The minimum number of cabin crew and the evacuation procedures form part of the Operations Manual. Not investing in this step will lead to inefficient/costly management system implementation and require subsequent rework. Guidance Material (GM) is non-binding explanatory and interpretation material on how to achieve the requirements contained in the Basic Regulation, the IRs, the AMCs and the CSs. To help with the implementation, EASA published SIB 2014-29, which provided detailed information on how to comply with ORO.CC.100. (2) An infant/child in a CRD should be located in the vicinity of a floor level exit. Regulation (EU) No 965/2012 and Regulation (EU) 2018/1139 and the study EASA 2008.C.25 are available on EASA website. Any duty (including the briefing and debriefing for training purposes) after reporting for a duty that includes a sector or a series of sectors until the aircraft finally comes to rest and the engines are shut down, at the end of the last sector on which the crew member acts as an operating crew member, is considered flight duty period. The term 'commercial operation' is now defined in Article 2 of Regulation (EU) No 965/2012 as follows (previously in Reg. Operators should ensure that sufficient margins are included in schedule design so that commanders are not expected to exercise discretion as a matter of routine. There is no specific mention of baby bassinets, however, equipment installed in an aircraft must meet the applicable requirements of the certification basis, the equipment specifications (if available) or aircraft manufacturer specifications (if available), or NAA requirements applicable to the operation of the aircraft. This organisation does not need to be a CAMO; it can be the operator itself or any other organisation or natural person under the responsibility of the operator. It is not the medical equipment itself that has to be approved in accordance with Regulation (EU) No 748/2012, but its installation on the helicopter. Yes, it is possible, but this decision belongs to the competent authority. A commercial SPO operator is an operator who performs or intends to perform commercial non-transport operation such as specialised operations by receiving remuneration or other valuable consideration against those services. Ref. That is the case when the legislator simply uses the expression “This Regulation enters into force on the 20th day after its publication in the Official Journal of the European Union.” Shorter periods are also used, as was the case in the example above. If the rotation finishes at A, the rest requirements in CS FTL.1.235 (b)(3)(i) are applicable. (EU) No 965/2012 on air operations: Art. Placards advising on their stowage during taxi, take-off, landing and turbulence are required either at the location where baby bassinets will be fixed to the aircraft structure (e.g. (1) CRDs tested and approved for use in aircraft should only be installed on a suitable passenger seat by the method shown in the manufacturer’s instructions provided with each CRD and with the type of connecting device they are approved for the installation in aircraft. the date when it is enforceable and the legal rights and obligations can be effectively exercised. However, many operators carry them because they offer the only effective treatment for cardiac fibrillation. References:  (all are available on EASA website) European Implementing rules for continuing airworthiness (EU) 2014/1321 do not apply to European NCC operators for third-country registered aircraft unless the regulatory oversight has been delegated to an EU Member State. https://www.easa.europa.eu/document-library/regulations/commission-regulation-eu-no-11782011. Regulation (EU) No 965/2012 specifies the following two requirements: There is no EU (or ICAO) requirement for a specific language regarding cabin crew communication with passengers. For non-commercial specialised operations falling under Part-NCO, NCO.GEN.135 (a) (3) requires the original certificate of airworthiness (CofA) be carried on each flight. Article 4(3) of this Regulation requires an air carrier or its agent to make publicly available the safety requirements and relevant information on restrictions. These operators may also have to comply with rules of the third-country State of Registry (SoR) if this State has not delegated its responsibilities to the European State of the Operator. The applicable reference paragraph is CS 25.1301, 25.1541. As a result, discussions were held in 2015 between EASA and IATA/IACA on the application of ORO.CC.100(b), i.e. Does this scheme address your needs and help you to have a safe operation? (c)    for its specialised operations the operator will use aircraft that are not included in its AOC and for which it does not have any SPA yet. While it may be legal to roster an extended FDP (no in-flight rest) to a crew member who is not acclimatised to the local time where the actual duty starts, the actual operational environment may be such that it would be very fatiguing for a particular crew member to perform that FDP. This is the case when an ER is not further developed in the implementing rules. https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX%3A32018R1139. The two