text: EUROCONTROL Specification for ATM Surveillance System Performance (ESASSP), edition 1.1, September 2015, ISBN: 978-2-87497-022-1. EUROCONTROL Specification for Surveillance Data Exchange Part 1 — All Purpose Structured EUROCONTROL Surveillance Information Exchange (ASTERIX), edition 2.4, 24.10.2016, ISBN: 978-2-87497-028-3.

text: Commission Implementing

text: Regulation (EU) No 1206/2011 of 22 November 2011

text: laying down requirements on aircraft identification for surveillance for the single European sky (OJ L 305, 23.11.2011, p. 23). 8 Commission Implementing

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

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

text: Regulation (EU) No 1035/2011

text: and Regulations

text: (EC) No 1265/2007

text: (EC) No 1794/2006

text: (EC) No 730/2006

text: (EC) No 1033/2006

text: and

text: (EU) No 255/2010

text: (OJ L 281, 13.10.2012, p. 1).

text: Commission Implementing

text: Regulation (EU) 2017/373 of 1 March 2017

text: laying down common requirements for providers of air traffic management/air navigation services and other air traffic management network functions and their oversight, repealing

text: Regulation (EC) No 482/2008

text: , Implementing Regulations

text: (EU) No 1034/2011

text: (EU) No 1035/2011

text: and

text: (EU) 2016/1377

text: and amending

text: Regulation (EU) No 677/2011

text: (OJ L 62, 8.3.2017, p. 1). 10 ICAO Annex 10 ‘Aeronautical Telecommunications’, Volume IV ‘Surveillance Radar and Collision Avoidance Systems’, 3rd edition incorporating Amendments 1-89.

text: Not applicable. This section is omitted as this GM specifies only rates of reply per second. However, surveillance service providers may consider other time intervals as specified in Annex 10. 12 Not applicable. This section is omitted as this GM specifies only rates of reply per second. However, surveillance service providers may consider other time intervals as specified in Annex 10. 13 Section related to ELM is omitted as not relevant due to ELM not being implemented in the Single European Sky airspace.

text: EUROCONTROL Guidelines on the Assessment of Ground-based Surveillance Interrogations, edition 1.0, 11.12.2019, ISBN: 978-2-87497-104-4. 15

text: Commission Regulation (EC) No 262/2009 of 30 March 2009

text: laying down requirements for the coordinated allocation and use of Mode S interrogator codes for the single European sky (OJ L 084 31.3.2009, p. 20). 16 Commission Implementing

text: Regulation (EU) 2019/123 of 24 January 2019

text: laying down detailed rules for the implementation of air traffic management (ATM) network functions and repealing

text: Commission Regulation (EU) No 677/2011

text: (OJ L 28, 31.1.2019, p. 1).

text: Regulation (EU) 2018/1139

text: of the European Parliament and of the Council of 4 July 2018 on common rules in the field of civil aviation and establishing a European Union Aviation Safety Agency, and amending Regulations

text: (EC) No 2111/2005

text: (EC) No 1008/2008

text: (EU) No 996/2010

text: (EU) No 376/2014

text: and Directives

text: and

text: of the European Parliament and of the Council, and repealing Regulations

text: (EC) No 552/2004

text: and

text: (EC) No 216/2008

text: of the European Parliament and of the Council and

text: Council Regulation (EEC) No 3922/91

text: OJ L 212, 22.8.2018, p. 1. 18 Directive

text: of the European Parliament and of the Council of 16 April 2014 on the harmonisation of the laws of the Member States relating to the making available on the market of radio equipment and repealing Directive

text: (OJ L 153, 22.5.2014, p. 62). 19

text: Regulation (EU) No 376/2014

text: of the European Parliament and of the Council of 3 April 2014 on the reporting, analysis and follow-up of occurrences in civil aviation, amending

text: Regulation (EU) No 996/2010

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

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

text: (EC) No 1321/2007

text: and

text: (EC) No 1330/2007

text: (OJ L 122, 24.4.2014. p. 18). 20 Commission Implementing

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

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

text: Regulation (EU) No 376/2014

text: of the European Parliament and of the Council (OJ L 163, 30.6.2015, p. 1). 21 EUROCONTROL Guidelines on the Assessment of Ground-based Surveillance Interrogations, edition 1.0, 11.12.2019, ISBN: 978-2-87497-104-4.

text: EUROCONTROL Specification for ATM Surveillance System Performance (ESASSP), edition 1.1, September 2015, ISBN: 978-2-87497-022-1. 23 Commission Implementing

text: Regulation (EU) No 1207/2011 of 22 November 2011

text: laying down requirements for the performance and the interoperability of surveillance for the single European sky (OJ L 305, 23.11.2011, p. 35). 24 Commission Implementing

text: Regulation (EU) No 1035/2011

text: and Regulations

text: (EC) No 1265/2007

text: (EC) No 1794/2006

text: (EC) No 730/2006

text: (EC) No 1033/2006

text: and

text: (EU) No 255/2010

text: (OJ L 281, 13.10.2012, p. 1). 25

text: Commission Regulation (EC) No 1033/2006 of 4 July 2006

text: laying down the requirements on procedures for flight plans in the pre-flight phase for the single European sky (OJ L 186, 7.7.2006, p. 46).

identifier: AMC & GM to Commission Implementing Regulation (EU) No 1207/2011 — Issue 1

beslut: ED Decision 2020/014/R

publisher: Europeiska unionens byrå för luftfartssäkerhet

sprak: en

serie: amc-gm

text: AMC and GM to Commission Implementing

text: Regulation (EU) No 1207/2011

text: Issue 1

type: stycke

text: Acceptable Means of Compliance and Guidance Material to Commission Implementing

text: Regulation (EU) No 1207/2011

type: rubrik

text: Issue 1 18 August 2020

text: For the date of entry into force of this Issue, please refer to Decision 2020/014/R at the Official Publication of EASA.

text: Annex to ED Decision 2020/014/R Page 1 of 12

text: AMC and GM to Commission Implementing

text: Regulation (EU) No 1207/2011

text: Issue 1

text: Article 4

text: Performance requirements

text: SEAMLESS OPERATIONS To ensure seamless operations at the boundary of their airspace, air navigation service providers (ANSPs) should apply radar-/surveillance-based horizontal separation minima of 5 NM, or 3 NM for high-density airspace. Separation minima of other than 3 or 5 NM may be applied, provided that ANSPs perform an assessment that shows no negative impact on safety, traffic flows, and capacity of the adjacent airspace. The nominal performance of the surveillance system that supports the applicable separation minima should be in accordance with EUROCONTROL-SPEC-147 .

text: Article 4

text: Performance requirements

text: SEAMLESS OPERATIONS Information and guidance for air navigation service providers (ANSPs) on how to establish the applicable separation minima can be found in the following ICAO documents: — Doc 9689-AN/953 ‘Manual on Airspace Planning Methodology for the Determination of Separation Minima’, 1st edition incorporating Amendment 1, 1998; and — Doc 9426-AN/924 ‘Air Traffic Services Planning Manual’, in particular Section 2, 1st (provisional) edition incorporating Amendment 4, 1984.

text: Article 5

text: Interoperability requirements

text: TRANSFER OF SURVEILLANCE DATA When transferring surveillance data to other air navigation service providers (ANSPs), ANSPs should use the ASTERIX data format as specified in Part 1 of EUROCONTROL-SPEC-0149 on the basis of the appropriate ASTERIX Data Categories. Note: Further information on the use of the ASTERIX data format as well as the list of available ASTERIX Data Categories and their respective specifications can be found at https://www.eurocontrol.int/asterix.

text: Annex to ED Decision 2020/014/R Page 3 of 12

text: AMC and GM to Commission Implementing

text: Regulation (EU) No 1207/2011

text: Issue 1

text: Article 5

text: Interoperability requirements

text: SECONDARY SURVEILLANCE RADAR TRANSPONDERS With regard to the requirements for secondary surveillance radar transponders, aircraft operators that are subject to

text: Commission Regulation (EU) No 965/2012

text: should ensure that their aircraft comply with the EASA Certification Specifications for Airborne Communications, Navigation and Surveillance (CS-ACNS), Subpart D — Surveillance (SUR), and particularly: — Section 2 ‘Mode S elementary surveillance (ELS)’; — Section 3 ‘Mode S Enhanced Surveillance (EHS)’; and — Section 4 ‘1090 MHz Extended Squitter ADS-B (ADSB), as applicable. Aircraft that only require the ELS capability and were certified according to JAA TGL 13, Revision 1 , or installations that comply with CS-STAN, CS-SC002b (or later versions), are considered an acceptable alternative to compliance with CS-ACNS. Third-country-operator (TCO) aircraft that operate within the Single European Sky (SES) airspace should comply with national requirements equivalent to the requirements of CS-ACNS, Subpart D, Sections 2, 3, and 4, as applicable.

