identifier: AMC & GM to Part-ORO — Issue 2, Amendment 18

amnesord: Part-ORO - Organisation Requirements for Air Operations

beslut: ED Decision 2021/005/R

publisher: Europeiska unionens byrå för luftfartssäkerhet

sprak: en

serie: amc-gm

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

type: stycke

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

text: ‘AMC and GM to Part-ORO — Issue 2, Amendment 18’

text: The Annex to Decision 2014/017/R of 24 April 2012 is hereby amended as follows: The text of the amendment is arranged to show deleted, new or amended text as shown below: — deleted text is struck through; — new or amended text is highlighted in blue; — an ellipsis ‘[…]’ indicates that the rest of the text is unchanged.

text: AMC1 ORO.AOC.130 Flight data monitoring — aeroplanes

type: rubrik

text: FLIGHT DATA MONITORING (FDM) PROGRAMME [...] (c) FDM analysis techniques should comprise the following: (1) Exceedance detection: searching for deviations from aircraft flight manual limits and standard operating procedures. A set of core events should be selected to cover the main areas of interest to the operator and as much as possible, the most significant risks identified by the operator. A sample list is provided in Appendix 1 to AMC1 ORO.AOC.130. The event definitions detection limits should be continuously reviewed to reflect the operator’s current operating procedures. […] (l) Airborne systems and equipment used to obtain FDM data should range from a an already installed full quick access recorder (QAR), in an a modern aircraft with digital systems, to a basic crash-protected flight recorder in an older or less sophisticated aircraft. The analysis potential of the reduced data set available in the latter case may reduce the safety benefits obtainable. The operator should ensure that FDM use does not adversely affect the serviceability of equipment required for accident investigation.

text: GM1 ORO.AOC.130 Flight data monitoring — aeroplanes

text: DEFINITION IMPLEMENTATION OF AN FDM PROGRAMME Flight data monitoring is defined in Annex I to this Regulation. For the purposes of this Guidance Material, an FDM programme may be defined as a proactive and non-punitive programme for gathering and analysing data recorded during routine flights to improve aviation safety. It should be noted that the requirement to establish a FDM programme is applicable to all individual aircraft in the scope of ORO.AOC.130, not to a subset selected by the operator. (a) FDM analysis techniques (1) Exceedance detection (i) FDM programmes are used for detecting exceedances, such as deviations from flight manual limits, standard operating procedures (SOPs), or good airmanship. Typically, a set

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

text: of core events establishes the main areas of interest that are based on a prior assessment of the most significant risks by to the operators. In addition, it is advisable to consider the following risks: risk of runway excursion or abnormal runway contact at take-off or landing, risk of loss of control in flight, risk of airborne collision, and risk of collision with terrain. Examples: low or high lift-off rotation rate, stall warning, ground proximity warning system (GPWS) warning, flap limit speed exceedance, fast approach, high or /low on glideslope, and heavy landing. [...]

text: Appendix 1 to AMC1 GM2 ORO.AOC.130 Flight data monitoring — aeroplanes

text: EXAMPLES TABLE OF FDM EVENTS The following table provides examples of FDM events that may be further developed using operator and aeroplane specific limits. The table is considered illustrative and not exhaustive. Other examples may be found in the documents published by the European Operators Flight Data Monitoring (EOFDM) forum.

text: Event Group Description

text: Rejected take-off High speed rejected take-off Take-off pitch Pitch rate low or high on take-off Pitch attitude high during take-off […]

text: GM32 ORO.AOC.130 Flight data monitoring — aeroplanes

text: GUIDANCE AND INDUSTRY GOOD PRACTICE FLIGHT DATA MONITORING (a) Additional guidance material for the establishment of flight data monitoring can may be found in: (1) International Civil Aviation Organization (ICAO) Doc 10000 ‘Manual on Flight Data Analysis Programmes (FDAP)’; and (2) UK Civil Aviation Authority CAP 739 (Flight Data Monitoring), second edition dated June 2013. (b) Examples of industry good practice for the establishment of flight data monitoring may be found in the documents published by the European Operators Flight Data Monitoring (EOFDM) forum.

text: GM1 ORO.GEN.130(b) Changes related to an AOC holder

text: CHANGES REQUIRING PRIOR APPROVAL The following GM is a non-exhaustive checklist of items that require prior approval from the competent authority as specified in the applicable Implementing Rules:

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

text: […] (n) performance: (1) increased bank angles at take-off (for performance class A aeroplanes); (2) short landing operations (for performance class A and B aeroplanes); (3) steep approach operations (for performance class A and B aeroplanes); (4) reduced required landing distance operations (for performance class A and B aeroplanes); […]

text: AMC3 ORO.MLR.100 Operations manual — general

text: CONTENTS — CAT OPERATIONS [...] 11 HANDLING, NOTIFYING AND REPORTING ACCIDENTS, INCIDENTS AND OCCURRENCES AND USING THE CVR RECORDING [...] (g) Procedures for the preservation of recordings of the flight recorders following an accident or a serious incident or when so directed by the investigating authority. These procedures should include: (1) a full quotation of point (a) of CAT.GEN.MPA.195(a); and (2) instructions and means to prevent inadvertent reactivation, repair or reinstallation of the flight recorders by personnel of the operator or of third parties, and to ensure that flight recorder recordings are preserved for the needs of the investigating authority. [...]

text: AMC5 ORO.MLR.100 Operations manual — general

text: CROSSWIND LIMITATIONS IN THE OPERATIONS MANUAL (OM) When publishing operational crosswind limitations in Part B of the OM in accordance with AMC3 ORO.MLR.100, operators should consider: (a) the following manufacturer’s information: (1) values published in the ‘Limitations’ Section of the AFM; (2) maximum demonstrated crosswind values, when more limiting values are not published in the ‘Limitations’ Section of the AFM; (3) gust values; and (4) additional guidance or recommendations; (b) operational experience; and

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

text: (c) operating-environment factors such as: (1) runway width; (2) runway surface condition; and (3) prevailing weather conditions.

type: vagledning

utgivare: easa


text: AMC and GM to Part-ORO Issue 2, Amendment 19

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

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

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identifier: AMC and GM to Part-ORO — Issue 2, Amendment 19

beslut: ED Decision 2022/005/R

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

text: Commission Regulation (EU) No 965/2012

text: — Issue 2, Amendment 19’

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 2014/017/R of 24 April 2014 of the Executive Director of the Agency is amended as follows:

text: GM1 ORO.GEN.110(c) Operator responsibilities

text: OPERATIONAL CONTROL

text: (a) Point ORO.GEN.110(c) does not imply a requirement for licensed flight operations officers/flight dispatchers. (b) If the operator uses employs flight operations officers (FOOs)/flight dispatchers (FDs) in conjunction with a method of operational control, training for thatthese personnel should be based on the relevant parts of ICAO Annex 1 and ICAO Documents 10106 and 9868. Doc 7192 Training Manual, Part D-3. This training should be described in the OMoperations manual.

text: AMC1 ORO.GEN.110(c)&(e) Operator responsibilities

text: PERSONNEL RESPONSIBILITIES — OPERATIONAL CONTROL PERSONNEL THAT PERFORM TASKS RELATED TO FLIGHT MONITORING AND FLIGHT WATCH — TRAINING PROGRAMME

text: (a) When a CAT operator uses flight monitoring or flight watch as functions of a system for exercising operational control, FOOs/FDs should perform those functions. (b) The CAT operator should develop a training programme, based on the relevant parts of ICAO Annex 1, ICAO Documents 10106 and 9868, for FOOs/FDs that perform those functions. (c) The training programme specified above should be detailed in the OM of the CAT operator and should be delivered by an instructor for operational control personnel.

text: INITIAL TRAINING

text: (d) The initial training should include, where relevant to the intended operation, the following elements that should be tailored to the specific duties assigned to each person: (1) air law: rules and regulations relevant to the task assignment, appropriate ATS practices and procedures; (2) aircraft general knowledge: (i) principles of operation of aeroplane engines/systems/instruments; (ii) operating limitations of aeroplanes and engines; and (iii) MEL and configuration deviation list (CDL); (3) flight performance calculation, planning procedures, and loading: (i) effects of loading and mass distribution on aircraft performance and flight characteristics; mass and balance calculations; (ii) operational flight planning; fuel consumption and endurance calculations; alternate aerodrome selection procedures; en-route cruising control; extended range operation; (iii) preparation and filing of ATS flight plans; and

text: (iv) basic principles of computer-assisted planning systems; (4) human performance: human performance related to operational control duties, including principles of threat and error management (TEM); guidance material on how to design training programmes on human performance, including on TEM, is provided in ICAO Doc 9683 Human Factors Training Manual; (5) meteorology: (A) aeronautical meteorology; movement of pressure systems; structure of fronts; origin and characteristics of significant weather phenomena that affect take-off, en-route, and landing conditions; (B) interpretation and application of aeronautical meteorological reports, charts, and forecasts; codes and abbreviations; use of, and procedures for, obtaining meteorological information; (C) effects of meteorological conditions on aircraft operation and on radio reception in the aircraft that is used by the operator; and (D) all-weather operations; (6) navigation: (A) principles of air navigation with particular reference to IFR; and (B) navigation and radio equipment in the aircraft that is used by the operator; (7) operational procedures: (A) use of aeronautical documentation and SOPs; (B) procedures for operations beyond 60 minutes from an adequate aerodrome, including, if applicable, extended-diversion-time operations (EDTOs); (C) operational procedures for the carriage of cargo and dangerous goods; (D) de-icing/anti-icing; (E) procedures related to aircraft accidents and incidents; emergency flight procedures; and (F) security procedures related to unlawful interference and sabotage of aircraft; (8) principles of flight: principles of flight related to the appropriate category of aircraft; (9) radio communications: procedures for communicating with other aircraft and ground stations; and (10) special aerodromes.