definitions make it clear that 'commercial operations' include 'CAT operations'. In non-commercial SPO operations (SPO-NCC and SPO-NCO), there is no requirement with regard to the State of registration of aircraft. UK CAP 1519 specifications are considered to introduce improvements to the existing standards. In the margins of its future rulemaking activities, EASA will consider the opportunity to include some of these FAQ in Subpart FTL as GM. (EU) No 965/2012 on air operations: ARO.OPS.200(b). No, the document is not recognised in the European Union. Publicado: Sexta-feira, 06 de março de 2009, 21h48 | Última atualização em Quinta-feira, 07 de maio de 2020, 11h46 Commanders cannot be expected to exercise discretion without an understanding of the events that constitute unforeseen circumstances. AMC1 ORO.GEN.200 (b) paragraph (a) defines how to assess if an operator is complex or non-complex: The operator is non-complex if its workforce is less than 20 full time equivalents (FTEs). Furthermore, the operator applies appropriate fatigue risk management to actively manage the fatiguing effect of night duties of more than 10 hours in relation to the surrounding duties and rest periods. It is also a practice of some operators to employ ‘language speakers’, i.e. (EU) No 965/2012 on air operations: Art. EU-OPS is published in the Official Journal of the EU as Regulation (EC) No 859/2008 of 20 August 2008 amending Council Regulation (EEC) No 3922/91 as regards common technical requirements and administrative procedures applicable to commercial transportation by aeroplane. There are no specific provisions for loadmasters, either in terms of their duties or in terms of their qualification. The AMC and GM specify the detailed medical conditions and the related medical examinations or investigations:  https://www.easa.europa.eu/document-library/agency-decisions/ed-decision-2011015r. (EU) No 965/2012 on air operations: SPO.GEN.005 (c). As long as an airport crew lounge or a shared hotel room fulfils all criteria of ORO.FTL.105 (3) it could be used as accommodation. In the EASA regulatory framework an ETOPS operational approval is not required for commercial operations with twin-engine aeroplanes with a maximum passenger seating configuration of 19 or less and a maximum take-off mass of less than 45 360 kg to operate in excess of 180 minutes at the approved one-engine-inoperative speed (in still air) from an adequate aerodrome. Reference: Regulation (EU) 2018/1139, Regulation (EU) No 965/2012 on Air Operations. EASA also recommends that appropriate performance indicators for FDP changes after reporting be part of the operator’s approved IFTSS to ensure that any resulting fatigue hazards are properly identified and mitigated. This train is departing at 10:00 and the time necessary for passenger and baggage registration and security checks is 15 minutes before departure time. Once Part-145 organisations will have implemented the new management system requirements including safety risk management, the operator will be able to establish an interface with the hazard identification and risk management processes of the maintenance organisation and consider the contracted organisation’s capability to properly address maintenance specific hazards and risks for their own safety risk management. Regulation (EU) No 965/2012 applies to the flight operation of bringing parachutists at the required level for the execution of the jumps. A window passenger seat is the preferred location. No. However, CS FTL.1.235 (b)(5) requires that fatigue risks arising from combinations of rotations be monitored under the operator’s management system. night training in a simulator) does not need to include 1 local night. The idea behind this AMC is to provide some basic criteria for an organisation (an operator) to establish which AMCs on management system they should follow — the more ‘comprehensive’ ones for complex organisations, or those including some specific ‘alleviations’ for the non-complex ones. You may be allowed to continue carrying out SPO with you Annex I helicopter or aeroplane, if this is permitted under your country national regulation. A Member State can propose an amendment to ORO.FTL.220, in particular, and to the implementing rules, in general, in accordance with Article 71 of Regulation (EU) 2018/1139. In order to ensure appropriate oversight of FTL by the competent authority, operators need to maintain (for a period of 24 months) records of the actual values of flight times, FDP, rest periods and days free of all duties. This includes the location of the aircraft seat belt attachment to the aircraft seat, as a CRS must translate forward until the belt path angle allows for belt tension forces to restrain the device. In accordance with ORO.SPO.100 (b), the aircraft used in commercial SPO (SPO-COM) shall have a certificate of airworthiness (CofA) issued by an EU Member State in accordance with Reg. The Regulation does not say that exactly 168 h must be reached; they are not a target, they are a maximum threshold. In any case, operator’s procedures on delayed reporting should avoid or minimise the negative effect of WOCL encroachment. The number of baby bassinets at one location, usually at a