text: Article 5

text: Interoperability requirements

text: TRANSITIONAL ARRANGEMENTS Operators of aircraft whose certificate of airworthiness (CofA) was first issued before 7 December 2020 and their aircraft cannot be equipped with secondary surveillance radar transponders that have Mode S EHS and/or ADS-B capabilities by 7 December 2020, may defer the required modification until 7 June 2023. To defer the modification, aircraft operators should comply with both of the following conditions: — demonstrate, by means of a retrofit plan, full commitment to achieving compliance by 7 June 2023; and — have not received European Union funding to retrofit their aircraft with Mode S EHS and/or ADS-B capabilities as required by Article 5 of Commission Implementing

text: Regulation (EU) No 1207/2011

text: Commission Regulation (EU) No 965/2012 of 5 October 2012

text: laying down technical requirements and administrative procedures related to air operations pursuant to

text: Regulation (EC) No 216/2008

text: of the European Parliament and of the Council (OJ L 296, 25.10.2012, p. 1). 5 Joint Aviation Authorities (JAA) Temporary Guidance Leaflet (TGL) 13, Revision 1 ‘Certification of Mode S Transponder Systems for Elementary Surveillance’, 1 June 2003. 6 Commission Implementing

text: Annex to ED Decision 2020/014/R Page 4 of 12

text: AMC and GM to Commission Implementing

text: Regulation (EU) No 1207/2011

text: Issue 1

text: The retrofit plan should contain installation dates for all affected aircraft, including the necessary supporting documentation to show that the planned installation dates are viable. The supporting documentation should include: — the required engineering documentation; — the contractual agreements and delivery schedules for the applicable equipment; and — the contractual agreements with maintenance organisations for the installation. For operators of aircraft for which no approved engineering documentation that meets the requirements of CS-ACNS is available on the market prior to 7 December 2020, the retrofit plan may consist of a plan to identify and establish the appropriate engineering documentation and contractual agreements to have the required equipment installed on the affected aircraft and approved by 7 June 2023. As the retrofit plan requires supporting evidence that demonstrates the aircraft operators’ firm commitment, amendments to such a plan should not be necessary. However, in principle, duly justified amendments to the plan may be possible if the completion of the installation prior to 7 June 2023 is evident in the revised supporting documentation, such as a revised contractual arrangement with avionics suppliers and maintenance organisations. To benefit from the transitional arrangements, aircraft operators are not formally required to submit the retrofit plans to their competent authority or to any other entity. Aircraft operators should have such a plan in place prior to 7 December 2020 and make it available upon request to their competent authority. Aircraft operators that have received European Union funding to retrofit specific aircraft, should complete the installation of the required systems prior to 7 December 2020. However, if aircraft operators wish to benefit from the transitional arrangements until 7 June 2023, they should return that funding to the European Union prior to 7 December 2020. Furthermore, those aircraft operators should fulfil the conditions for the establishment of a retrofit plan.

text: Article 5

text: Interoperability requirements

text: CONTINUITY OF SECONDARY SURVEILLANCE RADAR TRANSPONDERS The continuity requirement for secondary surveillance radar transponders (‘they have the continuity sufficient to avoid presenting an operational risk’, as stated in Article 5 of Commission Implementing

text: Regulation (EU) No 1207/2011

text: ) states that such equipment should function without unscheduled interruption so as not to pose a hazard to other airspace users. The required continuity to ensure continued operation of that equipment in the airspace is established by CS-ACNS. Continuity figures that are less stringent than those specified in CS-ACNS for Mode S ELS and/or ADS-B may be –4 acceptable. Typically, continuity figures not exceeding 2 × 10 per flight hour may be acceptable.

text: Annex to ED Decision 2020/014/R Page 5 of 12

text: AMC and GM to Commission Implementing

text: Regulation (EU) No 1207/2011

text: Issue 1

text: Article 5

text: Interoperability requirements

text: COOPERATIVE SURVEILLANCE CHAIN Commission Implementing

text: Regulation (EU) No 1206/2011

text: sets out the application and use of the individual aircraft identification capability and requires air navigation service providers (ANSPs) to ensure that the cooperative surveillance chain has the necessary capability to allow them to establish individual aircraft identification using the downlinked aircraft identification feature.

text: Article 5

text: Interoperability requirements

text: SERVICEABLE SECONDARY SURVEILLANCE RADAR TRANSPONDERS A secondary surveillance radar transponder is considered serviceable when it transmits all the data and parameters required by paragraphs 5(a), (b) and (c) of Article 5 of Commission Implementing

text: Regulation (EU) No 1207/2011

text: . The transponders should be operated in accordance with Section 13 ‘SSR Transponder’ of the Annex to Commission Implementing

text: Regulation (EU) No 923/2012

text: and the related AMC and GM.

text: Article 5

text: Interoperability requirements

text: CONTINUED OPERATIONS Operators may continue to operate their aircraft within the SES airspace without the Mode S EHS and/or the ADS-B capability, irrespective of the date of issue of the first certificate of airworthiness (CofA), if aircraft are flown for: — maintenance; or — export. For the purpose of maintenance, i.e. routine or non-routine checks and modification action, flights into, out of, or over the SES airspace should be operated as non-revenue flights. For the purpose of export, flights out of or over the SES airspace should also be operated as non-revenue flights. Operators may also continue to operate their aircraft within the SES airspace without the Mode S EHS and/or the ADS-B capability if aircraft: — are first issued with a CoA prior to 7 June 1995; or — will cease to be operated by 31 October 2025.

text: Annex to ED Decision 2020/014/R Page 6 of 12

text: AMC and GM to Commission Implementing

text: Regulation (EU) No 1207/2011

text: Issue 1

text: The later condition is applicable to aircraft whose operators have determined prior to 7 December 2020 that they will cease their operation within the SES airspace prior to 31 October 2025. The operators should have evidence, such as a fleet planning document, of their intention to cease operation of their aircraft prior to 31 October 2025, and make it available upon request to their competent authority. This condition is not intended to provide a means to extend the compliance date for the Mode S EHS and/or the ADS-B capability.

text: Article 5

text: Interoperability requirements

text: EFFICIENT DEPLOYMENT SOLUTION The surveillance system should meet the performance requirements that are necessary to support the provision of air traffic services (ATS). Therefore, before commissioning a new or modified surveillance system, air navigation service providers (ANSPs) should develop a business case to demonstrate that the proposed surveillance system is the most effective solution that safely supports the required operations and among other elements considers efficiency issues (e.g. through-life cost (TLC) and the 1030/1090-MHz radio frequencies (RF) band usage). One option for the business case would be the use of ADS-B data. When comparing options regarding the 1030/1090-MHz RF band usage, ANPSs should consider the impact not only on their own surveillance systems but also on neighbouring ones.

text: Article 6

text: Spectrum protection

text: EXCESSIVE INTERROGATIONS To maintain an effective surveillance service that supports the provision of air traffic services (ATS) and the safe separation of aircraft, the ground-based interrogators should not excessively interrogate aircraft. Excessive interrogation may result in the loss of transponder data and the subsequent loss of the surveillance service; therefore, surveillance service providers should maintain the interrogation rates as low as necessary and the surveillance coverage to the minimum required for the safe operation of the system. Surveillance service providers are required to comply with Annex VIII (Part-CNS) to Commission Implementing

text: Regulation (EU) 2017/373

text: by demonstrating that their working methods and operating procedures comply with the international Standards and Recommended Practices (SARPs) of Annex 10 ‘Aeronautical Telecommunications’ to the Chicago Convention on International Civil Aviation. Surveillance service providers should compute the reply rates per second of the transponder on board aircraft flying over an EASA Member State and compare them to the minimum reply rates of International Civil Aviation Organization (ICAO) Annex 10, Volume IV . As specified in