text: OPERATOR-SPECIFIC TRAINING

text: (e) In addition to the initial training, FOOs/FDs should receive training in the specific duties, responsibilities, and tools that are associated with the operational control system of the operator.

text: RECURRENT TRAINING

text: (f) When the recurrent training is conducted within the last 12 months of a 36-month validity period, the next 36-month validity period should be calculated from the original expiry date of the previous assessment. (g) Notwithstanding the 36-month interval of point (f), recurrent training may also be performed at shorter intervals and adjusted to the needs identified after an assessment of the training needs conducted by the operator.

text: KNOWLEDGE, SKILLS, AND QUALIFICATIONS FOR INSTRUCTORS OF oPERATIONAL cONTROL PERSONNEL

text: (h) Unless otherwise required by the relevant national regulations, instructors for operational control personnel should: (1) be able to prove that they are current in the subjects covered by the training programme for FOOs/FDs, including the operator-specific elements, or otherwise successfully complete an FOO/FD training programme; (2) have adequate instructional skills or attend instructor training; if more than 24 months have passed since the delivery of the last FOO/FD course, they should attend recurrent instructor training before delivering the next course; and (3) have relevant work experience in the areas of the training that they provide. (i) The CAT operator should include in the OM the required knowledge, skills, and qualifications of the instructors for operational control personnel.

text: AMC2 ORO.GEN.110(f) Operator responsibilities

text: INSTRUCTIONS ABOUT DUTIES AND RESPONSIBILITIES OF PERSONNEL — BRIEFING OF FLIGHT OPERATIONS OFFICERS/FLIGHT DISPATCHERS BEFORE ASSUMING DUTIES

text: In the context of an ongoing flight-following, flight-monitoring, or flight-watch activity, an FOO/FD, before assuming duties, should be briefed on the elements related to the safety of the operations the FOO/FD will be performing as part of the operational control.

text: GM2 ORO.GEN.110(f) Operator responsibilities

text: ELEMENTS OF THE BRIEFING GIVEN TO FLIGHT OPERATIONS OFFICERS/FLIGHT DISPATCHERS BEFORE ASSUMING DUTIES

text: Before commencing their shift, the FOO/FD should be briefed on relevant safety information such as: (a) weather charts; (b) weather reports; (c) NOTAMs; (d) operational restrictions in force; (e) flights in the air and flights for which operational flight plans have been issued but which have not yet started and for which the FOO/FD will be responsible; (f) the forecast flight schedule; and (f) other relevant safety information as listed in GM 28 Annex I ‘Definitions for terms used in Annexes II to VIII’.

text: CHANGES REQUIRING PRIOR APPROVAL

text: The following GM is a non-exhaustive checklist of items that require prior approval byfrom the competent authority as specified in the applicable Implementing Rules: (a) alternative means of compliance; […] (i) fuel policy fuel schemes and special refuelling or defuelling of aeroplanes; (j) helicopter operations: (1) over a hostile environment located outside a congested area, unless the operator holds an approval to operate according to Subpart J HELICOPTER EMERGENCY MEDICAL SERVICE OPERATIONS of Annex V (Part-SPASPA.HEMS); (2) to/from a public interest site; (3) without an assured safe forced landing capability; and (4) during refuelling with rotors turning; […]

text: CONTENTS — CAT OPERATIONS

text: (a) The OM should contain at least the following information, where applicable, as relevant for the area and type of operation: A GENERAL/BASIC 0 ADMINISTRATION AND CONTROL OF THE OPERATIONS MANUAL 0.1 Introduction: […] 8 OPERATING PROCEDURES 8.1 Flight preparation instructions. As applicable to the operation: […] 8.2 Ground handling instructions. As applicable to the operation: 8.2.1 Fuelling procedures. A description of fuelling procedures, including: (a) safety precautions during refuelling and defuelling including when an aircraft auxiliary power unit is in operation or, for helicopters, when rotors are runningturning or, for aeroplanes, when an engine is or engines are running and the prop-brakes are on;


text: (A large out-of-trim condition could be encountered when the autopilot is disconnected.)

text: a) NOSE DOWN PITCH CONTROL apply until stall warning is eliminated

text: (A large out of trim condition could be encountered when the AP is disconnected.)

text: Recovery to level flight may require use of pitch trim. 2) If necessary, consider reducing thrust in aeroplanes with underwing-mounted engines to aid in achieving nosedown pitch rate. 3) WARNING: Excessive use of pitch trim or rudder may aggravate the upset situation or may result in high structural loads.

text: Recovery to level flight may require use of pitch trim. 2) WARNING: Excessive use of pitch trim or rudder may aggravate the upset situation or may result in high structural loads.

text: FSTD Standards

text: Appendix 1 to CS-FSTD(A).300 Flight Simulation Training Device Standards (Ref. CS-FSTD(A) pages 9 - 22) 1. General - q.1, r.1, s.1, t.1, w.1 2. Motion System - b.1(3) 3. Visual System - b.2

text: FSTD Validation Tests

text: AMC1 FSTD(A).300 Qualification Basis – Table of FSTD Validation Tests (Ref. CS-FSTD(A) pages 46 - 75) 1. Performance - Climb - c.(4) 2. Handling Qualities - Dynamic Control Checks - b.(1), b.(2), b.(3), b.(4), b.(5), b.(6) 3. Motion System - e. 4. Visual System - a.(1) or a.(2), b.(1)(a)

text: Functions and Subjective Tests

text: AMC1 FSTD(A).300 Qualification Basis – Functions and Subjective Tests (CS-FSTD(A) page 115) p. Special Effects - Effects of Airframe and Engine Icing - (2)(a) (See Appendix 1 to CS FSTD(A).300 1.t.1.)

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

beslut: ED Decision 2015/012/R

text: Annex II to ED Decision 2015/12/R

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

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

text: SUBPART FC — FLIGHT CREW

text: 1. A new AMC1 ORO.FC.220&230 is added: AMC1 ORO.FC.220&230 Operator conversion training and checking & recurrent training and checking UPSET PREVENTION AND RECOVERY TRAINING (UPRT) FOR COMPLEX MOTOR-POWERED AEROPLANES WITH A MAXIMUM OPERATIONAL PASSENGER SEATING CONFIGURATION (MOPSC) OF MORE THAN 19. (a) Upset prevention training should: (1) consist of ground training and flight training in an FSTD or an aeroplane; (2) include upset prevention elements from Table 1 for the conversion training course; and (3) include upset prevention elements in Table 1 for the recurrent training programme at least every 12 calendar months, such that all the elements are covered over a period not exceeding 3 years. Table 1: Elements and respective components of upset prevention training FSTD/ Ground Elements and components Aeroplane training training A. Aerodynamics

text: 1. General aerodynamic characteristics •

text: 2. Aeroplane certification and limitations •

text: 3. Aerodynamics (high and low altitudes) • •

text: 4. Aeroplane performance (high and low altitudes) • •

text: 5. Angle of attack (AOA) and stall awareness • •

text: 6. Stick shaker or other stall-warning device activation (as • • applicable)

text: 7. Stick pusher (as applicable) • •

text: 8. Mach effects (if applicable to the aeroplane type) • •

text: 9. Aeroplane stability • •

text: 10. Control surface fundamentals • •

text: 11. Use of trims • •

text: 12. Icing and contamination effects • •

text: 13. Propeller slipstream (as applicable) • • B. Causes of and contributing factors to upsets

text: 1. Environmental • • 2. Pilot-induced • • 3. Mechanical (aeroplane systems) • • C. Safety review of accidents and incidents relating to aeroplane upsets Annex II to ED Decision 2015/012/R

text: 1. Safety review of accidents and incidents relating to • • aeroplane upsets D. g-load awareness and management

text: 1. Positive/negative/increasing/decreasing g-loads • • 2. Lateral g awareness (sideslip) • • 3. g-load management • • E. Energy management

text: 1. Kinetic energy vs potential energy vs chemical energy • • (power) F. Flight path management

text: 1. Relationship between pitch, power and performance • • 2. Performance and effects of differing power plants (if • • applicable) 3. Manual and automation inputs for guidance and control • • 4. Type-specific characteristics • • 5. Management of go-arounds from various stages during • • the approach 6. Automation management • • 7. Proper use of rudder • • G. Recognition

text: 1. Type-specific examples of physiological, visual and instrument clues during developing and developed • • upsets 2. Pitch/power/roll/yaw • • 3. Effective scanning (effective monitoring) • • 4. Type-specific stall protection systems and cues • • 5. Criteria for identifying stalls and upsets • • H. System malfunction (including immediate handling and subsequent operational considerations, as applicable) 1. Flight control defects • • 2. Engine failure (partial or full) • • 3. Instrument failures • • 4. Loss of reliable airspeed • • 5. Automation failures • • 6. Fly-by-wire protection degradations • • 7. Stall protection system failures including icing alerting • • systems I. Manual handling skills (no autopilot, no autothrust/autothrottle and, where possible, without flight directors) 1. Flight at different speeds, including slow flight, and • altitudes within the full normal flight envelope Annex II to ED Decision 2015/012/R

text: 2. Procedural instrument flying and manoeuvring • including instrument departure and arrival 3. Visual approach • 4. Go-arounds from various stages during the approach • 5. Steep turns • (b) Upset recovery training should: (1) consist of ground training and flight training in an FFS qualified for the training task; (2) be completed from each seat in which a pilot’s duties require him/her to operate; and (3) include the recovery exercises in Table 2 for the recurrent training programme, such that all the exercises are covered over a period not exceeding 3 years. Table 2: Exercises for upset recovery training Ground FFS Exercises training training A. Recovery from developed upsets 1. Timely and appropriate intervention • • 2. Recovery from stall events, in the following configurations; — take-off configuration, — clean configuration low altitude, • • — clean configuration near maximum operating altitude, and — landing configuration during the approach phase. 3. Recovery from nose high at various bank angles • • 4. Recovery from nose low at various bank angles • • 5. Consolidated summary of aeroplane recovery techniques • • (c) The operator should ensure that personnel providing FSTD UPRT are competent and current to deliver the training, and understand the capabilities and limitations of the device used. (d) The FFS qualification requirements in (b)(1) are further clarified in the Guidance Material (GM).

