understand, monitor, and validate the criteria of point (c) of AMC1 ARO.OPS.225. (b) For this purpose, the inspectors should be able to understand the relevance and meaningfulness of the operator’s safety performance indicators (SPIs), targets, and means by which these targets are achieved. (c) The competent authority should develop guidance to be used by its inspectors when approving and verifying individual fuel schemes.

text: AMC2 ARO.OPS.225(c) Approval of fuel/energy schemes

text: According to points ARO.GEN.115 and ARO.GEN.200(a)(1), the competent authority is required to develop guidance on the application of individual fuel schemes to be used by its inspectors. Such guidance should cover the following: (a) the operator’s responsibilities: (1) operational control systems (organisational control over internal processes); (2) policies and procedures; (3) qualified personnel: (i) competence and experience of both flight crew and operational control personnel; and (ii) their training; (4) SOP compliance and suitability; (5) monitoring of the effectiveness of individual fuel scheme processes; and (6) continuous improvement; (b) operational characteristics: (1) of the aircraft: current aircraft-specific data derived from a fuel consumption monitoring system; and (2) of the area of operations: (i) aerodrome technologies; (ii) meteorological information capabilities; (iii) ATM infrastructure; and (iv) aerodrome capabilities and ATS characteristics; (3) a suitable computerised flight plan; (4) flight monitoring or flight watch capabilities, as applicable; (5) communications systems: ground-based and airborne systems; (6) navigation systems: ground-based and airborne systems; and (7) reliable meteorological and aerodrome information; and (c) safety risk management: (1) agreed SPIs; (2) risk register;

text: (3) identification of hazards; (4) risk monitoring; and (5) compliance monitoring. When collecting statistically relevant data, the competent authority inspectors should consider the specificities of the operations of each operator. As a minimum, the data should be collected for a period of 2 years. Note: Further guidance is provided in ICAO Doc 9976 Flight Planning and Fuel Management (FPFM) Manual, Appendix 7 to Chapter 5 A performance-based approach job-aid for an approving authority (1st Edition, 2015).

text: GM1 ARO.OPS.225(c) Approval of fuel/energy schemes

text: The approval of an individual fuel scheme may be rejected, suspended or revoked when the operator has not resolved the relevant findings, or when there are unacceptable open findings that affect the areas that support individual fuel schemes (e.g. operational control, safety management system, safety risk assessment processes, availability of data, SPIs, pilot training, etc.).


identifier: AMC and GM to Part-ARO — Issue 3, Amendment 13

beslut: ED Decision 2022/012/R

text: AMC & GM to Part-ARO

text: Issue 3, Amendment 13

text: Annex II to ED Decision 2022/012/R ‘AMC & GM to Annex II (Part-ARO) to

text: Commission Regulation (EU) No 965/2012

text: — Issue 3, Amendment 13’

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 II to ED Decision 2022/012/R Page 1 of 2

text: AMC & GM to Part-ARO

text: Issue 3, Amendment 13

text: AMC5 ARO.OPS.200 Specific approval procedure

text: PROCEDURES FOR THE APPROVAL OF LOW-VISIBILITY OPERATIONS

text: Before issuing an approval for low-visibility operations (LVOs), the competent authority should verify that the applicant has: (a) taken account of the relevant airworthiness requirements and limitations; (b) established the relevant aerodrome operating minima; (c) established and documented the relevant operating procedures; (d) established and conducted adequate training and checking programmes; (e) adopted the minimum equipment list (MEL) for the LVOs to be undertaken; (f) processes to ensure that only runways and instrument procedures suitable for the intended operations are used; and (g) established and conducted the relevant risk assessment and monitoring programmes.

text: GM4 ARO.OPS.200 Specific approval procedure

text: SPA.PinS-VFR APPROVAL PROCEDURE

text: When issuing an approval for helicopter PinS approaches and departures with reduced VFR minima, the competent authority may use the ‘OTHERS’ box of Appendix II (EASA Form 139).

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


text: AMC & GM to Part-ARO Issue 3, Amendment 14

text: Annex I to ED Decision 2023/007/R Page 1 of 4

text: Annex I to ED Decision 2023/007/R Page 2 of 4

text: Annex I to ED Decision 2023/007/R Page 3 of 4

text: Annex I to ED Decision 2023/007/R Page 4 of 4

identifier: AMC & GM to Part-ARO — Issue 3, Amendment 14

beslut: ED Decision 2023/007/R

text: Annex I to ED Decision 2023/007/R ‘AMC & GM to Annex II (Part-ARO) to

text: Commission Regulation (EU) No 965/2012

text: — Issue 3, Amendment 14’

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: Note to the reader

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

text: The Annex to Decision 2014/025/R of 28 July 2014 of the Executive Director of the Agency is amended as follows:

text: SPA.PINS-VFR APPROVAL PROCEDURE

text: AMC2 ARO.OPS.215 Approval of helicopter operations over a hostile environment located outside a congested area

text: ENDORSEMENT BY ANOTHER STATE

text: (a) Whenever the operator applies for an endorsement to operate over hostile environment located outside a congested area in another State in accordance with CAT.POL.H.420, the competent authority of that other State should only grant the endorsement once it is satisfied that: (1) the safety risk assessment is appropriate to the area overflown, considering which of the following operations are relevant to the application: (i) HEMS operations, in accordance with SPA.HEMS.125(a)(2); (ii) HEMS operations, in accordance with SPA.HEMS.125(a)(3); (iii) CAT operations, other than the above; and (2) the operator’s substantiation that preclude the use of the appropriate performance criteria are appropriate for the area overflown. (b) The competent authority of that other State should inform the competent authority of the Member State responsible for issuing the approval.

text: GM1 ARO.OPS.215 Approval of helicopter operations over a hostile environment located outside a congested area

text: DESIGNATED AREAS

text: The authority may, based on its own assessment or on the substantiation of operators, designate different areas for the following operations: (a) HEMS operations, in accordance with SPA.HEMS.125(a)(2); (b) HEMS operations, in accordance with SPA.HEMS.125(a)(3); (c) CAT operations, other than the above.

text: AMC2 ARO.OPS.220 Approval of helicopter operations to or from a public interest site

text: ENDORSEMENT BY ANOTHER STATE

text: (a) Whenever the operator applies for an endorsement to operate to/from a public interest site in another State in accordance with CAT.POL.H.225, the competent authority of that other State should only grant the endorsement once it is satisfied that: (1) the conditions of CAT.POL.H.225(a)(1) through (5) can be met by the operator at those sites for which endorsement is requested; and (2) the operations manual includes the procedures to comply with CAT.POL.H.225(b) for these sites for which endorsement is requested. (b) The competent authority of that other State should inform the competent authority of the Member State responsible for issuing the approval. (c) The competent authority of that other State should notify the competent authority of the Member State responsible for issuing the approval whenever the obstacle environment is known to have changed.

text: AMC3 ARO.OPS.220 Approval of helicopter operations to or from a public interest site

text: DIRECTORY OF PUBLIC INTEREST SITES

text: Each competent authority should maintain a directory of all public interest sites that are subject to an approval or an endorsement in its territory. The directory should contain, for each site: (a) the dimensions; (b) any obstacle resulting in non-conformance to performance class 1 requirements of helicopter types using the site. Each competent authority should either publish, or provide to operators and other competent authorities on their request, the point of contact of a person responsible at the public interest site, if available.