text: Annex to ED Decision 2020/014/R Page 7 of 12

text: AMC and GM to Commission Implementing

text: Regulation (EU) No 1207/2011

text: Issue 1

text: Section 3.1.1.7.9.1 for Mode A/C replies, and in Section 3.1.2.10.3.7.3 for Mode S replies, the minimum reply rates are as follows: — for Mode A/C replies: ‘3.1.1.7.9.1 All transponders shall be capable of continuously generating at least 500 replies per second for a 15-pulse coded reply. Transponder installations used solely below 4 500 m (15 000 ft), or below a lesser altitude established by the appropriate authority or by regional air navigation agreement, and in aircraft with a maximum cruising true airspeed not exceeding 175 kt (324 km/h) shall be capable of generating at least 1 000 15-pulse coded replies per second for a duration of 100 milliseconds. Transponder installations operated above 4 500 m (15 000 ft) or in aircraft with a maximum cruising true airspeed in excess of 175 kt (324 km/h), shall be capable of generating at least 1 200 15-pulse coded replies per second for a duration of 100 milliseconds. Note 1. A 15-pulse reply includes 2 framing pulses, 12 information pulses, and the SPI pulse. Note 2. The reply rate requirement of 500 replies per second establishes the minimum continuous reply rate capability of the transponder. As per the altitude and speed criteria above, the 100 or 120 replies in a 100-millisecond interval defines the peak capability of the transponder. The transponder must be capable of replying to this short-term burst rate, even though the transponder may not be capable of sustaining this rate. If the transponder is subjected to interrogation rates beyond its reply rate capability, the reply rate limit control of 3.1.1.7.9.2 acts to gracefully desensitize the transponder in a manner that favours closer interrogators. Desensitization eliminates weaker interrogation signals.’; and — for Mode S replies: ‘3.1.2.10.3.7.3 Minimum reply rate capability, Mode S. A transponder capable of transmitting only short Mode S replies shall be able to generate replies at the following rates: 50 Mode S replies in any 1-second interval (…) In addition to any downlink ELM transmissions, a level 2, 3 or 4 transponder shall be able to generate as long replies at least: 16 of 50 Mode S replies in any 1-second interval (…) (…) In addition, a transponder within an ACAS installation shall be able to generate as ACAS coordination replies at least 3 of 50 Mode S replies in any 1-second interval.’

text: Annex to ED Decision 2020/014/R Page 8 of 12

text: AMC and GM to Commission Implementing

text: Regulation (EU) No 1207/2011

text: Issue 1

text: Therefore, the reply rates of aircraft transponders should be computed per second, in compliance with ICAO Annex 10, Volume IV, and satisfy the following conditions: — be less than or equal to 500 Mode A/C replies per second; — be less than or equal to 50 Mode S replies in any 1-second interval; and — be less than or equal to 16 Mode S long replies in any 1-second interval. To verify compliance, several methods may be used: — simple theoretical calculation; — simulation of the 1030/1090-MHz RF environment; — periodic (offline) analysis of the 1030/1090-MHz RF environment recorded on the ground; and — permanent (online) analysis of the 1030/1090-MHz RF environment on the ground. For the analysis of the 1030/1090-MHz RF environment, airborne recordings may complement the analysis of the 1030/1090-MHz RF environment on the ground. The choice of the most appropriate method depends on the estimated reply rates of transponders on board aircraft that fly within a given service area. Further information may be found in EUROCONTROL-GUID-178 . To maintain low interrogation rates outside the ANSPs’ area of surveillance interest, the interrogator output power should be as low as possible and as necessary for the safe performance of the system as specified in ICAO Annex 10, Volume IV, paragraph 3.1.1.8.2. In addition, the provisions of

text: Commission Regulation (EC) No 262/2009

text: regarding Mode S surveillance and lockout restrictions should be observed. If an active MLAT system is utilised, the spectrum protection measures as defined in ICAO Annex 10, Volume IV, paragraph 6.2, should be observed. As per

text: Article 7(3)

text: (g)(iii) of Commission Implementing

text: Regulation (EU) 2019/123

text: , the Network Manager is required to monitor the performance of the infrastructure relevant for the execution of the network functions, i.e. surveillance interrogators and avionics. The application of this central analysis tool, which is intended to provide statistics and alerts with respect to transmission rates, does not relieve surveillance service providers of the responsibility to ensure initial and continued compliance with Annex VIII (Part-CNS) to Commission Implementing

text: Regulation (EU) 2017/373

text: . Such statistics and alerts provided by the Network Manager could be used to monitor the continued operation of the interrogators.

text: Annex to ED Decision 2020/014/R Page 9 of 12

text: AMC and GM to Commission Implementing

text: Regulation (EU) No 1207/2011

text: Issue 1

text: Article 6

text: Spectrum protection

text: AVOIDANCE OF HARMFUL INTERFERENCE The harmful interference of other systems may jeopardise the functioning of radio navigation services or other safety services, or seriously degrade, obstruct or repeatedly interrupt radio communication services. To avoid harmful interference with surveillance or other systems, the configuration of ground-based interrogators (including fixed and mobile military radars for permanent or temporary operation, test radars, wide area multilateration (WAM) systems, etc.) should be correct. Prior to transmitting from any civil or military ground-based surveillance interrogator, surveillance service providers should verify that the configuration of the interrogator is such to prevent harmful interference with other surveillance systems. The assessment and verification of the configuration of ground-based surveillance interrogators that is performed in the context of the conformity assessment as per

text: Article 139(2) of Regulation (EU) 2018/1139

text: should be sufficient evidence of an appropriate configuration. In addition, the appropriate implementation of Directive

text: (the ‘Radio Equipment (RED) Directive’) can minimise harmful interference from other air traffic management/air navigation services (ATM/ANS) and non-ATM/ANS systems. As part of their frequency management, EASA Member States should have established processes to report and manage unexpected and incorrect transmissions. To ensure the effective elimination of any detected interference, surveillance service providers should be familiar with those processes. Furthermore, surveillance service providers should report via their mandatory reporting systems, which are established as per

text: Regulation (EU) No 376/2014

text: , the events that are listed in Annex III ‘Occurrences related to air navigation services and facilities’ to Commission Implementing

text: Regulation (EU) 2015/1018

text: , such as those that cause a failure of a surveillance service or external interference. Further information on the topic can be found in EUROCONTROL-GUID-178 .

text: Annex to ED Decision 2020/014/R Page 10 of 12

text: AMC and GM to Commission Implementing

text: Regulation (EU) No 1207/2011

text: Issue 1

text: Article 7

text: Associated procedures

text: ASSESSMENT OF THE PERFORMANCE OF THE SURVEILLANCE SYSTEM To assess the performance of their surveillance systems, air navigation service providers (ANSPs) may consider the use of the VERIF (verification function) of the Surveillance Analysis Support System for ATC Centre (SASS-C), and refer to Section 4 of EUROCONTROL-SPEC-147 . Note: Further information on the EUROCONTROL SASS-C is available at: http://www.eurocontrol.int/services/surveillance-analysis-support-system-atc-centre-sass-c

text: Article 14

text: a Flight Plans

text: As Commission Implementing

text: Regulation (EU) No 1207/2011

text: requires all qualifying aircraft to be equipped with Mode S and/or ADS-B systems to access SES airspace, information on the equipage and the operational status should be available to ATS units. As required by point SERA.4001 of the Annex to Commission Implementing

text: Regulation (EU) No 923/2012

text: , information related to an intended flight should be provided to ATS units in the form of a flight plan. The information required is specified in

text: Regulation (EC) No 1033/2006

text: . Aircraft to which Commission Implementing

text: Regulation (EU) No 1207/2011

text: does not apply or aircraft that use the non-equipage or exemption provisions are authorised to access SES airspace when conducting instrument flight rules (IFR) / general air traffic (GAT) operations. The appropriate equipage and operational status, including the correct designator for the functioning surveillance systems, should be inserted in Items 10b and 18 of the flight plan. Operators of State aircraft that are not equipped with Mode S ELS and who have notified the European Commission as per Article 8(3) of Commission Implementing

text: Regulation (EU) No 1207/2011

text: should insert the designator ‘SUR/EUELSX’ in Item 18 of the flight plan. Operators of aircraft, including State aircraft, which are not equipped with Mode S EHS and/or ADS-B, or are equipped with Mode S EHS and/or ADS-B that are temporarily inoperative, should insert the designators ‘SUR/EUADSBX’ or ‘SUR/EUEHSX’, or a combination of them, in Item 18 of the flight plan.

text: Annex to ED Decision 2020/014/R Page 11 of 12

text: AMC and GM to Commission Implementing

text: Regulation (EU) No 1207/2011

text: Issue 1

text: Note 1: ‘operation with Mode S EHS and/or ADS-B that are temporarily inoperative’ is a Commission Implementing

text: Regulation (EU) No 1207/2011

text: Article 5(5)

text: requirement; therefore, when such operation is required, the requirements of

text: Article 14

text: a of Commission Implementing

text: Regulation (EU) No 1207/2011

text: also apply, and the flight plan should include the designators ‘SUR/EUADSBX’ or ‘SUR/EUEHSX’, as appropriate, in Item 18. Note 2: GM3

text: Article 5

text: Interoperability requirements — SERVICEABLE SECONDARY SURVEILLANCE RADAR TRANSPONDERS explains the conditions under which a transponder is considered serviceable.