bulkhead, depends on the available space, the weight the bulkhead can hold and the number of oxygen masks for the adults and babies located in that individual row. for operation with a minimum crew of at least two pilots, indication of any differences to EU-OPS / JAR-OPS 3 provisions by stating “No change”, “Amended”, “New” or “Not transposed”; and. A fifth step ensures that the whole process becomes cyclic, and that you learn from your previous experience in order to make your operation safer and more efficient. It is reasonable for the operator to expect crew members to manage their rest and sleep opportunities during pre-duty rest periods and while on standby in order to be able to perform FDP. Annex III applies to operators of complex motor-powered aircraft, both commercial and non-commercial. The extent of contracting, the number, complexity and diversity of aircraft operated and type of operations (CAT, commercial, local, standard routes, hostile environment etc.) When the SoR and the SoO are both EU Member States, they oversee the aircraft, as well as the organisations and personnel involved in their operation in a complementary manner and according to the same rules. Reg. These passengers shall not be allocated, nor occupy, seats that permit direct access to emergency exits or where their presence could impede crew members in their duties, obstruct access to emergency equipment or impede evacuation of the aircraft. Extension of the 168 hours between two recurrent extended recovery rest periods is not allowed. European rules regarding the transport of dangerous goods can be found in the Commission Regulation (EU) No 965/2012 on Air Operations (Air OPS). Reference: Regulation (EU) No 965/2012, Annex III (Part ORO). In essence, the fatigue management training is a competency-based training. Depending on the specifics of the child seat, but also on the specifics of the aircraft seats and of the aircraft cabin arrangement, the operator decides which child seats are accepted on board its aircraft and which ones cannot be accepted due to safety reasons. This means that the audit and verification requirements contained in Part-ORO of Regulation 965/2012 cannot be substituted by a TCO authorisation issued by the Agency. If an FDP is assigned during the airport standby, the combination of home standby and FDP does not lead to more than 18 hours awake time. Regulation (EU) No 1178/2011 Aircrew as amended by Regulation (EU) No 290/2012. The Agency has published an overview of the opt-out period applied by Member States here. (EU) No 748/2012 or shall be leased-in in accordance with ORO.SPO.100 (c). CSs are used to establish the certification basis (CB) as described below. It is not a late finish, because he/she is acclimatised to B, and the FDP finishes at 23:30 (LT-B). Under the European regulations, POCs do not have to be approved to be carried and used on board. The Competent Authority has to check the content of the operator's Safety Management Manual (SMM) as mentioned in ARO.GEN.310(a) and in the corresponding AMC to ARO.GEN.310. It must be noted that it is difficult, if not impossible, to mandate the ‘required’ languages to be used on board with regard to communication with passengers, as this differs on daily basis from a flight to flight. After resting in B, which is within two hours’ time difference from A, the crew member gets acclimatised to B. That operator no longer acts as an operator training only its own cabin crew for its specific operations. Sterile flight deck procedures are meant to increase the flight crew members' attention to their essential operational activities when their focused alert is needed, i.e. Reference: Regulation (EU) No 965/2012 on Air Operations, Annex II (Part ARO, ARO.GEN and ARO.RAMP). The child seat must be also approved for use in aircraft on the basis of the technical standard specified in either point, (i) UN Standard ECE R44-04 (or 03), or ECE R129 bearing the respective ‘ECE R’ label; and, (ii) German ‘Qualification Procedure for Child Restraint Systems for Use in Aircraft’ (TÜV/958-01/2001) bearing the label ‘For Use in Aircraft’; or. quality system as per JAR-OPS/ EU-OPS). Such system description and related analysis will be an effective means for identifying hazards proactively. No. The loading of an aircraft shall be performed under the supervision of qualified personnel in a way that is consistent with the results of mass and balance calculations. The use of Annex I aircraft in SPO activities is not regulated at EU level. (4) The buckle of the adult safety belt must be easily accessible for both opening and closing, and must be in line with the seat belt halves (not canted) after tightening. It is therefore the operator’s responsibility to choose the languages to be used on its flights, which may vary depending on the destination or a known passenger profile. In parallel with that, the operator has to ensure also that the operation itself – not just the manual – is compliant with the applicable rules. Parachutes are completely outside Regulation (EU) 2018/1139 (the Basic Regulation), on account that they are not an aircraft. Several examples can be found in the Aircrew Regulation, such as in Article 11c (in relation to the obligation