text: GM1 ARO.OPS.220 Approval of helicopter operations to or from a public interest site

text: (a) A permanent obstacle is a natural or artificial obstacle which is expected to remain for 1 year or more. Constructions that are expected to be removed within 1 year are non-permanent, temporary obstacles. (b) In the case of temporary changes to the obstacle environment, the competent authority may take the appropriate temporary measures.

text: (c) In the case of changes to the obstacle environment at a site located on the territory of another State, the competent authority of the operator may liaise with the competent authority of that State.


text: AMC and GM to Part-ARO Issue 3, Amendment 15

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

text: Annex IV to ED Decision 2023/010/R Page 1 of 2

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

identifier: AMC & GM to Part-ARO — Issue 3, Amendment 15

beslut: ED Decision 2023/010/R

text: Annex IV to ED Decision 2023/010/R ‘AMC and GM to Part-ARO — Issue 3, Amendment 15’

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

text: — deleted text is struck through;

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

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

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

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

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

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


text: AMC & GM to Part-ARO Issue 3, Amendment 16

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

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

text: Annex III to ED Decision 2025/010/R Page 1 of 3

text: Annex III to ED Decision 2025/010/R Page 2 of 3

text: Annex III to ED Decision 2025/010/R Page 3 of 3

beslut: ED Decision 2025/010/R

text: Acceptable Means of Compliance and Guidance Material to Annex II (Part-ARO) to

text: Regulation (EU) No 965/2012

text: — Issue 3, Amendment 16’

text: Annex III to ED Decision 2025/010/R ‘AMC & GM to Part-ARO — Issue 3, Amendment 16’

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: GM1 ARO.OPS.100(b) Issue of the air operator certificate

text: AREA OF OPERATION

text: […] (b) The following factors should be taken into account when deciding the area of operation for CAT operations with aeroplanes and helicopters or for IAM operations with VCA: […] (6) The adequacy of aerodromes, or operating sites, vertiports or diversion locations available within the proposed area, and the availability of current maps, charts, associated documents or equivalent data. […]

text: AMC1 ARO.OPS.224 Approval of fuel/energy schemes for IAM operations

text: APPROVAL OF INDIVIDUAL FUEL/ENERGY SCHEMES — QUALIFICATION OF PERSONNEL

text: (a) The competent authority should have qualified inspectors for the approval of individual fuel/energy schemes for IAM operations. (b) The competent authority’s inspectors should have the necessary knowledge and expertise to understand, monitor and validate the applicable criteria of points UAM.OP.VCA.190, UAM.OP.VCA.191, UAM.OP.VCA.195 and UAM.OP.MVCA.192 of Annex IX (Part-IAM). (c) The competent authority should develop guidance to be used by its inspectors when approving and verifying individual fuel/energy schemes for IAM operations.

text: GM1 ARO.OPS.224 Approval of fuel/energy schemes for IAM operations

text: INDIVIDUAL FUEL/ENERGY SCHEME — MEANING

text: The individual fuel/energy scheme may be route-specific and/or VCA-fleet-specific.

text: AMC2 ARO.OPS.224 Approval of fuel/energy schemes for IAM operations

text: APPROVAL OF INDIVIDUAL FUEL/ENERGY SCHEMES — VERIFICATION AND ASSESSMENT

text: (a) For the purpose of approving the individual fuel/energy scheme of a VCA operator, the competent authority should assess and verify the following: (1) the documentation and procedures relevant to the VCA operator’s fuel/energy planning and in-flight replanning policy, and the in-flight fuel/energy management policy; (2) the method for the selection of vertiports, diversion locations and/or VEMS operating sites, as applicable, and relevant documentation;

text: (3) VCA-fleet-specific and route-/area-specific items: (i) averaged consumption data as per type of VCA and specific consumption data as per route/area; (ii) performance characteristics and performance required under the proposed fuel/energy scheme; (iii) the impact of weather on the usable fuel/energy and reserves; (iv) the efficiency and capacity of energy storage devices for the planned operating conditions and degradation of those devices during normal, abnormal and emergency procedures; (v) the reliability of the fuel/energy system, including the accuracy of the fuel/energy measurement and displaying equipment; (vi) the route(s) and/or area(s) of operation where the individual fuel/energy scheme will be used; (4) the VCA operator’s management system, particularly with regard to safety risk management, and the VCA operator’s processes for performance monitoring and measurement; (5) pilot training and experience as relevant to the use of SOPs and systems that support the individual fuel/energy scheme. (b) When collecting statistically relevant data, the competent authority’s inspectors should consider the specificities of the operations of each VCA operator. The data should be collected for a period of at least 6 months, or for a period agreed with the competent authority.

text: AMC3 ARO.OPS.224 Approval of fuel/energy schemes for IAM operations

text: AMENDMENT OR REVOCATION OF AN INDIVIDUAL FUEL/ENERGY SCHEME

text: When the competent authority detects non-compliance of an individual fuel/energy scheme with the applicable requirements, the fuel/energy scheme should be amended to restore its compliance or the approval should be revoked in accordance with point ARO.GEN.350, as the case may be.


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

beslut: ED Decision 2016/008/R

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

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

text: A. Amendments to Part-ORO

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

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

text: B. Amendments to Part-ARO

text: A new GM is inserted as follows:

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

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

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

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


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

beslut: ED Decision 2016/014/R

text: Annex to ED Decision 2016/014/R

text: Annex to Decision 2016/014/R

text: ‘AMC and GM to Part-ARO — Issue 3, Amendment 3’

text: The Annex to Decision 2014/025/R is hereby amended as follows:

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

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

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

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

text: 1. The following additional guidance material has been introduced into Part-ARO: GM1 ARO.OPS.240 Specific approval of RNP AR APCH TEMPORARY LIMITATION ON RVR Where operators are new to RNP AR APCH operations and their initial application is for RNP < 0.3, it is appropriate to establish a temporary limitation for RVR minima, until operational experience is gained. This period could be based upon time (e.g. 90 days) and a number of conducted operations, as agreed by the competent authority and the operator. GM2 ARO.OPS.240 Specific approval of RNP AR APCH REFERENCES Additional guidance material for the specific approval of PBN operations, when required, can be found in ICAO Doc 9997 Performance-Based Navigation (PBN) Operational Approval Manual. In particular, a job aid can be found in paragraph 4.7 therein for assessment of applications for RNP AR APCH.


identifier: AMC & GM to Part-ARO — Issue 3, Amendment 4

beslut: ED Decision 2016/022/R

text: Annex II to ED Decision 2016/022/R ‘AMC and GM to Annex II (Part-ARO) — Issue 3, Amendment 4’

text: The Annex to ED Decision 2014/025/R is amended as follows: The text of the amendment is arranged to show deleted text, new or amended text as shown below: (a) deleted text is marked with strikethrough; (b) new or amended text is highlighted in grey; (c) an ellipsis (…) indicates that the remaining text is unchanged in front of or following the reflected amendment.

