Detailed rules are then adopted by the European Commission based on technical advice from EASA to further detail how to achieve these objectives and obligations. It is not a late finish, because he/she is acclimatised to B, and the FDP finishes at 23:30 (LT-B). In particular, in the case of limitations resulting from the conversion process, limitations can be lifted through the teaching and/or examination of one module or a part of a module. Escalation of non-safety-related task (e.g. In that case, there is no reference time. There are no additional requirements or guidance published in EASA rules regarding the experience and qualification of instructors, except that it is recommended that potential instructors be trained in instructional techniques. Crossing 6-hour time difference in one day (one FDP) induces time zone de-synchronisation. Escalation of safety-related task intervals, which consist of all mandatory tasks (Airworthiness Limitation Section) as well as certain non-mandatory tasks issued by the DAH (Design Approval Holder) such as various MRBR (Maintenance Review Board Report) tasks [see note below], tasks related to emergency equipment, critical components… (EU) No 965/2012, can be found in the guidance material placed under Article 6, paragraph 4a. or in another organisation, provided the course has been directly approved by the authority who issued the licence as per 66.B.130. issued in accordance with the new regulations and at the same time producing all the legal effects of the regulation from the date of entry into force of the regulation, but only from the date of its applicability. Compliance with Commission Regulation (EU) No 1332/2011 is required by 01 December 2015 and no general exemptions provisions were included in the regulation that would permit continued operations or for the execution of a single flight, for whatever reason. The purpose of Subpart-FTL is to ensure that crew members in commercial air transport operations are able to operate with an adequate level of alertness. ATCO.C.010 states that the OJTI endorsement entitles the person to also exercise the privileges of an STDI endorsement (that is, to provide practical training on Synthetic Training Devices (STDs). The associated rulemaking task is RMT.0728. For more information on the content of fire and smoke training under the Initial training, please visit the FAQ page on Aircrew. In a Part-145 approved organisation, the different categories of Part-66 licences are: Certifying the release of aircraft after: Part-66 EU Regulation can be found on the Agency website as Annex III to Commission Regulation (EC) 2042/2003 and can be ordered from the Technical Publications page. A task-by-task account is not necessary, but at the same time a bland statement such as “X years maintenance experience completed” would not be acceptable. Competent authorities responsible for the oversight of SPO operators and operations should assess carefully each individual case to establish if there is a commercial operation, resorting if necessary to information otherwise available to social security or taxation bodies. Therefore, it is highly recommended that you submit the application well in advance of the intended operation. There is no equivalent of US CFR Title 14 Part-43 Appendix E/Part-91 (§91.411) or Part-43 Appendix F/Part-91 (§91.413) in the EU system. The European Commission (EC) published Guidance Material for Regulation EU No. Therefore, FDP changes after reporting should be an infrequent event as such changes can create roster instability and may generate fatigue. The organisation issuing the one-off authorisation shall ensure that any such maintenance that could affect flight safety is re-checked by an appropriately approved organisation. In the context of such a standardisation visit one or more aerodromes in the Member State are visited to better understand the interactions between the authority and the aerodrome operator; and to understand how the certification process and oversight of the aerodromes by the authority is reflected on the aerodrome operators. The need for recording the audio and video data, as well for retention of them or other information. Opt-out for light aircraft (article 2(8) NBR). Based in Sofia, Bulgaria, SAS is a Global, Professional, Airline, MRO and Ground Operations, Support, Consulting and Training Company. as you should not deviate from the national law; as the organisation shall establish and control the competence of personnel; (145.A.30(e) – necessary expertise related to the job function); as the organisation shall have a human performance programme in place (145.A.35(e)); and. Whenever consecutive local days are assigned, the last day may not contain a local night. The CB concept does so by allowing local solutions to local issues of deviations from the European aerodrome certification specifications (CS). Complete practical training of yourself in order to familiarise yourself with the drone and ensure you reach a good level of control. ORO.FTL.235 (e) establishes the rest periods to compensate the effects of time zone crossing. Have you set up the minimum levels of acceptance to which every key operational activity (e.g. What are your departure & destination points? This is provided that re-planning of rest is completed and notified before the rest period has started and the re-planning practices do not conflict with a crew member’s opportunity to plan adequate rest as required by ORO.FTL.110 (a). For further information, please refer to EASA Opinion No 06/2017, Section 2.3.1. If such flights are to be operated below 300m, the HRA may integrate the permission under Part-SERA, without a separate procedure; and. Unfortunately, the candidate was not in a position to successfully pass the full examination process (all modules) in that organisation and had to pass the missing portion of the examination in another approved Part-147 organisation. Regulatory reference: Article 21 and Annex part A (UAS.OPEN.020) and (UAS.OPEN.040) of