of Member States regarding the transfer of records and certification processes of those organisations for which the Agency is the competent authority) and in Article 4 (1) — the obligation of Member States to adapt grandfathered pilot licences to the new format by a certain date. Reference: Regulation (EU) No 965/2012 on Air Operations, associated Decisions (AMC/GM). If an operator does not have a delayed reporting procedure, then it can’t be used. Reference: Regulation (EU) No 965/2012 on Air Operations, Annex III (Part-ORO); Regulation (EU) No 1321/2014 on continuing airworthiness, Part-M. For an organisation up to 20 FTEs, it is important to assess the 'risk profile' of the organisation in relation to the way it operates and this may justify the need for robust management processes for safety. For air taxi operations with aeroplanes of 19 seats or less, the operator complies with EU OPS, Subpart Q. The expectation is on the design of the procedure by the operator, not on the individual crew member. The AMC (AMC2 ORO.AOC.115(b)) refers to the possibility of using industry standards. Air operators are free to order from an aircraft manufacturer an aircraft cabin/seat configuration they wish, provided that such cabin/seat configuration meets the certification safety requirements. EU-OPS was a regulation directed, and applicable, to operators, therefore, an operator could provide raft training only when a cabin crew member was to actually  operate on the operator’s aeroplane fitted with rafts or similar equipment. An extended duty period will usually involve operating during the WOCL. Importantly, the maximum FDP will never become longer due to a delayed reporting time: A delayed reporting procedure may be triggered by the operator, while the crew member is still at home or in the suitable accommodation facility, when prior to the beginning of a flight duty period an unforeseen event occurs which will delay the planned flight departure. The operator must better plan duties and rest times. Reg. Do you have any specific approvals (e.g., LVO, PBN, etc.)? Each competent authority may decide for their territory which commercial SPO operation poses a high risk, in particular to third parties on the ground. The inability to be effectively installed using existing aircraft seat belts may also render motor vehicle CRS ineffective on board. In addition, the way people do skydiving (parachute jumps/tandem jumps) does not belong to the scope of Regulation 965/2012. Appendix 1 to Part-CC Initial training course and examination / Training programme; ORO.CC.125 Aircraft type specific and operator conversion training, AMC1 ORO.CC.125(c) and AMC1 ORO.CC.125(d) containing a training programme for aircraft type specific training and operator conversion training respectivel. Yes, but any extension of the FDPs limits in Table 3 of ORO.FTL.205 (b)(2) falls under the requirement for a FRM. Commercial air transport (CAT) operations, Non-commercial operations other than SPO  Essential requirements are high-level safety objectives and obligations put on persons and organisations undertaking aviation activities under Regulation (EU) 2018/1139 (the Basic Regulation). The reasons for this list are to standardise the documentation of specific approvals for non-commercial operators and to support ramp inspectors in their oversight activities. As one can see from these definitions, for helicopters taxiing is defined as a critical phase of flight, while for aeroplanes it is not. Example: FDP1 – off duty – DP1 – off duty – DP2 – rest – FDP2. 2. 18 hours awake time is mentioned in the context of the combination of other-standby prior to an FDP and the FDP itself. (EU) No 748/2012 on initial airworthiness. This is foreseen in the Basic Regulation (Regulation (EU) 2018/1139) taking into account the increasing mobility of personnel in the aviation industry and the need to harmonise cabin crew qualifications. (1) Each CRD should remain secured to a passenger seat during all phases of flight unless it is properly stowed when not in use. ICAO Doc 10086 Manual on information and instructions for passenger safety is available on ICAO website. Therefore, from a fatigue management perspective, it makes sense to apply a common FTL scheme under Subpart ORO.FTL consistently to pilots in such operations. In addition, the operator should consider the language(s) of the passengers on board and assign language-qualified cabin crew members or interpreters on board the aircraft, on specific routes. (e.g. In addition, the operator must ensure that the impact on forward duties and days off, and importantly on cumulative limits, is accounted for. Such integrated approach to management is much more efficient for monitoring compliance, managing risks and maximising opportunities. Read more about ADs applicable to EASA Member State-registered aircraft in the EASA FAQ page on ADs. If the above conditions are met, it is possible to perform the so called ‘Limited operations’ under Part-NCO and its subpart E as long as the aircraft have a PtF for non-commercial flying under Part-21 and the operation is compatible with or is covered by the corresponding flight conditions (FC).

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