text: 1. A new AMC3 ARO.OPS.200 Specific approval procedure is added: AMC3 ARO.OPS.200 Specific approval procedure APPROVAL OF HELICOPTER OFFSHORE OPERATIONS (a) Approval When verifying compliance with the applicable requirements of Subpart K of Annex V (Part-SPA) to

text: Regulation (EU) No 965/2012

text: , the competent authority should ensure prior to issuing an approval that: (1) the hazard identification, risk assessment and risk mitigation processes are in place; (2) operating procedures have been established applicable to the area of operation; (3) helicopters are appropriately certified and equipped for the area of operation; (4) flight crew involved in these operations are trained and checked in accordance with the training and checking programmes established by the operator; and (5) all requirements of Part-SPA, Subpart K are met. (b) Demonstration flight(s) The final step of the approval process may require a demonstration flight performed in the area of operation. The competent authority may appoint an inspector for a flight to verify that all relevant procedures are applied effectively. If the performance is satisfactory, helicopter offshore operations may be approved.

text: 2. A new GM1 ARO.OPS.200 Specific approval procedure is added: GM1 ARO.OPS.200 Specific approval procedure LIMITATIONS FOR HELICOPTER OFFSHORE OPERATIONS The competent authority may impose limitations related to routes and areas of operation for offshore helicopter operations. Such limitations may be specified in the operations specifications (OPSSPEC) or specific approved documents or in the aeronautical information publication (AIP) or by other means. For operations over sea areas, limitations may include a maximum significant wave height under which there is a good prospect of recovery of survivors. This should be linked with the available search and rescue capabilities in the different sea areas.


identifier: AMC & GM to Part-ARO — Issue 3, Amendment 5

beslut: ED Decision 2017/004/R

text: Annex I to ED Decision 2017/004/R

text: Annex I to ED Decision 2017/004/R

text: ‘AMC/GM to Part-ARO — Issue 3, Amendment 5’

text: The Annex to ED Decision 2014/025/R is amended as follows: 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 grey; and (c) an ellipsis ‘[…]’ indicates that the remaining text is unchanged.

text: Annex I to ED Decision 2017/004/R

text: 1. New AMC4 ARO.OPS.200 is added as follows:

text: AMC4 ARO.OPS.200 Specific approval procedure

text: PROCEDURES FOR THE APPROVAL OF COMMERCIAL AIR TRANSPORT OPERATIONS WITH SINGLE-ENGINED TURBINE AEROPLANES AT NIGHT OR IN INSTRUMENT METEOROLOGICAL CONDITIONS (SET-IMC) (a) When verifying compliance with the applicable requirements of Subpart L (SET-IMC) of Annex V (Part-SPA) to

text: Regulation (EU) No 965/2012

text: , the competent authority should check that: (1) the aeroplane is eligible for SET-IMC operations; (2) the maintenance and operational procedures are adequate; (3) a training programme for the flight crew involved in these operations has been established; and (4) the operator has adequately assessed the risks of the intended operations. In particular, the competent authority should assess the operator’s safety performance, experience and flight crew training, as reflected in the data provided by the operator with its application, to ensure that the intended safety level is achieved. With regard to the operator’s specific SET-IMC flight crew training, the competent authority should ensure that it complies with the applicable requirements of Subpart FC (FLIGHT CREW) of Annex III (Part-ORO) and Subpart L (SET-IMC) of Annex V (Part-SPA) to

text: Regulation (EU) No 965/2012

text: , and that it is appropriate to the operations envisaged. The competent authority should assess the operator’s ability to achieve and maintain an acceptable level of power plant reliability by reviewing its engine-trend-monitoring programme and propulsion reliability programme, which are established in accordance with Annex I (Part-M) to

text: Regulation (EU) No 1321/2014

text: . (b) The competent authority may impose temporary restrictions to the operations (e.g. limitation to specific routes) until the operator is able to demonstrate that it has the capability to operate safely in compliance with all the applicable requirements. (c) When issuing the approval, the competent authority should specify: (1) the particular engine-airframe combination; (2) the identification by registration of the individual aeroplanes designated for single-engined turbine aeroplane operations at night and/or in IMC; and (3) the authorised areas and/or routes of operation. VALIDATION OF OPERATIONAL CAPABILITY Observation by the competent authority of a validation flight, simulating the proposed operation in the aeroplane, should be carried out before an approval is granted. This should include flight planning and preflight procedures, as well as a demonstration of the following simulated emergency procedures in simulated IMC/night: (a) total failure of the propulsion system; and (b) total loss of normally generated electrical power.

text: Annex I to ED Decision 2017/004/R

text: In order to mitigate the risks associated with the conduct of such emergency procedures, the following should be ensured: (a) in case of planned single-pilot operations, the crew should be composed of the commander using viewlimiting devices for the purpose of simulating IMC/night and a second rated pilot whose responsibility is to help maintain visual separation from other aircraft, clouds, and terrain; (b) the flight should be conducted in visual meteorological conditions (VMC) by day, and additional, more restrictive weather minima may be established for the demonstration of the procedures involving higher risks; and (c) touch drills should be used when simulating a total failure of the propulsion system.


identifier: AMC & GM to Part-ARO — Issue 3, Amendment 6

beslut: ED Decision 2017/006/R

text: Annex to ED Decision 2017/006/R

text: Annex to Decision 2017/006/R

text: ‘AMC and GM to Part-ARO — Issue 3, Amendment 6’

text: The Annex to Decision 2014/025/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: AMC1 ARO.GEN.120(e) Means of compliance

text: DEMONSTRATION OF COMPLIANCE In order to demonstrate that the implementing rules are met, a risk assessment should be completed and documented. The result of this risk assessment should demonstrate that an equivalent level of safety to that established by the acceptable means of compliance (AMC) adopted by the Agency is reached. (…)

text: AMC1 ARO.GEN.200(a)(2) Management system

text: QUALIFICATION AND TRAINING — GENERAL (a) It is essential that the competent authority has the full capability to adequately assess the continued competence of an organisation by ensuring that the whole range of activities is assessed by appropriately qualified personnel. (b) For each inspector, the competent authority should: (1) define the competencies required to perform the allocated certification and oversight tasks; (2) define the associated minimum qualification requirements; (3) establish initial and recurrent training programmes in order to maintain and to enhance inspector competency at the level necessary to perform the allocated tasks; and (4) ensure that the training provided meets the established standards and is regularly reviewed and updated whenever necessary. (a) The competent authority should ensure appropriate and adequate training of its personnel to meet the standard that is considered necessary to perform the work. To ensure personnel remain qualified, arrangements should be made for initial and recurrent training as required.

text: Annex to ED Decision 2017/006/R

text: (b) The basic capability of the competent authority’s personnel is a matter of recruitment and normal management functions in selection of personnel for particular duties. Moreover, the competent authority should provide training in the basic skills as required for those duties. However, to avoid differences in understanding and interpretation, all personnel should be provided with further training specifically related to

text: Regulation (EC) No 216/2008

text: , its Implementing Rules and related AMCs, CSs and GM, as well as related to the assessment of alternative means of compliance. (c) The competent authority may provide training through its own training organisation with qualified trainers or through another qualified training source. (d) When training is not provided through an internal training organisation, adequately experienced and qualified persons may act as trainers, provided their training skills have been assessed. If required, an individual training plan should be established covering specific training skills. Records should be kept of such training and of the assessment, as appropriate. (...)