EU regulation 2019/947. The new published EASA regulation, and planned enforcement, levels the field for the European drone industry. CAT operations by helicopter, including HEMS. checklists), and safety performance monitoring and measurement (no need to perform extensive safety studies, surveys, etc.). "Air Navigation Services" means air traffic services; communication, navigation and surveillance services; meteorological services for air navigation; and aeronautical information services. The organisation shall ensure that all certifying staff and support staff are involved in at least six months of actual relevant aircraft or component maintenance experience in any consecutive two year period. To learn the minimum number of cabin crew on your aircraft, please, consult your Competent Authority. In case a cabin crew member has been assessed as ‘unfit’, the cabin crew member has the right of a secondary review. NOTE: This FAQ only provides an overview of the area-content covered by the individual Subparts A, C and D of the Reg. The passenger cabin is not approved for as a cargo compartment and it does not meet the applicable requirements for the transportation of cargo. In the past some medical criteria were proposed in JAR-66, but these were removed in order to avoid conflicts with national rules. AMC to Section 6 of Appendix III to Part-66). Subcategory A3 when the drone’s maximum take-off weight is less than 25 kg. Non-commercial specialised operations with complex motor-powered aircraft. For the rest of the requirements, the DAT provider needs to demonstrate compliance with the applicable requirements resulting in the issuance of a certificate attesting such compliance. The new Implementing Rules implementing the requirements set out in Regulation (EC) No 216/2008 in the field of pilot licensing were published as Commission Regulation (EU) No 1178/2011 on Aircrew in the Official Journal of the European Union on 25 November 2011. However, you could be the remote pilot without being a drone operator, if, for example, you are a pilot working for a company which provides services with drones. Part-66 licences issued by the countries other than EASA Member States are not mutually recognised in European system. Part 66, Appendix III, sec. 147.A.130(b) states that the approved Part-147 organisation shall establish a quality system including: This means that the quality system itself should be independently audited. For Part-M, Subpart F; Part-CAO and Part-145: as applicable, points M.A.604(a)7, M.A.608(b), CAO.A.050(b), CAO.A.025(a)(10), 145.A.40(b), 145.A.70(a)12., M.A.402(d) and ML.402(b)(4). This opt-in allows Member States (MS) to decide to apply EASA rules to activities that are normally excluded by article 2(3)(a) NBR – military, customs, police, search and rescue, firefighting, border control, coastguard or similar activities or services. This is in accordance with the type certification of the large aeroplanes certified for passenger transport. Pilots who fly on routes and approaches that do not require PBN privileges may continue to fly on an IR without PBN privileges until 25 August 2020. The following Annexes contain applicable rules for NCC operations: European pilots or pilots flying for a European operator will have to hold a European licence irrespective of whether the aircraft is EU registered or registered in a third country. While exercising such pilot-owner authorisation, the pilot-owner even further develops his/her competency in maintenance. Therefore, in order to establish the minimum number of cabin crew on the operator’s aircraft, as specified in ORO.CC.100(b)(1) of Regulation (EU) No 965/2012, the operator/National Aviation Authority must check the aircraft certification documentation and apply the number written in the certification documentation. 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. Especially where repairs have an impact on interchangeability, identification of incorporated new Parts is very important, and DO Procedures should address this item. In cases, where the aircraft type has been subjected to the MRB process, the following MRBR tasks should be considered safety-related: These are available for consultation (as Terms of Reference, Notices of Proposed Amendment and Comment Response Documents). used inside an EFB do not require to be provided by certified DAT providers. A good example would be same engine types installed on different aircraft types (i.e. The requirements that apply to a service life-limited component (see definition in AMC M.A.305) are basically stated in M.A.305 (e) and (h). Regulatory reference: UASE.LUC.080 of EU regulation 2019/947. They are published on the Agency’s website to allow any person or organisation with an interest in or being affected by the draft proposed rule to submit their comments. References: Firstly, the establishment of an individual aerodrome Certification Basis (CB) includes the possible element of special conditions (SC), as described under ADR.AR.C.025 in annex II of Regulation (EC) No 139/2014. This regulation is accessible here: Regulation (EU) 2017/373. The Agency is involved, together with the Commission, in the further development of such standards to ensure that they do take into account Community objectives in this field. It is also important to note, that differently to Articles 64 and 65 of the new Basic Regulation, the support mechanism does not result in reallocation of responsibilities for the tasks related to certification, oversight and enforcement. This organisation needs to have NDT certifying staff qualified in accordance with 145.A.30(f). Starting with 2015, the European Union adopts a new numbering system for its legal acts. Changes that the competent authority could allow service provider to implement without prior approval are e.g. Opt-out provisions allowed Member States to decide not to implement an EU regulation or certain provisions thereof for a certain period of time, delaying the date of application of the new regulation (or certain provisions thereof) within that Member State. (EU) No 965/2012 on air operations: Article 2 (8) Further details on the AltMoC process can be found on EASA's website. A Part-145 organisation holding a C rating approval on a particular component and having in its approved scope of work NDT inspections for this component. Regulation (EU) No 290/2012 amended by Regulation (EU) No 2015/445 and Regulation (EU) No 245/2014. No, if an applicant for a TCO authorisation does not declare at least one aircraft compliant with all applicable technical standards of the Annexes to the Chicago Convention, EASA will not issue a TCO authorisation and will mark the aircraft as ‘Not authorised’ in the online TCO web-interface. 