text: Annex to ED Decision 2020/014/R Page 12 of 12

type: vagledning

utgivare: easa


text: AMC and GM to

text: Commission Regulation (EU) 2015/340

text: Issue 1, Amendment 1

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 V to ED Decision 2023/011/R Page 1 of 7

text: AMC and GM to

text: Commission Regulation (EU) 2015/340

text: Issue 1, Amendment 1

text: Annex V to ED Decision 2023/011/R Page 3 of 7

text: AMC and GM to

text: Commission Regulation (EU) 2015/340

text: Issue 1, Amendment 1

text: Possible combinations of ratings Possible combinations of ratings and rating endorsements and rating endorsements that may that may be issued after dd.mm.yyyy (date of applicability) be issued until dd.mm.yyyy (date of applicability) Rating / Rating endorsement Rating / Rating Sector/Position endorsement

text: ADV — — ADI/AIR ADC Sector/Position (AIR) to be indicated when the exercise of the privileges is limited to air control only. ADI/AIR/RAD ADC/SUR Sector/Position (AIR) to be indicated when the exercise of the privileges is limited to air control only.

text: ADI/GMC ADC Sector/Position (GMC) to be indicated when the exercise of the privileges is limited to ground control only. ADI/GMC/GMS ADC Sector/Position (GMC) to be indicated when the exercise of the privileges is limited to ground control only.

text: ADI/TWR ADC Sector/Position, if specified. ADI/TWR/RAD ADC/SUR Sector/Position, if specified. ADI/TWR/GMS ADC Sector/Position (GMC) to be indicated when the exercise of the privileges is limited to ground control only.

text: APP APP Sector/Position, if specified.

text: APS APS Sector/Position, if specified. APS/PAR APS/PAR Sector/Position, if specified. APS/SRA APS/SRA Sector/Position, if specified. APS/TCL APS Sector/Position (e.g. TCL), if specified, when services are provided to aircraft that operate in a specified terminal area and/or adjacent sectors.

text: Annex V to ED Decision 2023/011/R Page 4 of 7

text: AMC and GM to

text: Commission Regulation (EU) 2015/340

text: Issue 1, Amendment 1

text: ACP ACP Sector/Position, if specified. ACP/OCN ACP/OCN Sector/Position, if specified.

text: ACS ACS Sector/Position, if specified. ACS/OCN ACS/OCN Sector/Position, if specified. ACS/TCL ACS Sector/Position (e.g. TCL), if specified, when services are provided to aircraft that operate in a specified terminal area and/or adjacent sectors.

text: Annex V to ED Decision 2023/011/R Page 5 of 7

text: AMC and GM to

text: Commission Regulation (EU) 2015/340

text: Issue 1, Amendment 1

text: Annex V to ED Decision 2023/011/R Page 6 of 7

text: AMC and GM to

text: Commission Regulation (EU) 2015/340

text: Issue 1, Amendment 1

text: Annex V to ED Decision 2023/011/R Page 7 of 7

identifier: AMC & GM to Commission Regulation (EU) 2015/340 — Issue 1, Amendment 1

amnesord: AMC/GM to the Cover Regulation (EU) 2015/340

beslut: ED Decision 2023/011/R

text: Annex V to ED Decision 2023/011/R ‘AMC and GM to

text: Commission Regulation (EU) 2015/340

text: — Issue 1, Amendment 1’

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 V to ED Decision 2015/010/R of the Executive Director of the Agency of 13 March 2015 is amended as follows:

text: ICAO LOCATION INDICATOR

text: The ICAO location indicator used in the unit endorsement identifies the ATS unit that manages the maintenance of the air traffic controller competence.

text: PRIVILEGES OF AERODROME CONTROL VISUAL (ADV) RATING HOLDERS

text: Air traffic controllers who have obtained the aerodrome control visual (ADV) rating at an aerodrome that publishes instrument approach and departure procedures, or air traffic controllers who move to an aerodrome with published instrument approach and departure procedures, should undergo a specific rating training at a certified initial training organisation to acquire competence equivalent to the aerodrome control (ADC) rating. The specific rating training should address the differences between ADV and ADC. For those air traffic controllers, the licence will contain the ADC rating following the successful completion of the specific rating training.

text: Article 8

text: Conversion of rating and rating endorsements

text: CONVERSION OF RATING AND RATING ENDORSEMENTS

text: When converting the privileges, the competent authority should include, in item IX of the licence, the aerodrome control (ADC) rating with the date of first issue of the aerodrome control instrument (ADI) rating, and the aerodrome control surveillance (SUR) rating endorsement with the date of first issue of the aerodrome radar (RAD) rating endorsement. At the same time, the ADI rating and the RAD rating endorsement should be removed from the licence. The aerodrome control visual (ADV) rating should be removed from item IX, except for those air traffic controllers that hold a valid unit endorsement attached to the ADV rating. The ground movement control (GMC), air control (AIR), tower control (TWR) and ground movement surveillance (GMS) rating endorsements should be removed from item IX at the time of conversion of ADI to ADC. The terminal control (TCL) rating endorsement should be removed from item IX upon revalidation or renewal of the unit endorsement.

text: Article 8

text: The table below provides explanations on the possible combinations of ratings and rating endorsements resulting from the amendment of

text: Commission Regulation (EU) 2015/340

text: . The explanations are related to the entries in item XIIa in the licence document template as provided in Appendix 1 ‘Format for licence — AIR TRAFFIC CONTROLLER LICENCE’ to Annex II.

text: AERODROME CONTROL INSTRUMENT (ADI) RATING

text: The ADI rating, issued before 4 August 2024, indicates that the licence holder is competent to provide air traffic control services to aerodrome traffic at an aerodrome that has published instrument approach or departure procedures.

text: AERODROME CONTROL VISUAL (ADV) RATING

text: The ADV rating, issued before 4 August 2024, indicates that the licence holder is competent to provide air traffic control services to aerodrome traffic at an aerodrome that has no published instrument approach or departure procedures.

text: AIR CONTROL (AIR), GROUND MOVEMENT CONTROL (GMC) AND TOWER CONTROL (TWR) RATING ENDORSEMENTS

text: The AIR rating endorsement, issued before 4 August 2024, indicates that the licence holder is competent to provide air control to traffic that flies in the vicinity of an aerodrome and on the runway. The GMC rating endorsement, issued before 4 August 2024, indicates that the licence holder is competent to provide ground movement control. The TWR rating endorsement, issued before 4 August 2024, indicates that the licence holder is competent to provide aerodrome control services. The TWR rating endorsement includes the privileges of the AIR and GMC rating endorsements.

text: GROUND MOVEMENT SURVEILLANCE (GMS) CONTROL RATING ENDORSEMENT

text: The GMS rating endorsement, granted in addition to the ground movement control (GMC) rating endorsement or the tower control (TWR) rating endorsement, issued before 4 August 2024, indicates that the licence holder is competent to provide ground movement control with the help of aerodrome surface movement guidance systems.

text: AERODROME RADAR (RAD) RATING ENDORSEMENT

text: The RAD rating endorsement, granted in addition to the air control (AIR) rating endorsement or tower control (TWR) rating endorsement, issued before 4 August 2024, indicates that the licence holder is competent to provide aerodrome control with the help of surveillance radar equipment.

text: TERMINAL CONTROL (TCL) RATING ENDORSEMENT

text: The TCL rating endorsement, issued before 4 August 2024, indicates that the licence holder is competent to provide air traffic control services with the use of any surveillance equipment to aircraft that operate in a specified terminal area and/or adjacent sectors.

text: Article 8

text: a(3) Credit for the air traffic controller training received during military service

text: CONTENTS OF THE NATIONAL CONVERSION REPORT

text: The national conversion report should contain, as a minimum, all the following elements:

text: 1. General

text: Table of contents, document revision history, and list of abbreviations.

text: 2. Introduction

text: Purpose and scope.

text: 3. National requirements for the issue of military air traffic controller licences

text: Overview and structure of the military air traffic controller training, licences and ratings issued, including their scope and privileges.

text: 4. Results of the gap analysis

text: Description and comparison of the requirements for the training of military air traffic controllers and civil air traffic controllers.

text: 5. Overview of the possible credits

text: Persons that are entitled to apply, including training, examination and assessment to be undertaken by the applicant.

text: 6. Reference documents

text: Copies of relevant national requirements and procedures.