text: AMC2 ARO.GEN.200(a)(2) Management system

text: QUALIFICATION AND TRAINING — INSPECTORS (a) Initial training programme: The initial training programme for inspectors should include, as appropriate to their role, current knowledge, experience and skills in at least all of the following: (1) aviation legislation organisation and structure; (2) the Chicago Convention, relevant ICAO annexes and documents; (3) overview of

text: Regulation (EC) No 216/2008

text: , its implementing rules and the related AMC, CS, and GM the applicable requirements and procedures; (4)

text: Regulation (EU) No 965/2012

text: as well as other applicable requirements; (5) management systems, including the assessment of the effectiveness of a management system, in particular hazard identification and auditing,risk assessment, and non-punitive reporting techniques in the context of the implementation of a ‘just culture’; (6) auditing techniques; (7) competent authority procedures relevant to the inspectors’ tasks; (85) human factors principles; (9 6) rights and obligations of inspecting personnel of the competent authority; (107) ‘on-the-job’ training, relevant to the inspector’s tasks; (118) suitable technical training, including training on aircraft-specific subjects, appropriate to the role and tasks of the inspector, in particular for those areas requiring approvals. (b) Recurrent training programme: The recurrent training programme should reflect, at least, changes in aviation legislation and industry. The programme should also cover the specific needs of the inspectors and the competent authority.

text: Annex to ED Decision 2017/006/R

text: Once qualified, the inspector should undergo training periodically as well as whenever deemed necessary by the competent authority in order to remain competent to perform the allocated tasks. The recurrent training programme for inspectors should include, as appropriate to their role, at least the following topics: changes in aviation legislation, operational environment and technologies; competent authority procedures relevant to the inspector’s tasks; technical training, including training on aircraft-specific subjects, appropriate to the role and tasks of the inspector; and results from past oversight. (c) An assessment of an inspector’s competency should take place at regular intervals not exceeding three years. (…)

text: AMC4 ARO.GEN.200(a)(2) Management system

text: INSPECTOR QUALIFICATION FOR CAT OPERATIONS (a) For CAT operations of aircraft with an MOPSC of more than 19 seats or with an MCTOM of more than 45 360 kg, an inspector who performs initial certification or oversight tasks relating to: (1) the flight crew operating procedures contained in Part B (e.g. Chapters B-2, B-3, and B-9) of the Operations Manual (OM), or (2) the aircraft/FSTD part of the flight crew training syllabi and checking programmes contained in Part D of the OM, should have the following qualifications: (i) operational experience in air transport operations appropriate to the allocated tasks; (ii) experience in either operational management within an air transport operation; or as an examiner; or as an instructor; and (iii) hold or have held a valid type rating on the aircraft type concerned; or a class rating as appropriate; or a rating on aircraft types/classes with similar technical and operational characteristics. (b) For CAT operations with an MOPSC of 19 seats or less, the authority should establish the inspector qualifications required to perform the allocated initial certification and oversight tasks. The assigned inspector should undergo theoretical training on aircraft systems and operations. (c) For in-flight inspections of CAT operations, the inspector should have relevant knowledge of the route and area.

text: AMC5 ARO.GEN.200(a)(2) Management system

text: FATIGUE RISK MANAGEMENT INSPECTOR TRAINING An inspector involved in the approval process of operator’s flight time specification schemes and fatigue risk management (FRM) should receive the following training: (a) Initial training (1) Theory and effects of fatigue

text: Annex to ED Decision 2017/006/R

text: (2) Human factors related to fatigue (3) Typical hazards and risks related to fatigue, their possible mitigation measures, and the maturity of hazard identification models (reactive, proactive and predictive) (4) FRM training and promotion methodologies and how to support ongoing development of FRM (5) Data collection and analysis methods related to FRM (6) Integration of FRM into the Management System (7) Fatigue management documentation, implementation and assurance methodologies (8) Regulatory framework and current best practices (9) Auditing and assessment of the effectiveness of an operator’s FRM (b) Recurrent training (at least every 3 years) (1) Review of FRM implementation issues (2) Recent incidents related to fatigue (3) New FRM developments (4) Review of changes in legislation, and best practices

text: GM1 ARO.GEN.200(a)(2) Management System

text: SUFFICIENT PERSONNEL (..) (b) The elements to be considered when determining required personnel and planning their availability may be divided into quantitative and qualitative elements: Quantitative elements: (…) (iv) the estimated number of persons and organisations, as well as the estimated number of subcontracted organisations used by those persons and organisations, exercising their activity within the territory of the Member State and established or residing in another Member State; (…)

text: GM2 ARO.GEN.200(a)(2) Management system

text: INSPECTOR COMPETENCY (a) Competency is a combination of individual skills, practical and theoretical knowledge, attitude, training, and experience. (b) An inspector should, by his/her qualifications and competencies, command the professional respect of the inspected personnel.

text: GM3 ARO.GEN.200(a)(2) Management system

text: SPECIFIC FLIGHT OPERATIONS INSPECTOR QUALIFICATION (a) The following characteristics should be considered in order to establish aircraft types/classes with similar technical and operational characteristics:

text: Annex to ED Decision 2017/006/R

text: (1) Engine technology; (2) Certification basis (3) Level of automation; (4) Flight controls logic (e.g. fly-by-wire, conventional, etc.); and (5) Size and mass of the aircraft (e.g. maximum take-off mass, wake turbulence category, etc.). (b) The following factors should be considered with regard to knowledge of the route and area: (1) Climatological conditions, e.g. exceptionally cold weather; (2) Availability of adequate aerodromes and their specific features, e.g. high elevation, poor English/communication capability, exceptional approach procedures; (3) Navigational procedures, including PBN requirements, ETOPS and extended diversion time requirements; (4) Communication procedures, including required communication performance, any specific and contingency procedures, e.g. loss of communication, drift down, oxygen escape; and (5) Equipment requirements related to search and rescue, e.g. polar, desert operations, oceanic, remote areas.

text: GM4 ARO.GEN.200(a)(2) Management system

text: INSPECTOR TRAINING PROGRAMMES (a) The competent authority may adapt the duration and depth of the individual training programme of an inspector, provided the required competencies are achieved and maintained. (b) The following documents, as appropriate to the role of the inspector, are relevant for the initial training programme for inspectors referred to in AMC2 ARO.GEN.200(a)(2): (1) The Chicago Convention and relevant ICAO annexes and documents. (2)

text: Regulation (EU) No 376/2014

text: (Occurrences in civil aviation) (3)

text: Regulation (EC) No 216/2008

text: , and related implementing rules such as: (i)

text: Regulation (EU) No 1178/2011

text: (Air Crew Regulation); (ii)

text: Regulation (EU) No 1332/2011

text: ;(Part-AUR); (iii)

text: Regulation (EU) No 923/2012

text: (Part-SERA); (iv)

text: Regulation (EU) No 748/2012

text: (OSD); and (v)

text: Regulation (EU) No 1321/2014

text: (Part-M, Part-145), (c) The duration of the on-the-job training should take into account the scope and complexity of the inspector’s tasks. The competent authority should assess whether the required competence has been achieved before an inspector is authorised to perform a task without supervision.