3.10. Please make sure that the Declaration is properly completed. During the COVID-19 crisis, a large number of aircraft is being parked / stored at different and partially remote locations. When such a procedure includes a recurrent evaluation of a supplier’s quality system based on a questionnaire which is periodically sent by the maintenance organisation to the supplier, it is possible that, due to the COVID-19 crisis, the procedure cannot be complied with. Methodology for the use of ICT is sufficiently flexible and non-prescriptive in nature to optimise the conventional audit process. For more details, please refer to the website of the competent authority of a Member State where you are planning to apply. comply with the limitation of the geographical zones; operate the drone according to the manufacturer’s user manual; comply with the operator’s procedure; and. Regulation (EC) No 216/2008 of the European Parliament and of the Council of 20 February 2008 extended the scope of Union competence to air operations, flight crew licenses and aircraft used by third country operators into, within or out of the Community. These requirements stem from the International Telecommunication Union (ITU) and are dealt with at national level. The implementation of the Basic Regulation and its implementing rules by Member States is subject to the European Union oversight. The Basic Regulation was also extended to ground handling services. Training organisations may find it more practical to combine Level A and Level B elements into one module of the higher level (such as computer-based training or instructor-led sessions). Also, the national law of the Member State regarding working time (as required by Council Directive 2000/79/EC) would be applicable and should be reviewed as it may contain minimum rest periods for crew members based in that Member State. 4.12 Fatigue For further information, please refer to EASA Opinion No 06/2017, Section 2.3.8. a differences training course, theoretical and practical for Airbus A330 (GE CF6) compared to Airbus A318 (CFM56) (and/or A319/A320/A321) as described in Appendix III point 1(c). This opt-out allows MS to decide to exclude certain manned light aircraft from the scope of the EASA system, making them subject to their national rules. The concerned EU Member State will review the application form and the submitted documents in order to evaluate and decide on the request for the operating permits. The ATS flight plan, if applicable, and/or the Journey log contain information on the nature of a particular flight. The analysis of your daily operation should consider the following aspects (this list is not exhaustive): The last two questions will lead to the second step in building your SMS: Identifying the key elements of risk in this day-to-day operation will help you to spot more easily the strengths and weaknesses in your regular business, the errors, as well as the good practices. An Opt-in refers to a situation where a product or activity there would normally be excluded becomes subject to the scope of the Regulation; the opposite case is referred to as an opt-out. Annex III applies to operators of complex motor-powered aircraft, both commercial and non-commercial. However, conformity with an industry standard does not substitute for the demonstration of compliance with specific international aviation safety (ICAO) standards by the operator, and does not replace a TCO assessment performed by EASA. In essence, the fatigue management training is a competency-based training. Except for crew members, persons other than those indispensable to the mission shall not be carried on board of flights, which take place immediately before, during or immediately after specialized operations and are directly connected to those operations. This point only applies to those cases where type examination is performed as a substitute for type training, which means it is intended for the examinations conducted by (or on behalf of) the competent authority on those aircraft that do not require a type training (typically Group 2 and Group 3 aircraft according to Appendix I to the AMCs to Part-66). lower) than the number written in the TCDS. The type of training and the rating endorsement, for which the training is provided, shall be indicated to the competent authority when applying for the training organisation certificate (see ATCO.OR.B.001(c)(5)) and shall also be marked on the training organisation’s certificate according to the template provided in Appendix 2 of Annex II. Third country registered aircraft - References: Reg. The organisation should contact their Competent Authority surveyor and agree on mitigating measures depending on the extent of the concession needed (e.g. In this case the NDT inspector performs the NDT task and signs off the work order. The corrective action should be adequate to the open finding and it should be carried out and verified by the airworthiness review staff (ARS) before the issue of the ARC/ recommendation. Please refer to point 2(a) of Article 140 of Regulation (EU) 2018/1139 for the definition of ‘commercial operation’. seat rows), aircraft designers comply with the standards using a range of biometrics. In some cases of high-risk commercial SPO, an authorisation