text: AMC & GM to

text: Regulation (EU) 2015/340

text: Issue 2

text: For the date of entry into force of Issue 2, kindly refer to ED Decision 2026/004/R in the Official Publication of EASA. Annex Ι to ED Decision 2026/004/R Page 1 of 7

text: AMC & GM to

text: Regulation (EU) 2015/340

text: Issue 2

text: ED Decision 2015/010/R

text: AIR TRAFFIC CONTROLLER TRAINING ORGANISATION CERTIFICATION

text: ED Decision 2015/010/R

text: ABNORMAL SITUATION

text: ED Decision 2023/011/R

text: ICAO LOCATION INDICATOR

text: ED Decision 2023/011/R

text: PRIVILEGES OF AERODROME CONTROL VISUAL (ADV) RATING HOLDERS

text: Annex Ι to ED Decision 2026/004/R Page 3 of 7

text: AMC & GM to

text: Regulation (EU) 2015/340

text: Issue 2

text: ED Decision 2023/011/R

text: CONVERSION OF RATING AND RATING ENDORSEMENTS

text: ED Decision 2023/011/R

text: Possible combinations of ratings Possible combinations of ratings and rating endorsements and rating endorsements that may that may be issued after dd.mm.yyyy (date of applicability) be issued until dd.mm.yyyy (date of applicability) Rating / Rating endorsement Rating / Rating Sector/Position endorsement

text: ADV — — ADI/AIR ADC Sector/Position (AIR) to be indicated when the exercise of the privileges is limited to air control only. ADI/AIR/RAD ADC/SUR Sector/Position (AIR) to be indicated when the exercise of the privileges is limited to air control only.

text: ADI/GMC ADC Sector/Position (GMC) to be indicated when the exercise of the privileges is limited to ground control only. ADI/GMC/GMS ADC Sector/Position (GMC) to be indicated when the exercise of the privileges is limited to ground control only.

text: Annex Ι to ED Decision 2026/004/R Page 4 of 7

text: AMC & GM to

text: Regulation (EU) 2015/340

text: Issue 2

text: ADI/TWR ADC Sector/Position, if specified. ADI/TWR/RAD ADC/SUR Sector/Position, if specified. ADI/TWR/GMS ADC Sector/Position (GMC) to be indicated when the exercise of the privileges is limited to ground control only.

text: APP APP Sector/Position, if specified.

text: APS APS Sector/Position, if specified. APS/PAR APS/PAR Sector/Position, if specified. APS/SRA APS/SRA Sector/Position, if specified. APS/TCL APS Sector/Position (e.g. TCL), if specified, when services are provided to aircraft that operate in a specified terminal area and/or adjacent sectors.

text: ACP ACP Sector/Position, if specified. ACP/OCN ACP/OCN Sector/Position, if specified.

text: ACS ACS Sector/Position, if specified. ACS/OCN ACS/OCN Sector/Position, if specified. ACS/TCL ACS Sector/Position (e.g. TCL), if specified, when services are provided to aircraft that operate in a specified terminal area and/or adjacent sectors.

text: ED Decision 2023/011/R

text: AERODROME CONTROL INSTRUMENT (ADI) RATING

text: ED Decision 2023/011/R

text: AERODROME CONTROL VISUAL (ADV) RATING

text: Annex Ι to ED Decision 2026/004/R Page 5 of 7

text: AMC & GM to

text: Regulation (EU) 2015/340

text: Issue 2

text: ED Decision 2023/011/R

text: AIR CONTROL (AIR), GROUND MOVEMENT CONTROL (GMC) AND TOWER CONTROL (TWR) RATING ENDORSEMENTS

text: ED Decision 2023/011/R

text: ED Decision 2023/011/R

text: ED Decision 2023/011/R

text: ED Decision 2023/011/R

text: Annex Ι to ED Decision 2026/004/R Page 6 of 7

text: AMC & GM to

text: Regulation (EU) 2015/340

text: Issue 2

text: Annex Ι to ED Decision 2026/004/R Page 7 of 7

identifier: AMC & GM to Commission Regulation (EU) 2015/340 — Issue 2

beslut: ED Decision 2026/004/R

text: Acceptable Means of Compliance and Guidance Material to

text: Commission Regulation (EU) 2015/340

text: Issue 2

text: 8 June 2026

text: COVER REGULATION

text: For the purpose of ensuring that all organisations referred to in

text: Article 1(2)

text: comply with the technical requirements and administrative procedures of

text: Article 2(2)

text: , air traffic services providers providing training to air traffic controllers according to Annex I, Part ATCO, Subpart D, are subject to the requirements applicable to air traffic controller training organisations set out in this Regulation and are subject to certification in accordance with

text: Regulation (EU) 2018/1139

text: and

text: Regulation (EU) 2015/340

text: Abnormal situations may include: (a) circumstances arising from human error or violation of rules both within the ATC and aircraft operation; (b) serious weather or volcanic perturbations; and (c) technical system failures or malfunctions of aircraft and/or ATC ground-based systems.

text: The ICAO location indicator used in the unit endorsement identifies the ATS unit that manages the maintenance of the air traffic controller competence.

text: Air traffic controllers who have obtained the aerodrome control visual (ADV) rating at an aerodrome that publishes instrument approach and departure procedures, or air traffic controllers who move to an aerodrome with published instrument approach and departure procedures, should undergo a specific rating training at a certified initial training organisation to acquire competence equivalent to the aerodrome control (ADC) rating. The specific rating training should address the differences between ADV and ADC. For those air traffic controllers, the licence will contain the ADC rating following the successful completion of the specific rating training.

text: Article 8

text: Changes to rating and rating endorsements

text: When converting the privileges, the competent authority should include, in item IX of the licence, the aerodrome control (ADC) rating with the date of first issue of the aerodrome control instrument (ADI) rating, and the aerodrome control surveillance (SUR) rating endorsement with the date of first issue of the aerodrome radar (RAD) rating endorsement. At the same time, the ADI rating and the RAD rating endorsement should be removed from the licence.

text: The aerodrome control visual (ADV) rating should be removed from item IX, except for those air traffic controllers that hold a valid unit endorsement attached to the ADV rating.

text: The ground movement control (GMC), air control (AIR), tower control (TWR) and ground movement surveillance (GMS) rating endorsements should be removed from item IX at the time of conversion of ADI to ADC.

text: The terminal control (TCL) rating endorsement should be removed from item IX upon revalidation or renewal of the unit endorsement.

text: Article 8

text: The table below provides explanations on the possible combinations of ratings and rating endorsements resulting from the amendment of

text: Commission Regulation (EU) 2015/340

text: . The explanations are related to the entries in item XIIa in the licence document template as provided in Appendix 1 ‘Format for licence — AIR TRAFFIC CONTROLLER LICENCE’ to Annex II.

text: The ADI rating, issued before 4 August 2024, indicates that the licence holder is competent to provide air traffic control services to aerodrome traffic at an aerodrome that has published instrument approach or departure procedures.

text: The ADV rating, issued before 4 August 2024, indicates that the licence holder is competent to provide air traffic control services to aerodrome traffic at an aerodrome that has no published instrument approach or departure procedures.

text: Article 8

text: 1. General Table of contents, document revision history, and list of abbreviations.

text: 2. Introduction Purpose and scope.

text: 3. National requirements for the issue of military air traffic controller licences Overview and structure of the military air traffic controller training, licences and ratings issued, including their scope and privileges.

text: 4. Results of the gap analysis Description and comparison of the requirements for the training of military air traffic controllers and civil air traffic controllers.

text: 5. Overview of the possible credits Persons that are entitled to apply, including training, examination and assessment to be undertaken by the applicant.

text: 6. Reference documents Copies of relevant national requirements and procedures.


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 2025/002/R Page 1 of 2

text: AMC and GM to

text: Regulation (EU) No 1178/2011

text: Issue 1, Amendment 1

text: Rationale RMT.0678

text: Following comments received during the focused consultation with the EASA Advisory Bodies in June 2022, the term ‘single throttle control’ in the introductory phrase of paragraph (8c) of

text: Article 2

text: was changed into ‘single thrust control’ (see above). In this context, and following comments, this new GM is proposed to clarify the meaning of this term.