text: GM5 ARO.GEN.200(a)(2) Management system

text: FATIGUE RISK MANAGEMENT INSPECTOR TRAINING ‘Theory and effects of fatigue’ refers to: (a) sleep;

text: Annex to ED Decision 2017/006/R

text: (b) circadian rhythm; (c) adaptation (acclimatisation) after time-jet zone crossing (westbound and eastbound) and jet lag; (d) shift work; (e) bio-mathematical fatigue models; and (f) measurement of fatigue.

text: GM6 ARO.GEN.200(a)(2) Management system

text: FATIGUE RISK MANAGEMENT INSPECTOR TRAINING Guidance on training for inspectors on fatigue risk management is contained in ICAO Doc 9966 (Manual for the Oversight of Fatigue Management Approaches). (…)

text: GM7 ARO.GEN.200(a)(2) Management system

text: INSPECTOR EXPERIENCE IN EITHER OPERATIONAL MANAGEMENT WITHIN AN AIR TRANSPORT OPERATION OR AS AN INSTRUCTOR OR AS AN EXAMINER The inspector assigned to certification and oversight tasks should have sufficient experience in roles that enable a thorough understanding of the operational processes. (a) Experience in operational management refers to previous appointments in functions of organisational relevance, such as in any of the areas below: (1) flight operations and operational control; (2) flight crew training; and (3) management system Such appointments should not be limited to senior management functions such as nominated persons in accordance with point (b) of ORO.GEN.210. It is important that the inspector assigned to certification and oversight tasks in accordance with AMC4 ARO.GEN.200(a)(2) have sufficient experience which enables a thorough understanding of the operational processes within air transport operations. (b) In the context of the approval and oversight of aircraft specific flight crew training and checking, the inspector should have experience as an instructor. (…)

text: SECTION III — OVERSIGHT, CERTIFICATION AND ENFORCEMENT

text: AMC1 ARO.GEN.300(a);(b);(c) Oversight

text: GENERAL (a)The competent authority should assess the organisation and monitor its continued competence to conduct safe operations in compliance with the applicable requirements. The competent authority should ensure that accountability for assessing organisations is clearly defined. This accountability may be delegated or shared, in

text: Annex to ED Decision 2017/006/R

text: whole or in part. Where more than one competent authority is involved, a responsible person should be appointed under whose personal authority organisations are assessed. (b) It is essential that the competent authority has the full capability to adequately assess the continued competence of an organisation by ensuring that the whole range of activities is assessed by appropriately qualified personnel. (…)

text: GM1 ARO.GEN.300(a);(b);(c) Oversight

text: GENERAL (…) (d) Oversight of the organisation includes a review and assessment of the qualifications of nominated persons. (…)

text: AMC1 ARO.GEN.305(b);(d);(d1) Oversight programme

text: SPECIFIC NATURE AND COMPLEXITY OF THE ORGANISATION, RESULTS OF PAST OVERSIGHT (a) When determining the oversight programme for an organisation, the competent authority should consider in particular the following elements, as applicable: (…) (4) specific procedures implemented by the organisation related to any alternative means of compliance used.; and (5) number of subcontractors. (b) For the purpose of assessing the complexity of an organisation’s management system, AMC1 ORO.GEN.200(b) should be used. (…)

text: AMC2 ARO.GEN.305(b) Oversight programme

text: PROCEDURES FOR OVERSIGHT OF OPERATIONS (…) (c) The following types of inspections should be envisaged, as part of the oversight programme: (1) flight inspection, (2) ground inspection (e.g. documents and records), (3) training inspection (e.g. ground, aircraft/FSTD), (43) ramp inspection. The inspection should be a ‘deep cut’ through the items selected, and all findings should be recorded. Inspectors should review the root cause(s) identified by the organisation for each confirmed finding. Inspectors The competent authority should be satisfied that the root cause(s) identified and the corrective actions taken are adequate to correct the non-compliance and to prevent re-occurrence. (…)

text: Annex to ED Decision 2017/006/R

text: GM1 ARO.GEN.305(b);(c);(d);(d1) Oversight programme

text: STORAGE PERIODS OF RECORDS If the organisation’s oversight cycle has been extended, the minimum storage periods for records should be aligned with the extended oversight cycle to ensure that the competent authority has access to all relevant records.

text: AMC2 ARO.GEN.305(c) Oversight programme

text: OVERSIGHT PLANNING CYCLE (…) (d) For organisations holding more than one certificate, the competent authority may define an integrated oversight schedule to include all applicable audit items. In order to avoid duplication of audits, credit may be granted for specific audit items already completed during the current oversight planning cycle, subject to four conditions: (…) (3) the competent authority should be satisfied that there is no reason to believe evidence that standards have deteriorated in respect of those specific audit items being granted a credit; (…)

text: AMC1 ARO.GEN.310(a) Initial certification procedure — organisations

text: VERIFICATION OF COMPLIANCE (a) Upon receipt of an application for an air operator certificate (AOC), the competent authority should: (1) assess the management system and processes, including the operator’s organisation and operational control system; (2) review the operations manual and any other documentation provided by the organisation; and (3) for the purpose of verifying the organisation’s compliance with the applicable requirements, conduct an audit at the organisation’s facilities. The competent authority may should require the conduct of one or more demonstration flights operated as if they were commercial flights, or an in-flight inspection should be conducted at the earliest opportunity. (…)

text: AMC1 ARO.GEN.330 Changes — organisations

text: AOC HOLDERS (a) Changes to in nominated personnel s specified in Part-ORO: (1) The competent authority should be informed of a Any changes to the accountable manager personnel specified in Part-ORO.GEN.210(a) that may affect the certificate or terms of approval/approval schedule attached to it, require prior approval under ARO.GEN.330(a) and ORO.GEN.130(a) and (b). (2) When an organisation submits the name of a new nominee for any of the persons nominated as per ORO.GEN.210(b), the competent authority should require the organisation to produce a written résumé of the proposed person's qualifications. The competent authority should reserve the right to interview the nominee or call for additional evidence of his/her suitability before deciding upon his/her acceptability. (...)

text: Annex to ED Decision 2017/006/R

text: GM2 ARO.GEN.350(d) Findings and corrective actions — organisations

text: CORRECTIVE ACTION IMPLEMENTATION PERIOD The 3-month period should commence from the date of the communication of the finding to the organisation in writing and requesting corrective action to address the non-compliance(s) identified.