text: 2. A new AMC2 ORO.FC.220&230 is added: AMC2 ORO.FC.220&230 Operator conversion training and checking & recurrent training and checking UPSET PREVENTION AND RECOVERY TRAINING (UPRT) FOR COMPLEX MOTOR-POWERED AEROPLANES WITH A MAXIMUM OPERATIONAL PASSENGER SEATING CONFIGURATION (MOPSC) OF 19 OR LESS. (a) Upset prevention training should: (1) consist of ground training and flight training in an FSTD or an aeroplane; Annex II to ED Decision 2015/012/R (2) include upset prevention elements in Table 1 of AMC1 ORO.FC.220&230 for the conversion training course; and (3) include upset prevention elements in Table 1 of AMC1 ORO.FC.220&230 for the recurrent training programme at least every 12 calendar months, such that all the elements are covered over a period not exceeding 3 years. (b) Upset recovery training should: (1) consist of ground training and flight training in an FFS qualified for the training task, if available; (2) be completed from each seat in which a pilot’s duties require him/her to operate; and (3) include the recovery exercises in Table 2 of AMC1 ORO.FC.220&230 for the recurrent training programme, such that all the exercises are covered over a period not exceeding 3 years. (c) The operator should ensure that personnel providing FSTD UPRT are competent and current to deliver the training, and understand the capabilities and limitations of the device used. (d) The FFS qualification requirements in (b)(1) are further specified in the Guidance Material (GM).

text: 3. A new GM1 ORO.FC.220&230 is added: GM1 ORO.FC.220&230 Operator conversion training and checking & recurrent training and checking UPSET PREVENTION AND RECOVERY TRAINING (UPRT) FOR COMPLEX MOTOR-POWERED AEROPLANES The objective of the UPRT is to help flight crew acquire the required competencies in order to prevent or recover from a developing or developed aeroplane upset. Prevention training prepares flight crew to avoid incidents whereas recovery training prepares flight crew to prevent an accident once an upset condition has developed. HUMAN FACTORS Threat and Error Management (TEM) and Crew Resource Management (CRM) principles should be integrated into the UPRT. In particular, the surprise and startle effect, and the importance of resilience development should be emphasised. Training should also emphasise that an actual upset condition may expose flight crew to significant physiological and psychological challenges, such as visual illusions, spatial disorientation and unusual g-forces, with the objective to develop strategies to deal with such challenges. USE OF FSTD FOR UPRT The use of an FSTD provides valuable training without the risks associated with aeroplane training. In order to avoid ‘negative transfer of training’, the capabilities of the specific FSTD to be used should be considered when designing and delivering the training programme, especially when manoeuvre Annex II to ED Decision 2015/012/R training could involve operation outside the normal flight envelope of the aeroplane, for example during aerodynamic stall. Type specific content contained in the training programme should be developed in consultation with the Original Equipment Manufacturers (OEMs). Some FSTDs may offer capabilities that could enhance the UPRT, such as Instructor Operating Station (IOS) features. Operators may consider the value of such features in support of their training objectives. ADDITIONAL GUIDANCE Specific guidance to the UPRT elements and exercises contained in the AMC is available from the latest revision of the ICAO Document 10011 (‘Manual on UPRT’). Further guidance is available from revision 2 of the aeroplane upset recovery training aid (AURTA), the UK CAA Paper 2013/02 (‘Monitoring Matters’), and the Flight Safety Foundation Publication (‘A Practical Guide for Improving Flight Path Monitoring’), November 2014.

text: 4. A new GM2 ORO.FC.220&230 is added: GM2 ORO.FC.220&230 Operator conversion training and checking & recurrent training and checking UPSET PREVENTION TRAINING FOR COMPLEX MOTOR-POWERED AEROPLANES The recurrent training should prioritise the upset prevention elements and respective components according to the operator’s safety risk assessment. Upset prevention training should use a combination of manoeuvre-based and scenario-based training. Scenario-based training may be used to introduce flight crew to situations which, if not correctly managed, could lead to an upset condition. Relevant TEM and CRM aspects should be included in scenario-based training and the flight crew should understand the limitations of the FSTD in replicating the physiological and psychological aspects of exposure to upset prevention scenarios. In order to avoid negative training and negative transfer of training, operators should ensure that the selected upset prevention scenarios and exercises take into consideration the limitations of the FSTD and the extent to which it represents the handling characteristics of the actual aeroplane. If it is determined that the FSTD is not suitable, the operator should ensure that the required training outcome can be achieved by other means. GO-AROUNDS FROM VARIOUS STAGES DURING THE APPROACH Operators should conduct the go-around exercises from various altitudes during the approach with all engines operating, taking into account the following considerations: — Un-planned go-arounds expose the crew to the surprise and startle effect; — Go-arounds with various aeroplane configurations and different weights; and — Balked landings (between Decision Altitude and touchdown or after touchdown unless thrust reversers have been activated). In addition to full thrust all engine go-arounds, operators should consider including exercises using the ‘limited thrust’ go-around procedure, when available. This procedure reduces the risk of the airframe structural limits being exceeded and reduces the risk of crew being exposed to Annex II to ED Decision 2015/012/R somatogravic illusion and disorientation effects, thereby reducing the risk of aeroplane upsets further. The go-around exercises should always be performed in accordance with the OEM procedures and recommendations.

text: 5. A new GM3 ORO.FC.220&230 is added: GM3 ORO.FC.220&230 Operator conversion training and checking & Recurrent training and checking UPSET RECOVERY TRAINING FOR COMPLEX MOTOR-POWERED AEROPLANES The upset recovery training exercises should be manoeuvre-based, which enables flight crew to apply their handling skills and recovery strategy whilst leveraging CRM principles to return the aeroplane from an upset condition to a stabilised flight path. The flight crew should understand the limitations of the FFS in replicating the physiological and psychological aspects of upset recovery exercises. In order to avoid negative training and negative transfer of training, operators should ensure that the selected upset recovery exercises take into consideration the limitations of the FFS. STALL EVENT RECOVERY TRAINING It is of utmost importance that stall event recovery training takes into account the capabilities of the FFS used. Most current and grandfathered FFS models are deficient in representing the aeroplane in the aerodynamic stall regime, thus practising of ‘full stall’ in such a device could potentially result in negative training or negative transfer of training. The term ‘stall event’ is therefore introduced to cater for the capability of current and grandfathered FFS, and for potential future FFS enhancements. A ‘stall event’ is defined as an occurrence whereby the aeroplane experiences one or more conditions associated with an approach-to-stall or an aerodynamic stall. IMPORTANT - when using current or grandfathered FFS, the stall event recovery exercises should only be conducted as approach-to-stall exercises. Stall event recovery training should emphasise the requirement to reduce the angle of attack (AOA) whilst accepting the resulting altitude loss. High-altitude stall event training should be included so that flight crew appreciate the aeroplane control response, the significant altitude loss during the recovery, and the increased time required. The training should also emphasise the risk of triggering a secondary stall event during the recovery. Recovery from a stall event should always be in accordance with the stall event recovery procedures of the OEMs. If an OEM-approved recovery procedure does not exist, operators should develop and train the aeroplane-specific stall recovery procedure based on the template in Table 1 below. Refer to revision 2 of the AURTA for a detailed explanation and rationale on the stall event recovery template as recommended by the OEMs. Annex II to ED Decision 2015/012/R Table 1: Recommended Stall Event Recovery Template Stall Event Recovery Template Pilot Flying - Immediately do the following at first indication of a stall (aerodynamic buffeting, reduced roll stability and aileron effectiveness, visual or aural cues and warnings, reduced elevator (pitch) authority, inability to maintain altitude or arrest rate of descent, stick shaker activation (if installed).) – during any flight phases except at lift-off. Pilot Pilot Flying (PF) Monitoring (PM)

text: 1. AUTOPILOT – DISCONNECT

text: 2. AUTOTHRUST/AUTOTHROTTLE – OFF MONITOR b) NOSE DOWN PITCH TRIM (as needed) airspeed and attitude (reduce the angle of attack (AOA) whilst accepting the resulting altitude loss.) throughout the 4. recovery and BANK – WINGS LEVEL ANNOUNCE any 5. THRUST – ADJUST (as needed) continued divergence (thrust reduction for aeroplanes with underwing mounted engines may be needed)

text: 6. SPEEDBRAKES/SPOILERS - RETRACT

text: 7. When airspeed is sufficiently increasing - RECOVER to level flight (Avoid the secondary stall due premature recovery or excessive g-loading.) Annex II to ED Decision 2015/012/R NOSE HIGH AND NOSE LOW RECOVERY TRAINING Nose-high and nose-low recovery training should be in accordance with the strategies recommended by the OEMs contained in the Tables 2 and 3 below. As the OEM procedures always take precedence over the recommendations, operators should consult their OEM on whether any approved typespecific recovery procedures are available prior to using the templates. Refer to revision 2 of the AURTA for a detailed explanation and rationale on the nose high and nose low recovery strategies as recommended by the OEMs. Table 2: Recommended Nose High Recovery Strategy Template Nose HIGH Recovery Strategy Either pilot - Recognise and confirm the developing situation by announcing: ‘Nose High’ PF PM

