Easy Access Rules for Air Operations

ED Decision 2022/014/R

GENERAL

(a)Terminology

The terms used in the context of operation on more than one type or variant have the following meaning:

(1)‘Base aircraft’ refers to an aircraft used as a reference to compare differences with another aircraft.

(2)‘Variant’ refers to an aircraft or a group of aircraft within the same pilot type or class rating that has differences with the base aircraft and requires differences training or familiarisation.

(3)A ‘variation in aircraft configuration’ refers to an aircraft or a group of aircraft within the same variant that has differences with the base aircraft and requires equipment and procedure training.

(4)‘Credit’ refers to the recognition of recurrent training, checking or recent experience based on commonalities between aircraft.

(5)‘Operator difference requirements (ODRs)’ refer to a formal description of differences between types or variants or aircraft configurations flown by a particular operator.

(6)‘Training’ refers to differences training, familiarisation and equipment training.

(7)‘Currency’ refers to the recurrent training on types and variants.

(b)Scope of ODRs

The operator should use the ODRs methodology, a means of evaluating aircraft differences and similarities, in order to define the training and checking in the following cases:

(1)for the introduction of a change of equipment on a type or variant currently operated;

(2)for the introduction of a new variant within a type or class currently operated;

(3)for the recurrent training and checking of variations in aircraft configuration. The operator may define credit based on ODRs tables;

(4)for the operation of more than one type or variant when credit is sought, in which case all of the following should apply:

(i)All training, checking and currency requirements should be completed independently for each type or variant unless credits have been established by using ODRs tables.

(ii)All recent experience requirements should be completed independently for each type unless credits have been established by using ODRs tables.

(iii)The operator may define credit based on ODRs tables that should not be less restrictive than the OSD.

(c)ODRs methodology

(1)The operator should conduct a detailed evaluation of the differences or similarities of the aircraft concerned in order to establish appropriate procedures or operational restrictions. This evaluation should be based on the OSD for the relevant types or variants and should be adapted to the operator’s specific variations in aircraft configuration. This evaluation should take into account all of the following:

(i)the level of technology;

(ii)operational procedures; and

(iii)handling characteristics.

(2)ODRs tables

The operator should first nominate one aircraft as the base aircraft from which to show differences with the second aircraft type or variant or variation in aircraft configuration, the ‘difference aircraft’, in terms of technology (systems), procedures, pilot handling and aircraft management. These differences, known as ODRs, preferably presented in tabular format, constitute part of the justification for operating more than one type or variant and also the basis for the associated differences/familiarisation or reduced type rating training for the flight crew.

(3)The ODRs tables should be presented as follows:

(4)Compilation of ODRs tables

(i)ODRs 1: General

The general characteristics of the candidate aircraft are compared with the base aircraft with regard to:

(A)general dimensions and aircraft design (number and type of rotors, wing span or category);

(B)flight deck general design;

(C)cabin layout;

(D)engines (number, type and position);

(E)limitations (flight envelope).

(ii)ODRs 2: Systems

Consideration is given to differences in design between the candidate aircraft and the base aircraft. For this comparison, the Air Transport Association (ATA) 100 index is used. This index establishes a system and subsystem classification and then an analysis is performed for each index item with respect to the main architectural, functional and operations elements, including controls and indications on the systems control panel.

(iii)ODRs 3: Manoeuvres

Operational differences encompass normal, abnormal and emergency situations and include any change in aircraft handling and flight management. It is necessary to establish a list of operational items for consideration on which an analysis of differences can be made.

The operational analysis should take the following into account:

(A)flight deck dimensions (size, cut-off angle and pilot eye height);

(B)differences in controls (design, shape, location and function);

(C)additional or altered function (flight controls) in normal or abnormal conditions;

(D)handling qualities (including inertia) in normal and in abnormal configurations;

(E)aircraft performance in specific manoeuvres;

(F)aircraft status following failure;

(G)management (e.g. ECAM, EICAS, navaid selection, automatic checklists).

(iv)Once the differences for ODRs 1, ODRs 2 and ODRs 3 have been established, the consequences of differences evaluated in terms of flight characteristics (FLT CHAR) and change of procedures (PROC CHNG) should be entered into the appropriate columns.

(v)Difference levels — crew training, checking and currency

(A)In order to operate more than one type or variant, the operator should establish crew training, checking and currency requirements. This may be done by applying the coded difference levels from the table in point (d)(2) to the compliance method column of the ODRs tables.