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

identifier: AMC & GM to Commission Regulation (EU) No 1178/2011 — Issue 1, Amendment 1

amnesord: AMC & GM to Regulation (EU) No 1178/2011

beslut: ED Decision 2025/002/R

text: Annex I to ED Decision 2025/002/R ‘AMC and GM to

text: Regulation (EU) No 1178/2011

text: — Issue 1, Amendment 1’

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

text: Article 2

text: (8c) Definitions

text: MEANING OF THE TERM ‘SINGLE THRUST CONTROL’

text: The SEP aeroplane class, as defined in

text: Article 2

text: (8c), includes aeroplanes whose single propulsion unit (propeller) is driven by more than one engine (e.g. a hybrid engine system, consisting of a piston and an electric engine). Despite such a ‘multi-engine’ power plant system, such an aircraft can follow the single-engine aeroplane licensing framework since malfunctions of one engine will lead to a (partial) loss of power but never to an asymmetric flight condition. Hence, if during the certification process for a particular aeroplane it is determined that, from a pilot’s perspective, there is no difference between operating a conventional single-engine power plant and the as above described multi-engine single-propeller power plant of the aeroplane under certification, that aeroplane for the purpose of flight crew licensing can be treated as a single-engine aeroplane. In this context, the term ‘single thrust control’ is meant to refer to engine controls of such an innovative power plant which are equivalent to the engine controls of a conventional single-engine power plant.


text: AMC & GM to

text: Regulation (EU) No 1178/2011

text: Issue 1, Amendment 2

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

text: Annex to ED Decision 2025/011/R Page 1 of 2

text: AMC & GM to

text: Regulation (EU) No 1178/2011

text: Issue 1, Amendment 2

text: ED Decision 2012/007/R - AMC & GM to Part-ORA | EASA

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) (http://data.europa.eu/eli/reg/2011/1178/oj).

text: Annex to ED Decision 2025/011/R Page 2 of 2

identifier: AMC & GM to Commission Regulation (EU) No 1178/2011 — Issue 1, Amendment 2

beslut: ED Decision 2025/011/R

text: Acceptable Means of Compliance and Guidance Material to

text: Regulation (EU) No 1178/2011

text: — Issue 1, Amendment 2

text: Annex to ED Decision 2025/011/R ‘AMC & GM to

text: Regulation (EU) No 1178/2011

text: — Issue 1, Amendment 2’

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

text: — deleted text is struck through;

text: Article 4

text: f(2) and (3)

text: TYPE RATING COURSES — VTOL-CAPABLE AIRCRAFT (VCA)

text: (a) General The means for compliance demonstration established for the design and the provision of helicopter type rating training courses, as contained in AMC3 ORA.ATO.125 of ED Decision 2012/007/R , should be followed when designing and providing type rating training courses for VTOL-capable aircraft (VCA). (b) Theoretical knowledge instruction and examination Unless otherwise specified in the operational suitability data (OSD) established in accordance with Annex I (Part 21) to

text: Regulation (EU) No 748/2012

text: , the theoretical knowledge instruction and examination for VCA should follow the syllabi contained in AMC1 FCL.725(a) from which topics should be selected, modified and complemented, as applicable, for the relevant type of VCA. Particularly, all the following should be appropriately addressed: (1) engine and propulsion system of the VCA; (2) general knowledge about U-space airspace.

text: Article 4

text: According to

text: Article 4

text: f(3)(a)(i) of

text: Regulation (EU) No 1178/2011

text: , the VCA type rating training should comply with the requirements of Section A of Appendix 9 to Annex I (Part-FCL). Inter alia, this means that the general principles for the use of FSTDs for the training, testing and checking for single-pilot aircraft (Appendix 9, Section A, point (1c)) apply.

text: Article 4

text: INSTRUCTOR REFRESHER TRAINING FOR VTOL-CAPABLE AIRCRAFT (VCA) TYPE RATING INSTRUCTIONAL PRIVILEGES

text: (a) If applicants for the revalidation of an instructor certificate referred to in

text: Article 4

text: f(7) of

text: Regulation (EU) No 1178/2011

text: wish to revalidate instructor privileges for VCA as per

text: Article 4

text: f(8), they should complete the instructor refresher training in the form of a seminar. (b) If applicants for the renewal of an instructor certificate referred to in

text: Article 4

text: f(7) of

text: Regulation (EU) No 1178/2011

text: wish to renew instructor privileges for VCA as per

text: Article 4

text: f(8), they should complete the instructor refresher training following an individual training programme that is established by an ATO, after that ATO has determined on a case-by-case basis the amount of refresher training needed, based on an assessment of the applicant. Such individual training programmes should be based on the content of the training referred to in

text: Article 4


text: AMC & GM to

text: Regulation (EU) No 1178/2011

text: Issue 1, Amendment 3

text: N o t e t o re a d e rs

text: ‘A g e n c y’ a n d ‘E A S A’ a r e u s e d i n t e r c h a n g e a b l y , a n d t h i s i s m o s t v i s i b l e i n c o n s o l i d a t e d t e x t s . I n a l l c a s e s , b o t h t e r m s r e f e r t o t h e E u r o p e a n U n i o n A v i a t i o n S a f e t y Ag e n c y .

text: Annex I to ED Decision 2026/006/R Page 1 of 2

text: AMC & GM to

text: Regulation (EU) No 1178/2011

text: Issue 1, Amendment 3

text: Annex I to ED Decision 2026/006/R Page 2 of 2

identifier: AMC & GM to Commission Regulation (EU) No 1178-2011 — Issue 1, Amendment 3

beslut: ED Decision 2026/006/R

text: Regulation (EU) No 1178/2011

text: Issue 1, Amendment 3

text: Annex I to ED Decision 2026/006/R ‘AMC and GM to

text: Regulation (EU) No 1178/2011

text: — Issue1, Amendment 3’

text: The amendments are presented as follows:

text: — deleted text is struck through;

text: — new text is highlighted;

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

text: Annex IV to Decision 2018/009/R of the Executive Director of the Agency of 14 September 2018 (AMC & GM to

text: Regulation (EU) No 1178/2011

text: — Initial issue) is amended as follows:

text: GROUP OF AIRCRAFT

text: In the context of FSTDs, in order to determine whether aircraft fall under the same group of aircraft, the following criteria may be considered in addition to the aircraft category: (a) engine configuration: single-engine piston, multi-engine piston, single-engine turbo-prop, multi-engine turbo-prop, multi-engine jet, etc.; (b) wake-turbulence categories: light-weight, medium-weight, heavy-weight.


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

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

text: AMC/GM to Articles

text: AMC/GM to Articles

identifier: AMC & GM to Cover Regulation 2018/395 — Issue 1

amnesord: AMC and GM to Articles of Commission Regulation (EU) 2018/395

beslut: ED Decision 2018/004/R

text: European Aviation Safety Agency

text: Acceptable Means of Compliance and Guidance Material to Articles of

text: Commission Regulation (EU) 2018/395

text: Issue 1 23 March 2018

text: TABLE OF CONTENTS

text: AMC AND GM TO ARTICLES OF COMMISSION REGULATION

text: (EU) 2018/395

text: DIRECT COST ‘Direct cost’ means the cost directly incurred in relation to a flight, e.g. fuel costs of the balloon and the retrieve vehicle directly incurred in relation to a flight, take-off and landing fees, and rental fee for a balloon. There is no element of profit or salary for the pilot.

text: ANNUAL COST ‘Annual cost’ means the cost of the balloon over a period of one calendar year. There is no element of profit or salary for the pilot.

text: ORGANISATION CREATED FOR THE PURPOSES OF PROMOTING AERIAL SPORT OR LEISURE AVIATION An ‘organisation created for the purposes of promoting aerial sport or leisure aviation’ means a nonprofit organisation established under applicable national law for the sole purpose of gathering persons sharing the same interest in general aviation to fly for pleasure or to conduct parachute jumping. The organisation should have balloons available.

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


identifier: AMC & GM to Cover Regulation (EU) No 965/2012 — Amendment 1

beslut: ED Decision 2014/019/R

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

text: Annex I to Decision 2018/003/R

text: ‘GM to

text: Commission Regulation (EU) No 965/2012

text: – Amendment 1’

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

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

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

text: 3. an ellipsis (…) indicates that the remaining text is unchanged in front of or following the reflected amendment. GM1

text: Article 6.4

text: a is amended as follows: GM1

text: Article 6.4

text: a Derogations OTHER-THAN-COMPLEX MOTOR-POWERED AIRCRAFT The term ‘other-than-complex motor-powered aircraft’ is used synonymously with the terms ‘other-than complex motor-powered aircraft’ and ‘other than complex motor-powered aircraft’. Whenever one of these terms is used, it includes also non-motor-powered aircraft such as sailplanes. and balloons.


identifier: AMC & GM to Definitions — Issue 1, Amendment 7

beslut: ED Decision 2017/023/R

text: Annex I to ED Decision 2017/023/R ‘AMC and GM to Definitions — Issue 1, Amendment 7’

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

text: 1. The following is added into GM1 to Annex I (Definitions) as follows: (a) ‘abnormal flight behaviour’ means, in the context of an aircraft tracking system, an event affecting a flight: (1) which is outside of the parameters defined by the operator for normal operation or which indicates an obvious deviation from normal operation; and (2) for which the operator has determined that it poses a risk for the safe continuation of the flight or for third parties.