text: 1. AUTOPILOT – DISCONNECT

text: 3. APPLY as much nose-down control input as required to obtain a nose-down airspeed and pitch rate attitude throughout the 4. THRUST – ADJUST (if required) recovery and (thrust reduction for aeroplanes with underwing mounted engines may be needed) ANNOUNCE any continued 5. ROLL – ADJUST (if required) divergence (Avoid exceeding 60 degrees bank.) 6. When airspeed is sufficiently increasing - RECOVER to level flight (Avoid the secondary stall due premature recovery or excessive g-loading.) Annex II to ED Decision 2015/012/R Table 3: Recommended Nose Low Recovery Strategy Template Nose LOW Recovery Strategy Template Either pilot - Recognise and confirm the developing situation by announcing: ‘Nose Low’ (If the autopilot or autothrust/autothrottle is responding correctly, it may not be appropriate to decrease the level of automation while assessing if the divergence is being stopped.) PF PM

text: 1. AUTOPILOT – DISCONNECT

text: 2. AUTOTHRUST/AUTOTHROTTLE – OFF MONITOR airspeed and 3. RECOVERY from stall if required attitude throughout the 4. ROLL in the shortest direction to wings level. recovery and (It may be necessary to reduce the g-loading by applying forward control pressure to ANNOUNCE any improve roll effectiveness) continued divergence 5. THRUST and DRAG – ADJUST (if required)

text: 6. RECOVER to level flight. (Avoid the secondary stall due premature recovery or excessive g-loading.) Annex II to ED Decision 2015/012/R

text: 6. A new GM4 ORO.FC.220&230 is added: GM4 ORO.FC.220&230 Operator conversion training and checking & recurrent training and checking FFS QUALIFIED FOR THE UPSET RECOVERY TRAINING TASK The FFS used for the upset recovery training should be qualified to ensure the training task objectives can be achieved and negative transfer of training is avoided. A level C or D FFS is qualified for the upset recovery training task, such as the approach-to-stall exercises. Full aerodynamic stall or other exercises outside the validated training envelope (VTE) should not be conducted. A level B FFS may become qualified for the upset recovery training task if equivalency to at least level C for the specific features needed for the task can be demonstrated in accordance with CS-FSTD(A) Appendix 8 to AMC1 FSTD(A).300 General Technical Requirements for FSTD Qualification Levels, and associated FSTD validation tests. FSTD operators may achieve such demonstration of equivalency through the conduct of a special evaluation by the competent authority. Once the level B FFS is deemed to be qualified, the competent authority should enter the additional capability on the certificate using the wording ‘upset recovery training’. FSTD Operators are reminded that the individual FFS used must be approved for the training by the competent authority in accordance with ORO.FC.145(c). Equivalency to at least level C for the specific features needed for the training task may be demonstrated using the following guidance and list in Table 1 of minimum objective and subjective functional test. General  Refer to Subpart C Aeroplane Flight Simulation Training Devices AMC1 FSTD(A).300(c)(1)(i) and (2)(ii) for the scope of the qualification criteria;  A six-degrees-of-freedom motion system should be provided; and  The response to control inputs should not be greater than 150 ms more than that experienced on the aeroplane (see Appendix 1 to CS-FSTD(A).300 General r.1). Table 1: Minimum FSTD standards, validation tests, and functions and subjective tests Annex II to ED Decision 2015/012/R Annex II to ED Decision 2015/012/R

text: 7. A new GM5 ORO.FC.220&230 is added: GM5 ORO.FC.220&230 Operator conversion training and checking & recurrent training and checking PERSONNEL PROVIDING FSTD UPSET PREVENTION AND RECOVERY TRAINING (UPRT) It is of paramount importance that personnel providing UPRT in FSTDs have the specific competence to deliver such training, which may not have been demonstrated during previous instructor qualification training. Operators should, therefore, have a comprehensive training and standardisation programme in place, and may need to provide FSTD instructors with additional training to ensure such instructors have and maintain complete knowledge and understanding of the UPRT operating environment, and skill sets. Standardisation and training should ensure that personnel providing FSTD UPRT: (1) are able to demonstrate the correct upset recovery techniques for the specific aeroplane type; (2) understand the importance of applying type-specific Original Equipment Manufacturers (OEMs) procedures for recovery manoeuvres; (3) are able to distinguish between the applicable SOPs and the OEMs recommendations (if available); (4) understand the capabilities and limitations of the FSTD used for UPRT; (5) are aware of the potential of negative transfer of training that may exist when training outside the capabilities of the FSTD; (6) understand and are able to use the IOS of the FSTD in the context of effective UPRT delivery; (7) understand and are able to use the FSTD instructor tools available for providing accurate feedback on flight crew performance; (8) understand the importance of adhering to the FSTD UPRT scenarios that have been validated by the training programme developer; and (9) understand the missing critical human factor aspects due to the limitations of the FSTD and convey this to the flight crew receiving the training.

text: 8. A new GM1 ORO.FC.105 is added: GM1 ORO.FC.105 (b)(2) Route and aerodrome knowledge ENVIRONMENTAL KNOWLEDGE RELATED TO THE PREVENTION OF AEROPLANE UPSETS The knowledge should include understanding of: (a) the relevant environmental hazards, such as: — Clear Air Turbulence (CAT), — Intertropical Convergence Zone (ITCZ), — thunderstorms, — microbursts , Annex II to ED Decision 2015/012/R — wind shear, — icing, — mountain waves, — wake turbulence, and — temperature changes at high altitude; (b) the evaluation and management of the associated risks of the relevant hazards in (a); and (c) the available mitigating procedures for the relevant hazards in (a) related to the specifc route, route area, or aerodrome used by the operator.


identifier: AMC and GM to Part-ORO — Issue 2, Amendment 20

beslut: ED Decision 2022/012/R

text: AMC & GM to Part-ORO

text: Issue 2, Amendment 20

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

text: Commission Regulation (EU) No 965/2012

text: — Issue 2, Amendment 20’

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 III to ED Decision 2022/012/R Page 1 of 4

text: AMC & GM to Part-ORO

text: Issue 2, Amendment 20

text: The Annex to Decision 2014/017/R of 24 April 2014 of the Executive Director of the Agency is amended as follows:

text: GM2 ORO.GEN.110(f) Operator responsibilities

text: ELEMENTS OF THE BRIEFING GIVEN TO FLIGHT OPERATIONS OFFICERS/FLIGHT DISPATCHERS BEFORE ASSUMING DUTIES Before commencing their shift, the FOO/FD should be briefed on relevant safety information such as: (a) weather charts; (b) weather reports; (c) NOTAMs; (d) operational restrictions in force; (e) flights in the air and flights for which operational flight plans have been issued but which have not yet started and for which the FOO/FD will be responsible; (f) the forecast flight schedule; and (f)(g) other relevant safety information as listed in GM 28 Annex I ‘Definitions for terms used in Annexes II to VIII’.

text: GM1 ORO.GEN.130(b) Changes related to an AOC holder

text: CHANGES REQUIRING PRIOR APPROVAL

text: The following GM is a non-exhaustive checklist of items that require prior approval from the competent authority as specified in the applicable implementing rules: (…) (p) method used to establish aerodrome operating minima; (pq) (…) (qr) (…) (rs) (…) (st) (…)

text: AMC3 ORO.GEN.160 Occurrence reporting

text: REPORTABLE EVENTS OF LVOs

text: A reportable event should include: (1) significant deviations from the flight path not caused by flight crew input; (2) misleading information without flight deck alerts; (3) loss of airborne navigation equipment functions necessary for the operation;

text: Annex III to ED Decision 2022/012/R Page 2 of 4

text: AMC & GM to Part-ORO

text: Issue 2, Amendment 20

text: (4) loss of functions or facilities at the aerodrome necessary for the operation, including aerodrome operating procedures, ATC operation, navigation facilities, visual aids and electrical power supply; (5) loss of other functions related to external infrastructure necessary for the operation; and (6) any other event causing the approach or landing to be abandoned if occurring repeatedly. The reports should be submitted to the aerodrome involved when relevant and in addition to the recipients prescribed in ORO.GEN.160(b).

text: GM1 ORO.GEN.160 Occurrence reporting

text: REPORTABLE EVENTS OF LVOs — OTHER EVENTS OCCURRING REPEATEDLY

text: (a) The purpose of point (a)(6) of AMC3 ORO.GEN.160 is to share the information with aviation stakeholders other than the operator of the aircraft to identify yet unknown systemetic safetyrelated issues. The main focus is thus on a series of similar events rather that an isolated single event. (b) Other events causing the approach or landing to be abandoned may include but are not limited to: (1) erroneous or inadequate flight crew action or aircraft handling; or (2) meteorological phenomena or human-made disturbances (e.g. road crossing final approach in an EFVS approach, laser strikes, etc.) or emissions from infrastructures (e.g. 5G) which require flight crews to take corrective action to an extent to which the LVO cannot be terminated successfully or completed as planned, leading to a go-around, a balked landing or an unplanned manual intervention by the pilot during the landing manoeuvre. (c) Possible causes may be human-factor-related issues when employing newly introduced LVO equipment technologies or procedures or when changes take place in the runway environment or aerodrome vicinity.

text: AMC1 ORO.DEC.100(a);(d) Declaration

text: RELEVANT INFORMATION PRIOR TO COMMENCING OPERATION, AND NOTIFICATION OF ANY CHANGES TO DECLARATION — EFVS 200 OPERATIONS

text: Declarations involving EFVS 200 operations (under NCC.OP.235 or SPO.OP.235) should be submitted at least 60 days before the new declaration or any change becomes effective, and indicate the date as of which they would apply.

text: GM1 ORO.DEC.100(a);(d) Declaration

text: (a) When a declaration involves EFVS 200 operations in accordance with NCC.OP.235 or SPO.OP.235, the competent authority should be enabled to fulfil its responsibilities in

text: Annex III to ED Decision 2022/012/R Page 3 of 4

text: AMC & GM to Part-ORO

text: Issue 2, Amendment 20

text: accordance with ARO.GEN.345 prior to starting these operations or implementing changes to such EFVS 200 operations. (b) In accordance with ORO.DEC.100 points (a) and (d), the operator shall provide all relevant information and notify any changes. In relation to EFVS 200, this may be but is not limited to: (1) AFM or additional data from the TC/STC holder; (2) established relevant aerodrome operating minima; (3) documented operating procedures; (4) training and checking programmes; (5) minimum equipment list (MEL) for the operations to be undertaken; and (6) processes to ensure that only runways and instrument procedures suitable for the intended operations are used.