(B)Differences identified in the ODRs tables as impacting flight characteristics or procedures, should be analysed in the corresponding ATA section of the ODRs manoeuvres. Normal, abnormal and emergency situations should be addressed accordingly.

(d)Difference levels

(1)Difference levels — general

Difference levels are used to identify the extent of a difference between a base and a candidate aircraft with reference to the elements described in the ODRs tables. These levels are proportionate to the differences between a base and a candidate aircraft. A range of five difference levels in order of increasing requirements, identified as A through E, are each specified for training, checking, and currency.

Difference levels apply when a difference with the potential to affect flight safety exists between a base and a candidate aircraft. Differences may also affect the knowledge, skills, or abilities required from a pilot. If no differences exist, or if differences exist but do not affect flight safety, or if differences exist but do not affect knowledge, skills or abilities, then difference levels are neither assigned nor applicable to pilot qualification. When difference levels apply, each level is based on a scale of differences related to design features, systems, or manoeuvres. In assessing the effects of differences, both flight characteristics and procedures are considered since flight characteristics address handling qualities and performance, while procedures include normal, non-normal and emergency items.

Levels for training, checking, and currency are assigned independently, but are linked depending on the differences between a base and candidate aircraft. Training at level E usually identifies that the candidate aircraft is a different type from the base aircraft.

(2)Difference levels are summarised in the table below regarding training, checking, and currency.

Footnote (1):

—Aeroplane: FTD level 2, or FFS, or aeroplane

—Helicopter: FTD levels 2 and 3, or FFS, or helicopter

Footnote (2):

—Aeroplane: FFS level C or D, or aeroplane

—Helicopter: FSTDs having dual qualification: FFS level B and FTD level 3, or FFS level C or D, or helicopter

Training levels A and B require knowledge, levels C and D require additional skills. Training level E means that the differences are such that type rating training is required or, in the context of equipment and procedure training, aircraft/FSTD training and checking is required.

(3)Difference levels — training

The training difference levels specified represent the minimum requirements. Devices associated with a higher difference level may be used to satisfy a training differences requirement.

(i)Level A training

Level A differences training is applicable to aircraft with differences that can adequately be addressed through self-instruction. Level A training represents a knowledge requirement such that once appropriate information is provided, understanding and compliance can be assumed to be demonstrated.

Training needs not covered by level A training may require level B training or higher, depending on the outcome of the evaluations described in the aircraft evaluation process (CS FCD.420).

(ii)Level B training

Level B differences training is applicable to aircraft with system or procedure differences that can adequately be addressed through aided instruction.

At level B aided instruction, it is appropriate to ensure pilot understanding, emphasise issues, provide a standardised method of presentation of material, or to aid retention of material following training.

(iii)Level C training

Level C differences training can only be accomplished through the use of devices capable of systems training.

Level C differences training is applicable to variants having ‘part task’ differences that affect skills or abilities as well as knowledge. Training objectives focus on mastering individual systems, procedures, or tasks, as opposed to performing highly integrated flight operations and manoeuvres in ‘real time’. Level C may also require self-instruction or aided instruction of a pilot, but cannot be adequately addressed by a knowledge requirement alone. Training devices are required to supplement instruction to ensure attainment or retention of pilot skills and abilities to accomplish the more complex tasks, usually related to operation of particular aircraft systems.

The minimum acceptable training media for level C are interactive computer-based training, cockpit systems simulators, cockpit procedure trainers, part task trainers (such as inertial navigation system (INS), flight management system (FMS), or traffic collision avoidance system (TCAS) trainers), or similar devices.

(iv)Level D training

Level D differences training can only be accomplished with devices capable of performing flight manoeuvres and addressing full task differences affecting knowledge, skills, or abilities.

Devices capable of flight manoeuvres address full task performance in a dynamic ‘real time’ environment and enable integration of knowledge, skills and abilities in a simulated flight environment, involving combinations of operationally oriented tasks and realistic task loading for each relevant phase of flight. At level D, knowledge and skills to complete necessary normal, non-normal and emergency procedures are fully addressed for each variant.