identifier: AMC & GM to Definitions (OPS - Annex I) — Amendment 1

beslut: ED Decision 2013/017/R

text: Annex to ED Decision 2013/017/R

text: Guidance Material (GM) to Annex I – Definitions for terms used in Annexes II – VII - Amendment 1 Change information The amendments are presented as follows: Text to be deleted Text to be deleted is shown with a line through it. New text to be inserted New text to be inserted is highlighted with grey shading. New text to replace existing text Text to be deleted is shown with a line through it followed by the replacement text which is highlighted with grey shading. Text unchanged Text without a horizontal line through it or grey shading remains the same. Remaining text is unchanged in front of or … following the amendment

text: Annex to ED Decision 2013/017/R

text: Table of contents

text: Annex to ED Decision 2013/017/R

text: Amendments to Guidance Material (GM) to Annex I - Definitions 1) The title of this Annex is changed to: GM to Annex I -Definitions for terms used in Annexes II - VII 2) In GM1 Annex I Definitions, the following new definition is inserted in alphabetical order and the existing definitions are respectively renumbered: (q) ‘Personal locator beacon (PLB)’ is an emergency beacon other than an ELT that broadcasts distinctive signals on designated frequencies, is standalone, portable and is manually activated by the survivors. 3) In GM2 Annex I Definitions, the following items are added in alphabetical order in the list of abbreviations and acronyms: COSPAS-SARSAT cosmicheskaya sistyema poiska avariynich sudov - search and rescue satellite-aided tracking PLB personal locator beacon


text: Annex to ED Decision 2012/015/R

text: Annex to ED Decision 2012/015/R

text: Annex to ED Decision 2012/015/R

text: Annex to ED Decision 2012/015/R

text: Annex to ED Decision 2012/015/R

text: Annex to ED Decision 2012/015/R

text: Annex to ED Decision 2012/015/R

text: Annex to ED Decision 2012/015/R

text: Annex to ED Decision 2012/015/R

text: Annex to ED Decision 2012/015/R

text: Annex to ED Decision 2012/015/R

text: Annex to ED Decision 2012/015/R

text: Annex to ED Decision 2012/015/R

text: Annex to ED Decision 2012/015/R

identifier: AMC & GM to Definitions

beslut: ED Decision 2012/015/R

nummer: definitions

title: AMC & GM to Definitions

text: European Aviation Safety Agency

text: Guidance Material (GM) to Annex I - Definitions for terms used in Annexes II – V

text: Initial issue 25 October 2012

text: GM to Annex I - Definitions for terms used in Annexes II-V

text: GM1 Annex I Definitions

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

text: Regulation (EU) No 965/2012

text: [air operations], the following definitions should apply: (a) ‘Committal point’ means the point in the approach at which the pilot flying decides that, in the event of an engine failure being recognised, the safest option is to continue to the elevated final approach and take-off area (elevated FATO). (b) ‘Emergency locator transmitter’ is a generic term describing equipment that broadcasts distinctive signals on designated frequencies and, depending on application, may be activated by impact or may be manually activated. (c) ‘Exposure time’ means the actual period during which the performance of the helicopter with the critical engine inoperative in still air does not guarantee a safe forced landing or the safe continuation of the flight. (d) ‘Fail-operational flight control system’ means a flight control system with which, in the event of a failure below alert height, the approach, flare and landing can be completed automatically. In the event of a failure, the automatic landing system will operate as a fail-passive system. (e) ‘Fail-operational hybrid landing system’ means a system that consists of a primary fail-passive automatic landing system and a secondary independent guidance system enabling the pilot to complete a landing manually after failure of the primary system. (f) ‘Fail-passive flight control system’: a flight control system is fail-passive if, in the event of a failure, there is no significant out-of-trim condition or deviation of flight path or attitude but the landing is not completed automatically. For a fail-passive automatic flight control system the pilot assumes control of the aeroplane after a failure. (g) ‘Flight control system’ in the context of low visibility operations means a system that includes an automatic landing system and/or a hybrid landing system. (h) ‘HEMS dispatch centre’ means a place where, if established, the coordination or control of the helicopter emergency medical service (HEMS) flight takes place. It may be located in a HEMS operating base. (i) ‘Hybrid head-up display landing system (hybrid HUDLS)’ means a system that consists of a primary fail-passive automatic landing system and a secondary independent HUD/HUDLS enabling the pilot to complete a landing manually after failure of the primary system. (j) ‘Landing distance available (LDAH)’ means the length of the final approach and take-off area plus any additional area declared available by the State of the aerodrome and suitable for helicopters to complete the landing manoeuvre from a defined height. (k) ‘Landing distance required (LDRH)’, in the case of helicopters, means the horizontal distance required to land and come to a full stop from a point 15 m (50 ft) above the landing surface. (l) ‘Maximum structural landing mass’ means the maximum permissible total aeroplane mass upon landing under normal circumstances.

text: (m) ‘Maximum zero fuel mass’ means the maximum permissible mass of an aeroplane with no usable fuel. The mass of the fuel contained in particular tanks should be included in the zero fuel mass when it is explicitly mentioned in the aircraft flight manual. (n) ‘Overpack’, for the purpose of transporting dangerous goods, means an enclosure used by a single shipper to contain one or more packages and to form one handling unit for convenience of handling and stowage. (o) ‘Package’, for the purpose of transporting dangerous goods, means the complete product of the packing operation consisting of the packaging and its contents prepared for transport. (p) ‘Packaging’, for the purpose of transporting dangerous goods, means receptacles and any other components or materials necessary for the receptacle to perform its containment function. (q) ‘Rotation point (RP)’ means the point at which a cyclic input is made to initiate a nose-down attitude change during the take-off flight path. It is the last point in the take-off path from which, in the event of an engine failure being recognised, a forced landing on the aerodrome can be achieved. (r) ‘Touch down and lift-off area (TLOF)’ means a load-bearing area on which a helicopter may touch down or lift off.

text: GM2 Annex I Definitions

text: ABBREVIATIONS AND ACRONYMS The following abbreviations and acronyms are used in the Annexes to this Regulation: A aeroplane a/c aircraft AAC aeronautical administrative communications AAL above aerodrome level AC advisory circular AC alternating current ACAS airborne collision avoidance system ADF automatic direction finder ADG air driven generator ADS automatic dependent surveillance ADS-B automatic dependent surveillance - broadcast ADS-C automatic dependent surveillance - contract AEA Association of European Airlines AEO all-engines-operative AFFF aqueous film forming foams AFM aircraft flight manual AFN aircraft flight notification AFN ATS facilities notification AGL above ground level AHRS attitude heading reference system

text: AIS aeronautical information service ALARP as low as reasonably practicable ALSF approach lighting system with sequenced flashing lights AMC Acceptable Means of Compliance AML aircraft maintenance licence AMSL above mean sea level ANP actual navigation performance AOC aeronautical operational control AOC air operator certificate APU auxiliary power unit APV approach procedure with vertical guidance ARA airborne radar approach ARA Authority Requirements for Aircrew ARO Authority Requirements for Air Operations ARP Aerospace Recommended Practices ASC Air Safety Committee ASDA accelerate-stop distance available ASE altimeter system error ATA Air Transport Association ATC air traffic control ATIS automatic terminal information service ATN air traffic navigation ATPL airline transport pilot licence ATQP alternative training and qualification programme ATS air traffic services ATSC air traffic service communication AVGAS aviation gasoline AVTAG aviation turbine gasoline (wide-cut fuel) AWO all weather operations BALS basic approach lighting system BCAR British civil airworthiness requirements BITD basic instrument training device CAP controller access parameters CAT commercial air transport CAT I / II / III category I / II / III CBT computer-based training CC cabin crew CDFA continuous descent final approach CDL configuration deviation list

text: CFIT controlled flight into terrain CG centre of gravity CM context management CMV converted meteorological visibility CofA certificate of airworthiness COP code of practice CoR certificate of registration CP committal point CPA closest point of approach CPDLC controller pilot data link communication CPL commercial pilot licence C-PED controlled portable electronic device CRE class rating examiner CRI class rating instructor CRM crew resource management CS Certification Specifications CVR cockpit voice recorder DA decision altitude DA/H decision altitude/height DAP downlinked aircraft parameters D-ATIS digital automatic terminal information service DC direct current DCL departure clearance D-FIS data link flight information service DG dangerous goods DH decision height DI daily inspection DIFF deck integrated fire fighting system DLR data link recorder DME distance measuring equipment D-METAR data link - meteorological aerodrome report D-OTIS data link - operational terminal information service DPATO defined point after take-off DPBL defined point before landing DR decision range DSTRK desired track EC European Community ECAC European Civil Aviation Conference EFB electronic flight bag