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


text: AMC and GM to Part-ORO Issue 2, Amendment 22

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 III to ED Decision 2022/017/R Page 1 of 3

text: COMPETENCE OF NOMINATED PERSONS

text: NOMINATED PERSON RESPONSIBLE FOR THE MANAGEMENT AND SUPERVISION OF THE CONTRACT WITH A CAMO PURSUANT TO POINT M.A.201(ea)

text: Annex III to ED Decision 2022/017/R Page 2 of 3

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

identifier: AMC & GM to Part-ORO — Issue 2, Amendment 22

beslut: ED Decision 2022/017/R

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

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

text: to Annex III (Part-ORO) to

text: Commission Regulation (EU) No 965/2012

text: Issue 2 — Amendment 22

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

text: — deleted text is struck through;

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

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

text: GM2 ORO.AOC.135(a) Personnel requirements

text: […] (f) Continuing airworthiness. The nominated person for continuing airworthiness or for the continuing airworthiness management contract, as the case may be, should have the relevant knowledge, background and experience in accordance with

text: Regulation (EU) No 1321/2014

text: . If a continuing airworthiness management organisation (CAMO) is contracted by the operator pursuant to point M.A.201(ea) of Annex I (Part-M) to

text: Regulation (EU) No 1321/2014

text: , please refer to AMC1 ORO.AOC.135(a)(4).

text: AMC1 ORO.AOC.135(a)(4) Personnel requirements

text: If the operator concludes a contract with a CAMO pursuant to point M.A.201(ea) of Annex I (Part-M) to

text: Regulation (EU) No 1321/2014

text: , the person nominated by the operator in accordance with point ORO.AOC.135(a)(4) is responsible for the management and supervision of the continuing airworthiness management contract that is required by Appendix I to Part-M. This person should not be employed by the contracted CAMO to avoid conflict of interest. In addition, this person should have the following: (a) practical experience and expertise in the application of aviation safety standards and safe operating practices; (b) comprehensive knowledge of: (i) the relevant parts of operational requirements and procedures; (ii) the air operator certificate (AOC) holder’s operations specifications; (iii) the relevant parts of the AOC holder’s operations manual; and (iv) the relevant parts of the continuing airworthiness management exposition (CAME) of the contracted CAMO; (c) knowledge of: (i) human factors (HF) principles; and (ii) safety management system (SMS) based on the EU management system requirements (including compliance monitoring) and International Civil Aviation Organization (ICAO) Annex 19; (d) 5 years of relevant work experience, of which at least 2 years in an appropriate position in the aeronautical industry; (e) a relevant engineering or technical degree, or an aircraft maintenance technician qualification with additional education that is acceptable to the competent authority; this condition may be

text: replaced by 3 years of experience in addition to those specified in point (d); those 3 years should include an appropriate combination of experience in tasks related to aircraft maintenance and/or continuing airworthiness management and/or surveillance of such tasks; (f) thorough knowledge of: (i) the continuing airworthiness management contract; (ii) the organisation’s management systems’ interfaces; and (iii) the way of achieving harmonisation of those management systems; (g) knowledge of a relevant sample of the type(s) of aircraft operated by the organisation, which is gained through a formalised training course; such a course should be at least at a level equivalent to Part-66 (Annex III to

text: Regulation (EU) No 1321/2014

text: ), Appendix III, Level 1 ‘General Familiarisation’ and may be provided by a Part-147 (Annex IV to

text: Regulation (EU) No 1321/2014

text: ) organisation, by the manufacturer, by the CAMO, or by any other organisation that is accepted by the competent authority; ‘relevant sample’ means that the related course should cover typical aircraft and aircraft systems that are operated by the organisation; and (h) knowledge of

text: Regulation (EU) No 1321/2014

text: GM1 ORO.AOC.135(a)(4) Personnel requirements

text: Regulation (EU) No 1321/2014

text: , the person nominated by the operator in accordance with point ORO.AOC.135(a)(4) is responsible for ensuring that both the operator and CAMO fulfil their obligations as specified in the contract (which is established in accordance with Appendix I to Part-M). In the particular context of a single air carrier business grouping, that person is expected to apply critical thinking, to be impartial, and not complacent about the fact that the CAMO belongs to that business grouping.


text: AMC & GM to Part-ORO Issue 2, Amendment 23

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

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

text: Commission Regulation (EU) No 1178/2011 of 3 November 2011

text: laying down technical requirements and administrative procedures related to civil aviation aircrew pursuant to

text: Regulation (EC) No 216/2008

text: of the European Parliament and of the Council (OJ L 311, 25.11.2011, p. 1) (https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX:32011R1178).

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

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

identifier: AMC & GM to Part-ORO — Issue 2, Amendment 23

beslut: ED Decision 2023/007/R

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

text: Commission Regulation (EU) No 965/2012

text: — Issue 2, Amendment 23’

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 2014/017/R of 24 April 2014 of the Executive Director of the Agency is amended as follows:

text: GM1 ORO.GEN.130(b) Changes related to an AOC holder

text: CHANGES REQUIRING PRIOR APPROVAL

text: […] (j) helicopter operations: (1) over a hostile environment located outside a congested area, unless the operator holds an approval to operate according to Subpart J HELICOPTER ENERGENCY MEDICAL SERVICES of Annex V (SPA.HEMS); (2) to/from a public interest site located in a congested hostile environment where performance class 1 criteria cannot be met; (3) under performance class 2 or 3 without an assured safe forced landing capability; (4) that include short excursions above 13 000 ft without using supplemental oxygen within a HEMS mission; and (54) during refuelling with rotors turning; […]

text: GM1 ORO.GEN.160 Occurrence reporting

text: REPORTABLE EVENTS OF LVOs — OTHER EVENTS OCCURRING REPEATEDLY

text: (a) The purpose of point (a)(6) of AMC3 ORO.GEN.160 is to share the information with aviation stakeholders other than the operator of the aircraft to identify yet unknown systemetic safetyrelated issues. The main focus is thus on a series of similar events rather that an isolated single event. […]

text: AMC1 GM1 ORO.TC.105 Conditions for assignment to duties

text: GENERAL

text: […] (d) Technical crew members should: (1) be in good health;

text: (2) be free from any physical or mental illness that might lead to incapacitation or inability to perform crew duties; (3) have normal cardiorespiratory function; (4) have normal central nervous system; (5) have adequate visual acuity 6/9 with or without glasses; (6) have adequate hearing; and (7) have normal function of ear, nose and throat.; and (8) be colour safe for night operations. (e) Validity of medical assessments and reassessments (1) The medical assessment or reassessment of points (d)(1) to (d)(4) and (d)(6) and (d)(7) should have a validity period of: (i) 60 months, until the technical crew member reaches the age of 40; (ii) 24 months, for technical crew members aged above 40. (2) The medical assessment or reassessment of point (d)(5) should have a validity period of: (i) the duration defined in (e)(1)(i) and (e)(1)(ii), until the technical crew member reaches the age of 50; (ii) 12 months, for technical crew members aged above 50. (3) The medical assessment of point (d)(8) does not need to be repeated. (f) A class 2 medical certificate issued in accordance with

text: Commission Regulation (EU) No 1178/2011

text: meets the requirements of ORO.TC.105(a)(2). (g) A LAPL medical certificate issued in accordance with

text: Commission Regulation (EU) No 1178/2011

text: , complemented with timely medical reassessments of point (d)(5), meets the requirements of ORO.TC.105(a)(2).

text: AMC2 ORO.TC.110 Training and checking

text: VALIDITY PERIOD OF RECURRENT CHECKING

text: (a) The validity period should be counted from the end of the month when the checking was taken. (b) When the checking is completed within the last 3 months of the validity period, the new validity period should be counted from the original expiry date.

text: AMC1 ORO.TC.115 Initial training

text: ELEMENTS

text: (a) The elements of initial training mentioned in ORO.TC.115 should include in particular: […] (8) All elements of CRM training applicable to flight crew members operating in a multi-pilot environment, as described in AMC1 ORO.FC.115, with the following difference: CRM principles should be integrated into relevant parts of technical crew training and operations including checklists, briefings, abnormal and emergency procedures.