Level D differences training requires mastery of interrelated skills that cannot be adequately addressed by separate acquisition of a series of knowledge areas or skills that are interrelated. However, the differences are not so significant that a full type rating training course is required. If demonstration of interrelationships between the systems was important, the use of a series of separate devices for systems training would not suffice. Training for level D differences requires a training device that has accurate, high-fidelity integration of systems and controls and realistic instrument indications. Level D training may also require manoeuvre visual cues, motion cues, dynamics, control loading or specific environmental conditions. Weather phenomena such as low-visibility conditions or wind shear may or may not be incorporated. Where simplified or generic characteristics of an aircraft type are used in devices to satisfy level D differences training, significant negative training should not occur as a result of the simplification.

Appropriate devices as described in CS FCD.415(a), satisfying level D differences training range from those where relevant elements of aircraft flight manoeuvring, performance, and handling qualities are incorporated. The use of a manoeuvre training device or aircraft is limited for the conduct of specific manoeuvres or handling differences, or for specific equipment or procedures.

(v)Level E training

Level E differences training is applicable to candidate aircraft that have such significant ‘full task’ differences that a full type rating training course or a type rating training course with credit for previous experience on similar aircraft types is required to meet the training objectives.

The training requires a ‘high-fidelity’ environment to attain or maintain knowledge, skills, or abilities that can only be satisfied by the use of FSTDs or the aircraft itself as mentioned in CS FCD.415(a). Level E training, if done in an aircraft, should be modified for safety reasons where manoeuvres can result in a high degree of risk.

When level E differences training is assigned, suitable credit or constraints may be applied for knowledge, skills or abilities related to other pertinent aircraft types. The training programme should specify the relevant subjects, procedures or manoeuvres.

(4)Difference levels — checking

Differences checking addresses any pertinent pilot testing or checking. Initial and recurrent checking levels are the same unless otherwise specified.

It may be possible to satisfactorily accomplish recurrent checking objectives in devices that do not meet the initial checking requirements. In such instances, the applicant may propose for revalidation checks the use of certain devices that do not meet the initial checking requirements.

(i)Level A checking

Level A differences checking indicates that no check related to differences is required at the time of differences training. However, a pilot is responsible for knowledge of each variant flown.

(ii)Level B checking

Level B differences checking indicates that a ‘task’ or ‘systems’ check is required following initial and recurring training.

(iii)Level C checking

Level C differences checking requires a partial check using a suitable qualified device. A partial check is conducted relative to particular manoeuvres or systems.

(iv)Level D checking

Level D differences checking indicates that a partial proficiency check is required following both initial and recurrent training. In conducting the partial proficiency check, manoeuvres common to each variant may be credited and need not be repeated. The partial proficiency check covers the specified particular manoeuvres, systems or devices. Level D checking is performed using scenarios that represent a ‘real-time’ flight environment and uses qualified devices permitted for level D training or higher.

(v)Level E checking

Level E differences checking requires that a full proficiency check be conducted in FSTDs or in an aircraft as mentioned in CS FCD.415(a), following both initial and recurrent training. If appropriate, alternating Level E checking between relevant aircraft is possible and credit may be defined for procedures or manoeuvres based on commonality.

Assignment of level E checking requirements alone, or in conjunction with level E currency, does not necessarily result in assignment of a separate type rating.

(5)Difference levels — currency

Differences currency addresses any currency and re-currency levels. Initial and recurrent currency levels are the same unless otherwise specified.

(i)Level A currency

Level A currency is common to each aircraft and does not require separate tracking. Maintenance of currency in any aircraft suffices for any other variant within the same type rating.

(ii)Level B currency

Level B currency is ‘knowledge-related’ currency, typically achieved through selfreview by individual pilots.

(iii)Level C currency

(A)Level C currency is applicable to one or more designated systems or procedures and it relates to both skill and knowledge requirements. When level C currency applies, any pertinent lower-level currency is also to be addressed.

(B)Re-establishing level C currency

When currency is lost, it may be re-established by completing required items using a device equal to or higher than that specified for level C training and checking.

(iv)Level D currency

(A)Level D currency is related to designated manoeuvres and addresses knowledge and skills required for performing aircraft control tasks in real time with integrated use of associated systems and procedures. Level D currency may also address certain differences in flight characteristics including performance of any required manoeuvres and related normal, non-normal and emergency procedures. When level D is necessary, any pertinent lower-level currency is also to be addressed.

(B)Re-establishing level D currency

When currency is lost, currency may be re-established by completing pertinent manoeuvres using a device equal to or higher than that specified for level D differences training and checking.