text: SUBPART OPS — AIR OPERATIONS

text: SECTION I — CERTIFICATION OF COMMERCIAL AIR TRANSPORT OPERATORS

text: GM1 ARO.OPS.100(b) Issue of the air operator certificate

text: AREA OF OPERATION (a) If the area of operation within the operational specifications of Appendix II to Part-ARO is not defined as ‘worldwide’ or ‘with no geographical limit’, the competent authority should describe the boundaries of a permissible area of operation by listing for example: a continuous line between a list of coordinates (Lat./Long.); the national boundary of the State of issuance of the AOC; a flight information region (FIR) boundary; a combination of adjacent FIR boundaries; ICAO region(s) as per ICAO Doc 7030; and operations in the Inter-Tropical Convergence Zone (ICTZ). (b) The following factors should be taken into account when deciding the area of operation for CAT operations: (1) The adequacy of the operational control and maintenance arrangements within the proposed area of operation. (2) The general suitability of the aircraft which are to be used and in particular: (i) the performance capability of the aircraft with regard to the terrain; (ii) the need for any special equipment; (iii) the aircraft systems and the level of redundancy of those systems, with regard to extremes of weather or climate; and (iv) the need for any special dispatch minima with regard to the content of the MEL. (3) Any special training required for: (i) weather or climatic conditions likely to be encountered; and (ii) compliance with specific approvals under Part-SPA (MNPS, RVSM, etc.). (4) The need for the flight crew to comply with non-standard ATC requirements such as the use of: (i) non-standard phraseology; (ii) altitude clearances in metres; and (iii) altimeter settings in inches of mercury, wind speed in metres/sec, visibility in miles, etc.

text: Annex to ED Decision 2017/006/R

text: (5) The navigation and communication facilities available over the routes proposed and the associated equipment of the aircraft. (6) The adequacy of aerodromes or operating sites available within the proposed area, and the availability of current maps, charts, associated documents or equivalent data. (7) The availability of adequate search and rescue facilities, and the need to carry special survival equipment and the need for training in the use of the survival equipment. (8) Survival equipment available for the operator and installed in the aircraft used.

text: GM2 ARO.OPS.200 Specific approval procedure

text: SPECIFIC APPROVALS FOR TRAINING ORGANISATIONS The specific approvals, as established in Appendix V, for non-commercial operations and specialised operations, also apply to training organisations with a principal place of business in a Member State.

text: GM1 ARO.OPS.235(b);(c) Approval of individual flight time specification schemes

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

text: AMC1 ARO.RAMP.115(b)(2) Qualification of ramp inspectors

text: SENIOR RAMP INSPECTORS (a) The competent authority should may appoint senior ramp inspectors provided they appointees meet the qualification criteria established by that competent authority. These qualification criteria should contain at least the following requirements: (1) the appointee has been a qualified ramp inspector over the 3 years 36 months prior to his/her appointment; (2) during the period under (1), the appointee has performed a minimum of 72 ramp inspections, with no less than 24 ramp inspections during each of the three 36 12-months segments prior to the appointment, evenly spread over this period; and (3b) The senior ramp inspector will remain qualified appointed only if performing at least 24 ramp inspections during any 12-month period after his/her appointment each calendar year with no less than 12 ramp inspections during each half of that calendar year. (bc) If the competent authority does not have senior ramp inspectors to conduct on-the-job training, such training should may be performed by a senior ramp inspector from another State. (cd) Additional factors to be considered when nominating senior ramp inspectors include knowledge of training techniques, professionalism, maturity, judgment, integrity, safety awareness, communication skills, personal standards of performance and a commitment to quality. (de) If Should a senior ramp inspector should lose his/her qualification appointment as a result of failure to reach meet the conditions on minimum number of ramp inspections mentioned in paragraph point (ab)(1) and/or (b)(2) above, he/she should may be re-qualified reappointed by the Member State competent authority after performing the missing number of ramp inspections under the supervision of another senior ramp inspector. These ramp inspections should be performed during the next half calendar year in

text: Annex to ED Decision 2017/006/R

text: addition to the ones required for that period by performing at least four inspections under the supervision of a senior ramp inspector, within a maximum period of 2 months. (ef) Senior ramp inspectors, like any other inspectors, should also receive recurrent training according to the frequency mentioned in paragraph point (b) of AMC1 ARO.RAMP.115(b)(3).

text: GM2 ARO.RAMP.115(b)(2) Qualification of ramp inspectors

text: SENIOR RAMP INSPECTORS (a) Before ramp inspectors may be appointed as senior ramp inspectors, they need at least to be qualified inspectors for 36 months and to have performed 72 ramp inspections during that period. Ideally, those inspections should be evenly spread over the 36-month period. If the qualification of the ramp inspector was temporarily lost during the 36-month period, but regained in accordance with AMC2 ARO.RAMP.115(b)(3)(c), the ramp inspector should be considered as qualified. Regarding the recent experience, contrary to the requirements for non-senior inspectors, the mentioned number of inspections for senior inspectors are always ramp inspections, and may not be reduced by other inspections. (b) The recent experience compliance should be reviewed on 1 January and 1 July. In case the senior inspector does not meet the minimum number of inspections, the inspector may be reappointed as soon as the missing number of inspections as referred to in AMC1 ARO.RAMP.115(b)(2)(e) have been performed. There is no need to wait until the next measuring date. For the calendar year during which the senior inspector was firstly appointed, the recent experience criteria may be applied on a pro rata basis.

text: AMC1 ARO.RAMP.115(b)(3) Qualification of ramp inspectors

text: RECURRENT TRAINING (a) Once qualified, ramp inspectors should undergo recurrent training in order to be kept up-to-date. (ab) The competent authority should ensure that all ramp inspectors undergo recurrent training at least once every 3 years after being qualified as ramp inspectors or and whenever deemed necessary by the competent authority or the Agency, e.g. after major changes in the inspection procedures. The Agency will inform the competent authority of such necessity and on the associated timeframe for implementation. (bc) Recurrent training should be delivered by a competent authority or by an approved training organisation. (cd) The recurrent training should cover at least the following elements: (1) new regulatory and procedural developments; (2) new operational practices; (3) articulation review of other European processes and regulations (list of banned operators or aircraft pursuant to

text: Regulation (EC) No 2111/2005

text: , authorisation of third-country operators); using data collected through ramp inspections; and (4) standardisation and harmonisation issues. (de) If a ramp inspector loses his/her qualification as a result of failure to undergo the recurrent training mentioned in paragraph point (b) above, he/she should be re-qualified by the competent authority by

text: providing him/her with the missing recurrent training.