text: AMC1 ORO.TC.135 Recurrent training

text: ELEMENTS

text: (a) The 12-month period mentioned in ORO.TC.135(a) should be counted from the last day of the month when the first checking was made. Further training and checking should be undertaken within the last 3 calendar months of that period. The new 12-month period should be counted from the original expiry date. (b) The recurrent practical training should include every year: (1) emergency procedures, including early identification of pilot incapacitation; […] (9) crew resource management: all major topics of the initial CRM training should be covered over a period not exceeding 3 years. […]


text: Annex II to ED Decision 2023/023/R Page 1 of 2

text: AMC and GM to Part-ORO Issue 2, Amendment 24

text: Annex II to ED Decision 2023/023/R Page 2 of 2

identifier: AMC & GM Part-ORO — Issue 2, Amendment 24

beslut: ED Decision 2023/023/R

text: Annex II to ED Decision 2023/023/R ‘AMC & GM to Annex III (Part-ORO) to

text: Commission Regulation (EU) No 965/2012

text: — Issue 2, Amendment 24’

text: AMC1 ORO.FTL.250 Fatigue management training

text: TRAINING SYLLABUS FATIGUE MANAGEMENT TRAINING The training syllabus should contain the following: (a) applicable regulatory requirements for flight, duty and rest; (b) the basics of fatigue including sleep fundamentals and the effects of disturbing the circadian rhythms; (c) the causes of fatigue, including medical conditions that may lead to fatigue; (d) the effect of fatigue on performance; (e) fatigue countermeasures; (f) the influence of lifestyle, including nutrition, exercise, and family life, on fatigue; (g) familiarity with sleep disorders and their possible treatments; (h) where applicable, the effects of long-range operations and heavy short-range schedules on individuals; (i) the effect of operating through and within multiple time zones; and (j) the crew member responsibility for ensuring adequate rest and fitness for flight duty; and (k) the optimum use of sleep opportunities, in particular before crew reporting for night duties or late finish duties, and during an FDP with in-flight rest.


text: AMC and GM to Part-ORO Issue 2, Amendment 25

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

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

text: Annex I to ED Decision 2025/001/R Page 1 of 5

text: Annex I to ED Decision 2025/001/R Page 2 of 5

text: Annex I to ED Decision 2025/001/R Page 3 of 5

text: Annex I to ED Decision 2025/001/R Page 4 of 5

text: Annex I to ED Decision 2025/001/R Page 5 of 5

beslut: ED Decision 2025/001/R

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

text: Regulation (EU) No 965/2012

text: — Issue 2, Amendment 25

text: Annex I to ED Decision 2025/001/R ‘AMC and GM to Part-ORO — Issue 2, Amendment 25’

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

text: — deleted text is struck through;

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

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

text: AMC2 ORO.GEN.200(a)(3) Management system

text: RISKS ASSOCIATED WITH FLYING OVER OR NEAR CONFLICT ZONES — CAT OPERATIONS WITH AEROPLANES

text: (a) When intending to operate over or near conflict zones, an operator of commercial air transport operations with aeroplanes should conduct a risk assessment to properly identify, evaluate and manage the associated risks, and take appropriate risk-mitigation measures. The risk assessment and mitigation measures put in place should ensure that a flight does not commence or continue as planned unless it has been verified by every reasonable means available that the airspace containing the intended route from the aerodrome of departure to the aerodrome of arrival, including the intended take-off, destination and en-route alternate aerodromes, can be safely used for the planned operation.

text: Note: The term ‘reasonable means’ is meant to denote the use, at the point of departure or while the aircraft is in flight, of information available to the operator either through official information published by the aeronautical information services or readily obtainable from other sources.

text: (b) ICAO Doc 10084 ‘The Risk Assessment Manual for Civil Aircraft Operations Over or Near Conflict Zones’ provides further guidance on the risk assessment to be conducted when flying over or near conflict zones.

text: AMC1 ORO.AOC.110(c) Leasing agreement

text: WET LEASE-IN AGREEMENT WITH A THIRD-COUNTRY OPERATOR

text: […] (b) Part-ORO: […] (2) ORO.MLR, excluding ORO.MLR.105 — Regarding point ORO.MLR.105, the operator may demonstrate to the competent authority only that the standards complied with require the establishment of a MEL based on a MMEL validated by the State of Registry, and including rectification intervals and operational and maintenance procedures; […]

text: AMC3 ORO.MLR.100 Operations manual – general

text: CONTENTS — CAT OPERATIONS

text: […] A GENERAL/BASIC […] 2 OPERATIONAL CONTROL AND SUPERVISION […] 2.3 Operational control. A description of the system, processes, procedures and responsibilities necessary to exercise operational control with respect to flight safety., including but not limited to: (a) responsibilities for the initiation, continuation, diversion and termination of flights;

text: (b) risk management when intending to operate over or near conflict zones and other external threats; and (c) aircraft tracking and location of an aeroplane in distress, when applicable. […] 8 OPERATING PROCEDURES […] 8.3 Flight Procedures: […] 8.3.2 Navigation Procedures. […]. (b) performance-based navigation (PBN)required navigation performance (RNP), minimum navigation performance specification (MNPS) and polar navigation and navigation in other designated areas […] 8.3.5 Procedures and instructions required for the avoidance of controlled flight into terrain (CFIT), including limitations on high rate of descent near the surface; policy for the use of ground proximity warning system (GPWS) / terrain warning system (TAWS), if equipped; related CFIT and GPWS/TAWS training elements should be covered in OM-D 2.1. Ground proximity warning system (GPWS)/terrain avoidance warning system (TAWS), for aeroplanes. Procedures and instructions required for the avoidance of controlled flight into terrain, including limitations on high rate of descent near the surface; (the related training requirements are covered in OM-D 2.1). […] 8.3.8 Adverse and potentially hazardous atmospheric conditions. Procedures for operating in, and/or avoiding, and reporting on, adverse and potentially hazardous atmospheric conditions, including the following: […] 8.3.15 Cabin safety requirements. Procedures: […] (g) covering the evaluation, based on the presence of fever and certain other signs or symptoms, and handling of suspected infectious diseases, including the transmission of a general declaration to the relevant authorities, if required. […] […] 9 DANGEROUS GOODS AND WEAPONS 9.1 Information, instructions and general guidance on the transport of dangerous goods, in accordance with CAT.GEN.MPA.200 and Subpart G of Annex V (SPA.DG), as applicable, including: […] (b) guidance on the requirements for acceptance, labelling, handling, stowage and segregation of dangerous goods, including company material (COMAT), as applicable; (c) special notification requirements in the event of an accident or occurrence when dangerous goods are being carriedinvolved; […]

text: 9.3 Information to passengers regarding types of prohibited, restricted or undeclared dangerous goods. 10 SECURITY Security instructions, guidance, procedures, training and responsibilities, taking into account

text: Regulation (EC) No 300/2008

text: ., including an aircraft search procedure checklist as required in point 8.4 of Annex V (Essential requirements for air operations) to

text: Regulation (EU) 2018/1139

text: . Some parts of the security instructions and guidance may be kept confidential. […] 12 RULES OF THE AIR […] (h) ATC clearances, including instructions on their clarification and acceptance, particularly where terrain clearance is involved, adherence to flight plan and position reports, […] B AIRCRAFT OPERATING MATTERS — TYPE RELATED […] 2 NORMAL PROCEDURES […] (a) pre-flight, (b) pre-departure, (c) altimeter setting and checking, (d) departure briefing, (ed) taxi, take-off and climb, (fe) noise abatement, (gf) cruise and descent, (hg) approach, landing preparation and briefing, (ih) VFR approach, (ji) IFR approach, (kj) visual approach and circling, (lk) missed approach, (ml) normal landing, (nm) post-landing, (on) for aeroplanes, operations on wet and contaminated runways. […] D TRAINING […]

text: 2.4 for operations personnel concerned, including crew members: […] (b) all relevant items prescribed in Annex III (Part-ORO) and Annex IV (Part-CAT) and ORO.SEC; and […]

text: AMC4 ORO.MLR.100 Operations manual – general

text: CONTENTS — NON-COMMERCIAL SPECIALISED OPERATIONS WITH COMPLEX MOTOR-POWERED AIRCRAFT AND COMMERCIAL SPECIALISED OPERATIONS

text: […] A GENERAL/BASIC […] 8 […] […] 8.3.4 Procedures and instructions required for the avoidance of controlled flight into terrain (CFIT), including limitations on high rate of descent near the surface; policy for the use of ground proximity warning system (GPWS) / terrain warning system (TAWS), if equipped; related CFIT and GPWS/TWAS training elements should be covered in OM-D 2.1. GPWS/TAWS for aeroplanes. Procedures and instructions required for the avoidance of controlled flight into terrain, including limitations on high rate of descent near the surface (the related training requirements are covered in OM-D 2.1);

text: GM1 ORO.FC.005 Scope

text: The term ‘qualification’ used in the introductory sentence of point ORO.FC.005 should be understood as referring not only to the initial qualification of a flight crew member, but also to its maintenance and/or revalidation/renewal (requalification). Whenever the Regulation calls on the operator to establish training for the qualification of flight crew members, this should be understood to include requalification.