text: EFIS electronic flight instrument system EGNOS European geostationary navigation overlay service EGT exhaust gas temperature ELT emergency locator transmitter ELT(AD) emergency locator transmitter (automatically deployable) ELT(AF) emergency locator transmitter (automatic fixed) ELT(AP) emergency locator transmitter (automatic portable) ELT(S) survival emergency locator transmitter EPE estimated position of error EPR engine pressure ratio EPU estimated position of uncertainty ERA en-route alternate (aerodrome) ERP emergency response plan ETOPS extended range operations with two-engined aeroplanes EU European Union EUROCAE European Organisation for Civil Aviation Equipment EVS enhanced vision system FAA Federal Aviation Administration FAF final approach fix FALS full approach lighting system FANS future air navigation systems FAP final approach point FAR Federal Aviation Regulation FATO final approach and take-off FC flight crew FCL flight crew licensing FCOM flight crew operating manual FDM flight data monitoring FDO flying display operation FDR flight data recorder FFS full flight simulator FGS flight control/guidance system FI flight instructor FLIPCY flight plan consistency FLTA forward-looking terrain avoidance FMECA failure mode, effects and criticality analysis FMS flight management system FNPT flight and navigation procedures trainer FOD foreign object damage

text: fpm feet per minute FSTD flight simulation training device ft feet FTD flight training device FTE full time equivalent FTL flight and duty time limitations g gram GAGAN GPS aided geo augmented navigation GBAS ground-based augmentation system GCAS ground collision avoidance system GEN general GIDS ground ice detection system GLS GBAS landing system GM Guidance Material GMP general medical practitioner GNSS global navigation satellite system GPS global positioning system GPWS ground proximity warning system H helicopter HEMS helicopter emergency medical service HF high frequency Hg mercury HHO helicopter hoist operation HIALS high intensity approach lighting system HIGE hover in ground effect HLL helideck limitations list HOGE hover out of ground effect HoT hold-over time hPa hectopascals HPL human performance and limitations HUD head-up display HUDLS head-up guidance landing system HUMS health usage monitor system IAF initial approach fix IALS intermediate approach lighting system ICAO International Civil Aviation Organization IDE instruments, data and equipment IF intermediate fix IFR instrument flight rules

text: IFSD in-flight shutdown IGE in ground effect ILS instrument landing system IMC instrument meteorological conditions in inches INS inertial navigation system IP intermediate point IR Implementing Rule IR instrument rating IRS inertial reference system ISA international standard atmosphere ISO International Organization for Standardization IV intravenous JAA Joint Aviation Authorities JAR Joint Aviation Requirements kg kilograms km kilometres kt knots LDA landing distance available LDP landing decision point LED light-emitting diode LHS left hand seat LIFUS line flying under supervision LNAV lateral navigation LoA letter of acceptance LOC localiser LOE line-oriented evaluation LOFT line-oriented flight training LOQE line-oriented quality evaluation LOS limited obstacle surface LPV localiser performance with vertical guidance LRCS long range communication system LRNS long range navigation system LVO low visibility operation LVP low visibility procedures LVTO low visibility take-off m metres MALS medium intensity approach lighting system

text: MALSF medium intensity approach lighting system with sequenced flashing lights MALSR medium intensity approach lighting system with runway alignment indicator lights MAPt missed approach point MCTOM maximum certified take-off mass MDA minimum descent altitude MDH minimum descent height MEA minimum en-route altitude MED medical MEL minimum equipment list METAR meteorological aerodrome report MGA minimum grid altitude MHA minimum holding altitude MHz megahertz MID midpoint MLR manuals, logs and records MLS microwave landing system MLX millilux mm millimetres MM multi-mode MMEL master minimum equipment list MNPS minimum navigation performance specifications MOC minimum obstacle clearance MOCA minimum obstacle clearance altitude MOPSC maximum operational passenger seating configuration MORA minimum off-route altitude MPSC maximum passenger seating capacity MSA minimum sector altitude MSAS multi-functional satellite augmentation system MTCA minimum terrain clearance altitude N North NADP noise abatement departure procedure NALS no approach lighting system NCC non-commercial operations with complex motor-powered aircraft NCO non-commercial operations with other-than-complex motor-powered aircraft NF free power turbine speed NG engine gas generator speed NM nautical miles

text: NOTAM notice to airmen NOTECHS non-technical skills evaluation NOTOC notification to captain NPA non-precision approach NPA Notice of Proposed Amendment NVD night vision device NVG night vision goggles NVIS night vision imaging system OAT outside air temperature OCH obstacle clearance height OCL oceanic clearance ODALS omnidirectional approach lighting system OEI one-engine-inoperative OFS obstacle-free surface OGE out of ground effect OIP offset initiation point OM operations manual OML operational multi-pilot limitation ONC operational navigation chart OPS operations ORO Organisation Requirements for Air Operations OTS CAT II other than standard category II PAPI precision approach path indicator PAR precision approach radar PBE protective breathing equipment PBN performance-based navigation PCDS personnel carrying device system PDA premature descent alert PDP predetermined point PED portable electronic device PIC pilot-in-command PIN personal identification number PIS public interest site PNR point of no return POH pilot’s operating handbook PRM person with reduced mobility QAR quick access recorder QFE atmospheric pressure at aerodrome elevation / runway threshold QNH atmospheric pressure at nautical height

text: RA resolution advisory RAT ram air turbine RCC rescue coordination centre RCF reduced contingency fuel RCLL runway centre line lights RF fixed radius RF radio frequency RFC route facility chart RI ramp inspection RI rectification interval RIE rectification interval extension RMA regional monitoring agency RNAV area navigation RNP required navigation performance ROD rate of descent RP rotation point RTCA Radio Technical Commission for Aeronautics RTODAH rejected take-off distance available (helicopters) RTODRH rejected take-off distance required (helicopters) RTOM reduced take-off mass RTZL runway touchdown zone lights RVR runway visual range RVSM reduced vertical separation minima S South SAFA safety assessment of foreign aircraft SALS simple approach lighting system SALSF simple approach lighting system with sequenced flashing lights SAp stabilised approach SAP system access parameters SAR search and rescue SAS stability augmentation system SBAS satellite-based augmentation system SCC senior cabin crew SCP special category of passenger SDCM system of differential correction and monitoring SFE synthetic flight examiner SFI synthetic flight instructor SID standard instrument departure SMM safety management manual

text: SMS safety management system SNAS satellite navigation augmentation system SOP standard operating procedure SPA operations requiring specific approvals SPECI aviation selected special weather report SPO specialised operations SRA surveillance radar approach SSALF simplified short approach lighting system with sequenced flashing lights SSALR simplified short approach lighting system with runway alignment indicator lights SSALS simplified short approach lighting system SSEC static source error correction SSR secondary surveillance radar STAR standard terminal arrival route STC supplemental type certificate TA traffic advisory TAC terminal approach chart TAS true airspeed TAWS terrain awareness warning system TC technical crew TC type certificate TCAS traffic collision avoidance system TCCA Transport Canada Civil Aviation TCH type certificate holder TDP take-off decision point TDZ touchdown zone THR threshold TI Technical Instructions TIT turbine inlet temperature TMG touring motor glider TODA take-off distance available (aeroplanes) TODAH take-off distance available (helicopters) TODRH take-off distance required (helicopters) TORA take-off run available T-PED transmitting portable electronic device TRE type rating examiner TRI type rating instructor TSE total system error TVE total vertical error

text: TWIP terminal weather information for pilots UMS usage monitoring system UTC coordinated universal time V2 take-off safety speed V50 stalling speed VAT indicated airspeed at threshold VDF VHF direction finder VFR visual flight rules VHF very high frequency VIS visibility VMC visual meteorological conditions VMO maximum operating speed VNAV vertical navigation VOR VHF omnidirectional radio range VT threshold speed VTOL vertical take-off and landing VTOSS take-off safety speed WAAS wide area augmentation system WAC world aeronautical chart WIFI wireless fidelity ZFTT zero flight-time training

text: GM3 Annex I Definitions

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

text: GM4 Annex I Definitions

text: HEAD-UP GUIDANCE LANDING SYSTEM (HUDLS) A HUDLS is typically used for primary approach guidance to decision heights of 50 ft.

text: GM5 Annex I Definitions

text: HOSTILE ENVIRONMENT The open sea areas considered to constitute a hostile environment should be designated by the appropriate authority in the appropriate Aeronautical Information Publication or other suitable documentation.

text: GM6 Annex I Definitions

text: NIGHT VISION IMAGING SYSTEM (NVIS) Helicopter components of the NVIS include the radio altimeter, visual warning system and audio warning system.

text: GM7 Annex I Definitions

text: OFFSHORE OPERATIONS Offshore operations include, but are not limited to, support of offshore oil, gas and mineral exploitation and sea-pilot transfer.

text: GM8 Annex I Definitions

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

text: GM9 Annex I Definitions

text: TECHNICAL INSTRUCTIONS The ICAO document number for the Technical Instructions is Doc 9284-AN/905.

text: GM10 Annex I Definitions

text: V1 The first action includes for example: apply brakes, reduce thrust, deploy speed brakes.