text: Annex to ED Decision 2017/006/R

text: AMC2 ARO.RAMP.115(b)(3) Qualification of ramp inspectors

text: RECENT EXPERIENCE REQUIREMENTS (a) The minimum number of inspections required for ramp inspectors will remain qualified only if performing at least to maintain their qualification should be conducted during any 12-month period after qualification, evenly spread during such intervals 12 ramp inspections during each calendar year, after their qualification, with no less than 6 ramp inspections during each half of that calendar year. (b) This number may be reduced up to a half by the number of inspections on aircraft operated by domestic operators if the inspector is also a qualified flight operations, ramp or airworthiness inspector of a competent authority and is regularly engaged in the oversight of such operators. (c) If the inspector has performed some ramp inspections but he/she loses his/her qualification as a result of not reaching the minimum number of inspections during any 12-month period after qualification, he/she may be re-qualified by the competent authority by performing a number of inspections under the supervision of a senior ramp inspector. The number of supervised inspections should not be less than half the number of missed inspections according to the minimum requirement. All ramp inspections under supervision which are necessary for re-qualification should be performed within 90 calendar days. Should a ramp inspector lose his/her qualification as a result of failure to meet the conditions on the minimum number of ramp inspections mentioned in point (a) above, he/she may be requalified by the competent authority after performing the missing number of inspections under the supervision of a senior ramp inspector. These inspections should be performed as ramp inspections during the next half calendar year in addition to the ones required for that period. (d) If Should the inspector loses his/her qualification because he/she has not been engaged in performing inspections on aircraft for more than 12 months a period of 2 to 6 consecutive halves of a calendar year, he/she may be requalified by the competent authority only after successfully completing on-the-jobtraining as prescribed in AMC2 ARO.RAMP.115(b)(2) and any required recurrent training required. (e) If Should the inspector loses his/her qualification because he/she has not been engaged in performing inspections on aircraft for more than 36 months 6 consecutive halves of a calendar year, he/she should be fully requalified by successfully completing initial theoretical, practical and on-the-job training. (f) The competent authority should ensure that all ramp inspectors undergo recurrent training at least once every 3 years after being qualified as ramp inspectors and whenever deemed necessary by the Agency due to significant changes of to the ramp inspection programme.

text: GM1 ARO.RAMP.115(b)(3) Qualification of ramp inspectors

text: RECENT EXPERIENCE REQUIREMENTS The recent experience requirements should be reviewed on 1 January and 1 July. For the half calendar year during which the inspector was firstly qualified, the recent experience criteria may be applied on a pro rata basis.


text: OJ L 315, 28.11.2003, p. 1.OJ L 362, 17.12.2014, p.1.

identifier: AMC & GM to Part-ARO — Issue 3, Amendment 7

beslut: ED Decision 2018/003/R

text: Annex II to ED Decision 2018/003/R

text: Annex II to Decision 2018/003/R

text: ‘AMC/GM to Part-ARO – Issue 3, Amendment 7’

text: The Annex to Decision 2014/025/R of 28 July 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 grey; and

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

text: AMC1 ARO.OPS.110, AMC2 ARO.OPS.110, GM1 ARO.OPS.110 and GM2 ARO.OPS.110 are amended as follows:

text: AMC1 ARO.OPS.110 Lease agreements for aeroplanes and helicopters

text: WET LEASE-IN (a) Before approving a wet lease-in agreement, the competent authority of the lessee should assess available reports on ramp inspections performed on aircraft of the lessor. (b) The competent authority should only approve a wet lease-in agreement if the routes intended to be flown are contained within the authorised areas of operations specified in the AOC of the lessor.

text: AMC2 ARO.OPS.110 Lease agreements for aeroplanes and helicopters

text: SHORT TERM WET LEASE-IN The competent authority of the lessee may approve third country operators individually or a framework contract with more than one third country operator in anticipation of operational needs or to overcome operational difficulties taking into account the conditions defined in

text: Article 13(3) of Regulation (EC) No 1008/2008

text: GM1 ARO.OPS.110 Lease agreements for aeroplanes and helicopters

text: APPROVAL (a) Except for wet lease-out, approval for an EU operator to lease an aircraft of another operator should be issued by the competent authority of the lessee and the competent authority of the lessor. (b) When an EU operator leases an aircraft of an undertaking or person other than an operator, the competent authority of the lessee should issue the approval.

text: GM2 ARO.OPS.110 Lease agreements for aeroplanes and helicopters

text: DRY LEASE-OUT The purpose of the requirement for the competent authority to ensure proper coordination with the authority that is responsible for the oversight of the continuing airworthiness of the aircraft in accordance

text: Annex II to ED Decision 2018/003/R

text: with

text: Commission Regulation (EC) No 2042/20031321

text: /2014 is to ensure that appropriate arrangements are in place to allow: (a) the transfer of regulatory oversight over the aircraft, if relevant; or (b) continued compliance of the aircraft with the requirements of


text: Pa ge 2 of 6

text: Flight crew

text:  On-board ☐ ☐  Form/content/English tra ns lation when needed  Va l idity  Ra ti ngs (appropriate type) (pilot-in-command (PIC)/ATPL)  Pi l ots’ age Flight crew  Pos s ible di fference wi th ICAO Annex 1

text: licence/composition (concerning the age of pilots)  In ca s e of va lidation (all documents needed)  Medi cal assessment/ check i nterval  Spa re eye glasses if applicable  Mi ni mum flight crew requirements  Al cohol testing, where a pplicable

text: B Cabin Safety

text:  General overview of cabin crew (conditions) ☐ ☐  The s ufficient number of ca bin crew (appropriate)  How the duty s tations a re manned  Fol low practice of the cabin crew 11 Cabin crew members  When refuelling with passengers on-board check procedures  Al cohol testing, where a pplicable

text: Pa ge 3 of 6

text: Proof of ramp inspection

text: Date: Local time Local time Place: start: end: Operator: Alcohol testing: Yes or No  Positive alcohol test: Yes or No 

text: Number of flight crew tested:____ Number of cabin crew tested:___ AOC Number: SAFA  SAFA type of

text: operation:  General Helicopter or  Commercial Air Aviation operation Transport (Annex 6 (Annex 6 Part III) (Annex 6 Part I) Part II)

text: State: SACA  SACA type of

text: operation:  NCC- Other (please Information of competent authority  CAT-aeroplanes aeroplanes specify) (logo, contact details tel./fax/e-mail)

text: Route from: Flight No:

text: Route to: Flight No:

text: Chartered by operator: Charterer’s State:

text: (where applicable) (where applicable)

text: Aircraft type: Registration mark: Construction No.:

text: Flight crew State of licensing: 2nd State of licensing: Aircraft configuration:

text: (where applicable) Passenger Freight  Combi

text: I S C t

text: t t a Description Check Remark

text: e d t Finding description e

text: m 1 2

text: Flight deck A

text: General condition 1 Emergency exit 2 Equipment 3

text: Manuals 4 Checklists 5 Radio navigation charts 6 Minimum equipment list 7 Certificate of registration 8 Noise certificate (where applicable) 9 1 AOC or equivalent 0 1 Radio licence 1 Certificate of airworthiness (CofA) 1 2

text: Flight data

text: Flight preparation 1 3 1 Weight and balance

text: Safety equipment

text: Hand fire extinguishers 5 1 Life jackets/flotation device 6 1 Harness 7 1 Oxygen equipment 8 Independent portable light 1 9

text: Flight crew

text: Flight crew licence 0

text: Journey log book/technical log or equivalent

text: Journey log book, or equivalent 1 2 Maintenance release 2 2 Defect notification and rectification 3 2 Preflight inspection

text: Safety/cabin B

text: General internal condition 1 Cabin attendant’s station & crew rest area 2 First aid kit/emergency medical kit 3 Hand fire extinguishers 4 Life jackets/flotation devices 5 Seat belt and seat condition 6 7 Emergency exit, lighting/marking, independent portable light Slides/life rafts (as required), ELT 8 Oxygen supply (cabin crew and passengers) 9 Safety instructions 1 0 1 Cabin crew members 1 1 Access to emergency exits 2 1 Safety of passenger baggage 3 1 Seat capacity