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 VII to ED Decision 2025/002/R Page 1 of 6

text: AMC and GM to Part-ORO Issue 2, Amendment 26

text: Rationale RMT.0587

text: In the context of the proposed amendments to point FCL.725 and Appendix 9 (licence endorsements for the form of operation in single-pilot aircraft), this GM is amended to further clarify an operator’s responsibilities. Particularly, an operator can assign flight duties involving a particular form of operation (single-pilot or multi-pilot operation in a single-pilot aircraft) to a particular pilot only if that pilot possesses the privileges for that form of operation, in accordance with Part-FCL.

text: Rationale RMT.0190

text: See NPA 2014-25. The RMT.0190 review group identified the need for additional AMC to illustrate how a proper handover of the aircraft should be conducted when crews are changing in flight. This is consistent with

text: Annex VII to ED Decision 2025/002/R Page 2 of 6

text: the approach that was taken with EASA RMT.0573 where EASA developed AMC for the handover of operational control personnel (AMC2 ORO.GEN.110(f)).

text: Rationale RMT.0190 See NPA 2014-25. This GM is introduced to provide additional recommendations in the context of AMC3 ORO.GEN.110(f) – see the rationale for that AMC. This GM was developed with a group of airlines that have extensive experience in long-haul flight operations. For the focused consultation with the EASA Advisory Bodies (20 June 2022), this draft GM was presented as GM2 ORO.FC.120(f). Based on an internal review, it is renamed into GM3 ORO.FC.110(f), since a GM2 ORO.FC.120(f) was already introduced with ED Decision 2022/014/R. Based on a comment received during the above-mentioned focused consultation, in point (c) in the phrase ‘… briefing between relieving flight crew members…’ the word ‘relieving’ was deleted to clarify that not only the crew members swapping positions are involved but also any other affected crew members. After a final review prior to the publication of the ED Decision, the following changes were made, for clarification and to better reflect today’s best practices: — in point (a), the wording was changed from ‘remaining fuel’ to ‘fuel’, since also other aspects of fuel (e.g. fuel consumption) should be included; — a new point (b) was inserted (navigation and ATC status); — in point (d), the word ‘status’ was added.

text: Annex VII to ED Decision 2025/002/R Page 3 of 6

text: Rationale RMT.0190

text: Annex VII to ED Decision 2025/002/R Page 4 of 6

text: See NPA 2014-25. The driver of this AMC is the necessary safety improvement consequential to the accident of Air France 447 (see the Final Report: https://bea.aero/fileadmin/documents/docspa/2009/f-cp090601.en/pdf/fcp090601.en.pdf, Chapter 4 Subchapter 4.3, Recommendation 4.3.5). In reaction to a comment received for NPA 2014-25, and also with regard to the above-mentioned Final Report related to the Air France 447 accident, an additional point (b) is added to ensure that the operator defines the minimum experience needed before relieving the commander in flight. This is in line with recommendation 4.2.1 ‘Relief captain’ in the Air France accident report referred to above.

text: Rationale RMT.0190

text: Following safety recommendation 4.2.1 ‘Relief captain’ in the Air France accident report referred to in the rationale for the amendments to AMC1 ORO.FC.A.201(a)(2)(ii), this additional GM contains recommendations based on best practices from industry, as analysed by the RMT.0190 rulemaking group. To reduce the complexity of handover procedures, and to allow pilots to perform their delegated commander duties from their usual seating position, point (a) recommends that a ‘relief commander’ remains at his or her more natural seating position. Performing the task from that position is more likely to result in better performance, especially in the case of emergency situations. The minimum experience for ‘relief commanders’ required by different operators’ procedures ranges from 3 000 up to 5 000 hours. In that context, the RMT.0190 RMG concluded that 3 000 hours should be recommended to be considered as a minimum.

text: Annex VII to ED Decision 2025/002/R Page 5 of 6

text: Rationale RMT.0190 See NPA 2014-25. The GM gives additional guidance on the training for pilots who relieve the commander in flight and is to be seen in the context of AMC1 ORO.FC.A.201(a)(2)(ii). Please refer to the rationale for that AMC. During the focused consultation meeting with the EASA Advisory Bodies (20 June 2022), the introductory part of the second sentence of this GM was changed to clarify that the listed exercises solely constitute examples while it will be entirely up to the operator to design the training, based on its safety risk assessment.

text: Rationale RMT.0190 See NPA 2014-25. The RMT.0190 review group concluded that additional GM was necessary to ensure a proper understanding of point ORO.FC.A.201(b)(2), as proposed to be amended. Please also refer to the rationale provided with the draft amendments to point ORO.FC.A.201(b)(2), as included in EASA Opinion No 05/2023 .

text: Opinion No 05/2023 - Cruise relief co-pilots | Regular update of flight crew licensing and medical requirements | Better flight crew licensing requirements for general aviation | EASA

text: Annex VII to ED Decision 2025/002/R Page 6 of 6

identifier: AMC & GM to Part-ORO — Issue 2, Amendment 26

beslut: ED Decision 2025/002/R

text: Annex VII to ED Decision 2025/002/R ‘AMC and GM to Part-ORO — Issue 2, Amendment 26’

text: The text of the amendment is arranged to show deleted, new and unchanged text as follows:

text: — deleted text is struck through;

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

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

text: Annex I to Decision 2018/009/R of the Executive Director of the Agency of 14 September 2018 is amended as follows:

text: GM1 ORO.FC.100(c) Composition of flight crew

text: LICENCE AND RATINGS IN ACCORDANCE WITH COMMISSION REGULATION

text: (EU) No 1178/2011

text: When determining the composition of the crew, and monitoring whether the flight crew holds the appropriate licence and ratings, the operator needs to take into account any limitations prescribed in

text: Regulation (EU) No 1178/2011

text: applicable to the flight crew members such as, but not limited to, recent experience, privileges for single-pilot and/or multi-pilot operations in single-pilot aircraft, and operational multi-pilot limitation.

text: AMC3 ORO.GEN.110(f) Operator responsibilities

text: PROCEDURES FOR THE RELIEF OF FLIGHT CREW MEMBERS IN CAT OPERATIONS

text: If operating with augmented flight crew, the operator procedures should address all of the following: (a) the responsibilities and command chain in the flight crew compartment during the absence of the commander; (b) the assignment of flight crew member stations or seats to relieving crew members, accounting for different phases of flight, including any possible emergency scenarios and controlled rest periods. The operator should consider all possible crew compositions such as multiple captains operating together, instructors during line training, and possible consequences following an incapacitation. The operator should establish the minimum flight level or altitude below which crew members may not vacate their assigned station for the purpose of transferring duties to another crew member; and (c) any handover and related briefing between flight crew members should cover essential information on command delegation and associated task sharing. The briefing should focus on continuity of the flight.

text: GM3 ORO.GEN.110(f) Operator responsibilities

text: BRIEFING BETWEEN RELIEVING FLIGHT CREW MEMBERS

text: A typical briefing between relieving crew members includes:

text: (a) the technical status of aeroplane, including fuel;

text: (b) the navigation and ATC status;

text: (c) the en route and destination weather;

text: (d) the alternate airport’s status;

text: (e) contingency scenarios; and

text: (f) the cabin status.

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

text: RECURRENT TRAINING SYLLABUS

text: (a) Recurrent training […] (4) Aircraft/FSTD training […] (ii) Helicopters […] (B) Where a suitable FSTD is available and accessible, it should be used to complete the following additional items: — settling with power and vortex ring; — unanticipated yaw (loss of tail rotor effectiveness). Note: Additional guidance on how to deliver training on the recognition of and recovery from the incipient vortex ring state can be found in the EASA Together4Safety Helicopter Flight Instructor Guide. Rationale RMT.0587 During extensive discussions with the Advisory Bodies (R.COM) and competent authorities, it was decided to further clarify the considerations on vortex ring state (VRS) in this AMC. A note with a reference to the Helicopter Flight Instructor Guide published by EASA (Together4Safety) was added. This Guide provides more detailed and practical information and on what is expected in terms of demonstration, instruction and training concerning the recognition and recovery from VRS. In addition, guidance is provided on how to raise the awareness on the risk to encounter VRS in those exercises where VRS is mentioned as a threat.

text: AMC1 ORO.FC.A.201(a)(2)(ii) In-flight relief of flight crew members

text: INITIAL CRM TRAINING FOR THE PILOT RELIEVING THE COMMANDER

text: (a) The initial CRM training for the pilot relieving the commander should include the CRM training elements of the command course specified in point (g) of AMC1 ORO.FC.115.

text: MINIMUM EXPERIENCE

text: (b) The operator should define and specify in the operations manual the minimum level of experience for a first officer to be designated to act as pilot relieving the commander.

text: GM1 ORO.FC.A.201(a)(2)(ii) In-flight relief of flight crew member

text: SEATING POSITION AND MINIMUM EXPERIENCE OF A PILOT WHO IS RELIEVING THE COMMANDER IN FLIGHT

text: (a) It is recommended that flight crew members to whom the commander delegates the conduct of the flight remain seated at their natural seating position (for example, a first officer remains seated at the right-hand seat).

text: (b) Operators, when determining the minimum level of experience of a pilot who is relieving the commander in flight (see AMC1 ORO.FC.201(a)(2)(ii), are recommended to establish a minimum experience of 3 000 hours of flight time.

text: GM1 ORO.FC.A.201(a)(2)(ii);(iii) In-flight relief of flight crew members

text: LEADERSHIP AND DECISION-MAKING SKILLS OF THE PILOT RELIEVING THE COMMANDER

text: It is recommended that, to enhance the leadership and decision-making skills of the pilot relieving the commander, an operator include in its training programme training exercises related to issues identified by the operator’s safety risk management. Examples for such exercises are the initiation of

text: emergency descent, engine failure in the cruise, smoke control and/or removal, unreliable airspeed indication, total loss of electrical power supply or upset prevention and recovery training.

text: GM1 ORO.FC.A.201(b)(2)(iii) In-flight relief of flight crew members

text: TRAINING AND CHECKING OF CRUISE RELIEF CO-PILOTS

text: (a) Training

text: The training of a cruise relief co-pilot is the same as the training for co-pilots in accordance with point ORO.FC.230, including take-off and landing exercises in both the PF and PM role.

text: (b) Checking

text: (1) As the cruise relief co-pilot may not exercise functions at the control of the aircraft during the take-off, there is no need to check for those manoeuvres neither in the PF nor in the PM role.

text: (2) However, in unforeseen circumstances, the cruise relief co-pilot may need to exercise functions at the control of the aircraft during landing; thus, a check of the landing manoeuvres at least in the role of the PM is necessary.