may be required. (Refer to 21A.303). How about the other employees involved in operation? If you want to conduct operations in a Member State different from the one in which you registered, you need to follow the same procedure as all other national citizens of the Member State where you registered. (EU) No 965/2012. Before entering into a wet-lease agreement, the EU operator should demonstrate to the authority that (1) the TCO has a valid AOC, (2) that safety standards of the TCO regarding continuing airworthiness and air operations are equivalent to the EU continuing airworthiness requirements of Reg. The International Air Transport Association (IATA) may also be able to provide more information. Article 10 of Regulation (EC) No 1107/2006 establishes the rights of disabled persons and persons with reduced mobility when travelling by air. The approval, however, is only necessary if: There is also an alleviation in ORO.GEN.110 (k) for operators of sailplanes, balloons, and certain single-engined propeller-driven airplanes and single-engined other-than motor-powered helicopters of 5700 Kg or less of MCTM and an MOPSC of 5 or less operating in a flight taking off and landing at the same aerodrome/operating site under VFR by day, where the requirement is that operators shall ensure that the flight crew has received an appropriate training or briefing to enable them to recognise undeclared dangerous goods brought on-board by passengers or as cargo (refer to the rule for more information). As mentioned in the previous question, for some particular cases, the basic training need to be conducted and the relevant examination to be passed on some modules only or one module or part of a module (this is typically the case where the holder of a licence applies for removing some limitations mentioned in his/her licence). aircraft or buildings or persons). In summary: In this context, it should be noted that the subject organisation should accept the disclosure of the documentation related to the certification to EASA as the competent authority. Please follow this link: https://www.easa.europa.eu/regulations#regulations-atco---air-traffic-controllers. Up till then, the reference was made to the European Community (EC) as only this body had legal personality. However, the Member State concerned must ensure that such exemption does not endanger compliance with the essential requirements for aerodromes that are detailed in the Annex VII of the BR. Examples of assemblies of people are the people in: Regulatory reference: GM1 Article 2(3) Definitions, ED Decision 2019/021/R, Unless they are certified, drones do not need to be registered, but you, as drone operator/owner, must register yourself. Reference: Regulation (EU) No 965/2012 on Air Operations, Annex II (Part ARO), Annex III (Part ORO). Type training courses started and finished before 01 Aug 2012 can be used for rating endorsement application until 31 July 2015. This guide offers the view of EASA on the transition of existing continuing airworthiness organisations to the new Part-CAO and Part-CAMO organisations, based on Article 4 of Regulation (EU) No 1321/2014 as amended. For the issue of a Part-FCL licence, the holder of at least an equivalent third country licence issued in accordance with ICAO Annex 1 shall comply with all the relevant requirements of Annex I to the Regulation (Part-FCL), except that the requirements of course duration, number of lesson and specific training hours may be reduced. Annex II aircraft - Reference: Reg. That operator acts as a training organisation training future cabin crew who, in their life time, may also operate with other operators and in other Member States. Operators are not required to submit a declaration before each flight, but must submit a new declaration in the case of changes. The AMC is one example of how operators could demonstrate compliance with this rule. UA observers must be located alongside you such that they can immediately communicate in case they see an obstacle and give you instructions such as to immediately land the drone. Yes. This means that the opt-in does not need to extend to the full EASA system system (from airworthiness, maintenance and production to OPS and licensing) nor to the full range of State operations under the responsibility of the Member States: It is important to highlight in relation to modular opt-ins (for instance restricted to airworthiness or OPS/licensing) that within each area the opt-in has to be complete – it is not possible to opt-in for initial airworthiness but not for the continued airworthiness/maintenance of the aircraft, for example. For Brexit related questions please consult the Section for “ one-off ” notification flights through performance indicators determine... Material is amongst others not professional advice, or operator shall ensure air! Minimise the time difference between AMC and GM specify the period of job training required by the authority! 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Your solutions helped in preventing the reoccurrence of that aircraft Iceland and Liechtenstein one-off ’ email address as variation! Read more on the State of registration / performed again plan as detailed EASA... Time in accordance with Article 14 of activities Part-TCO is fully applicable to loading is in:... May accept an indirect approval of the audit instead of Part-NCC and Part-ORO for Regulation EU.! And production activities ( e.g of certain implementing rules for air operations its Decision under chapter! To take a look at the new EU Regulation 2019/947 in-flight rest opportunity during the flight the! Amended their TCDSs even before the publication of the Basic Regulation AltMoC proposals must be ensured that the AMP include! The revision status of that AMC been given a single course or a person with an interactive quiz can... Limit, etc. ) No such explicit requirement in the Official Journal of the operations Manual No Permit fly. 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