text: Aircraft condition C

text: General external condition 1 Doors and hatches 2 Flight controls 3 Wheels, tyres and brakes 4 Undercarriage skids/floats 5 Wheel well 6

text: Power plant and pylon 7 Fan blades, propellers, rotors (main & tail) 8 Obvious repairs 9 1 Obvious un-repaired damage 0 Leakage 1 1

text: Cargo D

text: General condition of cargo compartment 1 Dangerous goods 2 1Inspection Standards: E = EASA, I = ICAO, M = manufacturer, N = national, O = others 2 Finding Category: G = general remark, I = minor, II = Significant , III = major Safety of cargo on board 3

text: Corrective action information (where applicable) General E

text: General 1

text: Class of Action

text: 3d Immediate operating ban 3c Aircraft grounded by (name CA) 3b Corrective actions before Flight required 3a Restriction on aircraft operation

text: Information to Authority and Operator

text: Information to PIC/operator representative

text: No Findings

text: PIC / operator representative(comments / feedback) Name & Signature* SAFA inspector(s) name(s) or number(s):

text: (*) Signature by any member of the crew or other representative of the inspected operator does in no way imply acceptance of the listed findings but simply a confirmation that the aircraft has been inspected on the date and at the place indicated on this d ocument. This report represents an indication of what was found on this occasion and must not be construed as a determination that the aircraft is fit for the intended flight. Data submitted in this report can be subject to change upon entering into the centralised database.

text: CA Document Number xxx

text: Pa ge 5 of 6

identifier: AMC & GM to Part-ARO — Issue 3, Amendment 8

beslut: ED Decision 2018/012/R

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

text: Annex II to Decision 2018/012/R

text: ‘AMC and GM to Part-ARO — Issue 3, Amendment 8’

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 follow ing the reflected amendment. 1. AMC1 ARO.RAMP.106 is inserted as follows: AMC1 ARO.RAMP.106 Alcohol testing GENERAL — ALCOHOL TESTING METHODOLOGY (a) If alcohol testing is carried out by RAMP inspectors under the RAMP inspection programme, the following alcohol testing methodology should be used to ensure accurate testing results. (1) The alcohol test should be carried out with an appropriate and approved testing device in accordance with national requirements on alcohol testing of individuals. (2) The ramp inspector that carries out the alcohol test should be adequately trained and qualified. (3) After an initial positive alcohol test, a further confirmation test should be carried out in accordance with national requirements on alcohol testing of individuals. (4) Testing procedures should specify the following: (1) Handling of test results, in order to determine a true positive test (2) The process to be followed in case of a confirmed positive test result, including how to inform the crew member concerned about the actual testing result (b) Initial alcohol test (1) The initial alcohol test should be carried out using a breath alcohol analyser to ensure that initial alcohol testing is non-invasive. (2) The breath alcohol concentration (BrAC), measured by a breath alcohol analyser during the initial alcohol test, should not exceed a level equivalent to 0.2 grams of blood alcohol concentration (BAC) per litre of blood or the lower of the national statutory limits, whichever is the lower. (c) During a confirmation alcohol test, the BAC should not exceed a level equivalent to 0. 2 grams per litre of blood or the lower of the national statutory limits, whichever is the lower. (d) In case of a positive alcohol test following a confirmation alcohol test or in case of a refusal by the crew member to cooperate during an alcohol test, the competent authority should inform Annex II to ED Decision 2018/012/R the crew member concerned, as well as the competent authority and the authority responsible for the crew concerned. (e) A refusal by a crew member to cooperate during an alcohol test should be regarded in the same way as a positive test and as such should be regarded as a refusal to grant access in accordance with ORO.GEN.140 in the case of an EU operator or in accordance with TCO.115 of

text: Commission Regulation (EU) No 452/2014

text: in the case of a third-country operator. (f) The competent authority should provide information on its alcohol testing procedures in an easily accessible format.

text: 2. GM1 ARO.RAMP.106 is inserted as follows: GM1 ARO.RAMP.106 Alcohol testing CONDUCT OF THE ALCOHOL TEST (a) An alcohol test may be carried out at any time during a ramp inspection. (b) In order to ensure sufficient time in case of a confirmation test, following an initial test, the alcohol test should, where possible, be carried out at the start of the inspection. (c) At all times when carrying out an alcohol test, the inspector should ensure a testing environment as discreet as possible.

text: 3. GM2 ARO.RAMP.106 is inserted as follows: GM2 ARO.RAMP.106 Alcohol testing GUIDANCE ON CARRYING OUT A CONFIRMATION ALCOHOL TEST (a) The written information after a positive confirmation test provided to the crew member concerned, contains information on the time and date of the alcohol test, the equipment used, as well as the actual result of the alcohol test. (b) A further confirmation test may be carried out at least 15 minutes, but not more than 30 minutes, after the completion of the initial test. During this time, the inspector should observe that the flight and cabin crew member does not eat or drink or ingest something into their mouth, in order to prevent any accumulation of alcohol in the mouth from leading to an artificially high reading.

text: 4. GM3 ARO.RAMP.106 is inserted as follows: GM3 ARO.RAMP.106 Alcohol testing INFORMATION ON ALCOHOL TESTING The information by the competent authority on its alcohol testing procedures should include information on the applicable national statutory limit. Annex II to ED Decision 2018/012/R

text: 5. AMC4 ARO.RAMP.115(b)(2 is amended as follows: AMC4 ARO.RAMP.115(b)(2) Qualification of ramp inspectors CHECKLIST ON-THE-JOB TRAINING OF INSPECTORS (…) (…) (…)

text: 6. AMC2 ARO.RAMP.125 is inserted as follows: AMC2 ARO.RAMP.125 Proof of ramp inspection checklist CHECKLIST TO REPORT ON THE RESULTS OF A RAMP INSPECTION Annex II to ED Decision 2018/012/R Annex II to ED Decision 2018/012/R Annex II to ED Decision 2018/012/R

text: 7. AMC1 ARO.RAMP.135(b) is amended as follows: AMC1 ARO.RAMP.135(b) Follow-up actions on findings CLASSES OF CATEGORY 3 FINDINGS (…) (c) Whenever the operator is required to take corrective actions before departure (Class 3b), inspectors should verify that the operator has taken such actions. Examples of immediate corrective actions to be taken before departure are: (1) (temporary) repairs to defects according to the manufactures definitions (e.g. AMM and/or SRM); (2) recalculation of mass and balance, performance calculations and/or fuel figures; (3) a copy of a missing licence/document to be sent by fax or other electronic means; (4) proper restraining of cargo; and (5) removal from duty of a crew member after a positive alcohol test or where the crew member has refused to cooperate during a test in accordance with AMC1 ARO.RAMP.106. If inspectors have imposed corrective actions, they should be mentioned in the ‘Class of actions’ field on the Ramp inspection report. If the operator took voluntarily corrective actions to address a category 1 or a category 2 finding before the flight, it should be reported in the ‘Additional information’ field only. (…)