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

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

text: Annex II to ED Decision 2025/008/R Page 1 of 6

text: AMC and GM to Part-ORO Issue 2, Amendment 27

text: Annex II to ED Decision 2025/008/R Page 2 of 6

text: Annex II to ED Decision 2025/008/R Page 3 of 6

text: Annex II to ED Decision 2025/008/R Page 4 of 6

text: Annex II to ED Decision 2025/008/R Page 5 of 6

text: Annex II to ED Decision 2025/008/R Page 6 of 6

beslut: ED Decision 2025/008/R

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

text: Regulation (EU) No 965/2012

text: — Issue 2, Amendment 27

text: Annex II to ED Decision 2025/008/R ‘AMC & GM to Part-ORO — Issue 2, Amendment 27’

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

text: — deleted text is struck through;

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

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

text: AMC3 ORO.GEN.110(f) Operator responsibilities

text: TURNAROUND COORDINATION

text: (a) Turnaround coordination refers to the coordination of one or more ground handling activities, which may be performed by one or more providers of ground handling services, during the aircraft turnaround. The goal is to complete the ground handling task(s) efficiently and within a set time frame to ensure the aircraft can depart on schedule. (b) The operator should establish a turnaround plan for its aircraft and agree with the ground handling organisation on the organisation’s roles and responsibilities during the turnaround to ensure that the organisation coordinates the aircraft turnaround activities in accordance with that plan.

text: GM5 ORO.GEN.200(a)(3) Management system

text: INTERFACES WITH GROUND HANDLING ORGANISATIONS AND AERODROME OPERATORS

text: When identifying aviation safety hazards posed by its activities, the operator could consider various interfaces with ground handling organisations and aerodrome operators and clarify the responsibilities of every party and function involved. Other stakeholders may be involved, depending on the contracted services. Once the interfaces have been recognised, the operator could consider the critical nature of each interface, identify any hazards related to the interface and carry out joint hazard analyses and risk assessments. While each organisation is responsible for identifying and managing hazards that affect it, operational safety benefits can be achieved through the enhancement of safety as a result of shared ownership of safety risks. It is recommended that the aircraft operator uses the guidelines for establishing operational interfaces provided in the Manual on Ground Handling (ICAO Doc 10121), particularly Chapter 6 thereof.

text: AMC1 ORO.GEN.205 Contracted activities

text: RESPONSIBILITY WHEN CONTRACTING ACTIVITIES

text: (a) The operator may decide to contract certain activities to external organisations. (b) A written agreement should exist between the operator and the contracted organisation clearly defining the contracted activities, accountability for safety and authority, and the applicable requirements. In the case of ad hoc operations carried out without a prior ground handling agreement, ground handling services may be provided at short notice by the operator or the commander/pilot-in-command. (c) The contracted safety-related activities relevant to the agreement should be included in the operator’s safety management and compliance monitoring programmes.

text: (d) The operator should ensure that the contracted organisation has the necessary authorisation or approval when required, or that a ground handling organisation contracted to provide services at an EU aerodrome within the scope of

text: Regulation (EU) 2018/1139

text: operates under a declaration, and commands the resources and competence to undertake the activitiestask.

text: AMC3 ORO.GEN.205 Contracted activities

text: GROUND HANDLING SERVICES

text: When contracting a ground handling organisation that has declared its activities in accordance with Commission Delegated

text: Regulation (EU) 2025/20

text: , the operator should adopt a risk-based approach to comply with the requirements of point ORO.GEN.205.

text: GM1 ORO.GEN.205 Contracted activities

text: CONTRACTING — GENERAL

text: (a) Operators may decide to contract certain activities to external organisations for the provision of services related to areas such as: (1) ground de-icing/anti-icing; (2) ground handling, including but not limited to ground de-/anti-icing, fuelling, toilet and potable water services, aircraft cleaning and catering; (23) flight support (including performance calculations, flight planning, navigation database and dispatch); (34) training; and (45) manual preparation. (b) Contracted activities include all activities within the operator’s scope of approval that are performed by another organisation either itself certified, orauthorised or covered by a declaration to carry out such activity or, if not certified, orauthorised or declaring its activity, working under the operator’s approval. (c) The ultimate responsibility for the product or service provided by external organisations should always remains with the operator. (d) Without affecting point (c), a ground handling organisation providing services to an operator is not exonerated from its own accountability and responsibility for the safe provision of ground handling services in compliance with the requirements of Commission Delegated

text: Regulation (EU) 2025/20

text: GM2 ORO.GEN.205 Contracted activities

text: (a) Regardless of the approval status of the contracted organisation, the contracting operator is responsible for ensuring that all contracted activities are subject to hazard identification and risk management, as required by point ORO.GEN.200(a)(3), and to compliance monitoring, as required by point ORO.GEN.200(a)(6). (b) When the contracted organisation is itself certified or authorised to carry out the contracted activities, the operator’s compliance monitoring should at least check that the approval of the operator referred to in point ORO.GEN.205(b) effectively covers the contracted activities and that it is still valid. (c) The risk-based approach of the operator regarding compliance monitoring of ground handling services provided by a third-party ground handling organisation referred to in AMC3 ORO.GEN.205 means that the scope and frequency of monitoring activities can be reduced and can focus on safety and operational issues, and the review of relevant reported occurrences and performance. The operator can take into account the results of the following verification methods: (1) oversight performed by the competent authority of the ground handling organisation in accordance with Commission Implementing

text: Regulation (EU) 2025/23

text: , (2) industry audit programmes performed by other third parties on behalf of the operator, (3) industry audit programmes performed by the aerodrome operator, (4) industry audits performed by independent third parties for the purpose of the ground handling organisation’s compliance monitoring process, (5) continued monitoring carried out by representatives of the operator at the aerodrome, as applicable.

text: GM1 ORO.GEN.315 Operational procedures for ground handling

text: ADDITIONAL GUIDANCE

text: Additional guidance on ground handling operational procedures can be found in the EASA Decision containing the AMC and GM to Commission Delegated

text: Regulation (EU) 2025/20

text: and in Appendix A to ICAO Doc 10121, Manual on Ground Handling.

text: AMC1 ORO.GEN.315(b);(c) Operational procedures for ground handling

text: INSTRUCTIONS AND PROCEDURES FOR GROUND HANDLING SERVICES

text: When contracting ground handling services to a third-party ground handling organisation, the operator should ensure either of the following:

text: (a) The operator provides ground handling instructions and procedures to the ground handling organisation. If both the operator and the ground handling organisation apply the same industry standards or good practices, the operator should: (1) aim at reducing the differences between its own GH operating procedures and those industry standards and good practices by conducting a safety risk assessment of those differences. The purpose of such an assessment is to evaluate whether those differences provide a higher level of safety than those industry standards or best practices; (2) specify any safety-related exceptions or deviations from the industry standards and good practices in the instructions and procedures. (b) When the operator is unable to provide its own instructions and procedures to the ground handling organisation: (1) at aerodromes in the scope of

text: Regulation (EU) 2018/1139

text: Regulation (EU) 2025/20

text: ; (2) at aerodromes outside the scope of

text: Regulation (EU) 2018/1139

text: , the ground handling organisation provides those services in accordance with the relevant industry standards and good practices, as agreed with the operator.

text: AMC1 ORO.GEN.315(b) Operational procedures for ground handling

text: INFORMATION ON THE TRANSPORT OF PASSENGERS WITH REDUCED MOBILITY AND THEIR MOBILITY DEVICES

text: For the ground handling of passengers with reduced mobility and their mobility devices, the operator should do the following: (a) publish applicable restrictions on the carriage of mobility devices, including electrical ones; (b) provide means to receive information from passengers, either directly or indirectly, about any requirements for passenger assistance, including on the transport of their mobility device and the type of device; (c) establish procedures to address the following risk areas: (1) communication of safety-relevant information related to the transport of passengers requiring assistance and their mobility devices to the contracted ground handling organisations at the aerodrome, to facilitate the packing and loading of the mobility device for safe transport, as applicable, in accordance with the ICAO Technical Instructions; (2) aircraft mass and balance and any loading limitations that apply; (d) use appropriate masses for the mobility devices when preparing the mass and balance and load control documentation and comply with load-spreading requirements; (e) include instructions in its operations manual, as applicable, for passenger acceptance, load control, boarding and disembarkation, and aircraft loading.

text: GM1 ORO.GEN.315(c)(3) Operational procedures for ground handling

text: USE OF OPERATIONAL PROCEDURES OF THE GROUND HANDLING ORGANISATION

text: The following are non-exhaustive examples of cases in which the operator is unable to provide its operational procedures for ground handling to the ground handling organisation, while still being compliant with the requirements of Commission Implementing

text: Regulation (EU) 2025/24

text: amending

text: Commission Regulation (EU) No 965/2012

text: : (a) when the operator is an NCO operator, as it is not mandatory for NCO operators to have operational procedures for ground handling; (b) when landing takes place at an alternate aerodrome, where the ground handling service provider does not have the operator’s operational procedures for the provision of ground handling services; (c) when an emergency landing takes place at any aerodrome that is not included among the operator’s regular or alternate aerodromes of operation; (d) when there is a change in the operational flight plan during flight, as may often be the case for non-commercial operators.

text: GM2 ORO.AOC.135(a) Personnel requirements

text: COMPETENCE OF NOMINATED PERSONS

text: […] (e) Ground operations. The nominated person should have a thorough knowledge of the AOC holder’s ground operations concept and be familiar with the requirements of Commission Delegated

text: Regulation (EU) 2025/20

text: applicable to their operations.

text: AMC3 ORO.MLR.100 Operations manual — general

text: CONTENTS – CAT OPERATIONS

text: […] D TRAINING […] 2.5 for operations personnel other than crew members (e.g. flight dispatcher, ground handling personnel, etc.), all other relevant items prescribed in Annex IV (Part-CAT) and in this Annex pertaining to their duties. […]