(v)Level E currency

(A)Level E currency requires that recent experience requirements of Part-FCL and operational requirements be complied with in each aircraft separately. Level E currency may also specify other system, procedure, or manoeuvre currency item(s) necessary for safe operations and may require procedures or manoeuvres to be accomplished in FSTDs or in an aircraft as mentioned in CS FCD.415(a). Provisions are applied in a way which addresses the required system or manoeuvre experience.

When level E is assigned between aircraft of common characteristics, credit may be permitted. Assignment of level E currency requirements does not automatically lead to a determination on same or separate type rating. Level E currency is tracked by a means that is acceptable to the competent authority.

When common take-off and landing credit (CTLC) is permitted, any credit or constraints applicable to using FSTDs, as mentioned in CS FCD.415(a), are also to be determined.

(B)Re-establishing level E currency

When currency is lost, currency may be re-established by completing pertinent manoeuvres using a device specified for level E differences training and checking.

(6)Competency regarding non-normal and emergency procedures — currency

Competency for non-normal and emergency manoeuvres or procedures is generally addressed by checking requirements. Particular non-normal and emergency manoeuvres or procedures may not be considered mandatory for checking or training. In this situation, it may be necessary to periodically practise or demonstrate those manoeuvres or procedures specifying currency requirements for those manoeuvres or procedures.

ED Decision 2022/014/R

OPERATOR DIFFERENCE REQUIREMENTS (ODRS)

The ODRs tables may result in different training programmes, depending on the training needs, regardless of the ‘base aircraft’ used to establish the table (e.g. the trainee may know the ‘other aircraft’ and be trained towards the ‘base aircraft’).

ED Decision 2022/014/R

GROUPS OF SINGLE-ENGINED PISTON HELICOPTER TYPES FOR THE REVALIDATION OF THE OPC

When establishing groups of single-engined helicopter types for the purpose of crediting of proficiency checks, the operator should only take into account the helicopter types considered for crediting in AMC1 FCL.740.H(a)(3).

ED Decision 2025/010/R

LINE CHECKS — HELICOPTERS AND VCA

(a)Prior to using a line check on one helicopter type or variant or on one VCA type or variant to revalidate the line check on other helicopter types or variants or VCA types or variants, the operator should consider whether the types of operations are sufficiently similar in terms of:

(1)use of aerodromes, operating sites or diversion locations;

(2)day VFR or night VFR;

(3)use of operational approvals and specific approvals;

(4)normal procedures, including flight preparation, take-off and landing procedures; and

(5)use of automation.

(b)For IFR operations of helicopters, an operation should only be considered sufficiently similar to allow a line check on one type or variant to revalidate the line check for the other type or variant if such credits are defined in the operational suitability data established in accordance with Commission Regulation (EU) No 748/2012⁷⁰, as determined in point (a) of ORO.FC.140.

(c)Line check cross-crediting should be defined in the operations manual.

Regulation (EU) 2024/1111

(a)All training, checking and assessment required in this Subpart shall be conducted in accordance with the training programmes and syllabi established by the operator in the operations manual;

(b)When establishing the training programmes and syllabi, the operator shall include the relevant elements defined in the mandatory part of the operational suitability data established in accordance with Regulation (EU) No 748/2012.

(c)For both CAT operations with airplanes and helicopters and IAM operations with VCA, the training and checking programmes, including the syllabi and means to deliver the programme such as individual flight simulation training devices (FSTDs) and other training solutions, shall be approved by the competent authority.

(d)The FSTD used to meet the requirements of this Subpart shall be qualified in accordance with Regulation (EU) No 1178/2011 and it shall replicate the aircraft used by the operator, as far as practicable. Differences between the FSTD and the aircraft shall be described and addressed through a briefing or training, as appropriate.

(e)The operator shall establish a system to adequately monitor changes to the FSTD and to ensure that those changes do not affect the adequacy of the training programmes.

(f)The operator shall monitor the validity of each recurrent training and checking.

(g)The validity periods required in this Subpart shall be counted from the end of the month in which the recency, training or check was completed.

ED Decision 2025/010/R

ACCEPTANCE OF PREVIOUS TRAINING FOR NON-COMMERCIAL OPERATIONS WITH COMPLEX MOTORPOWERED AIRCRAFT (AEROPLANES AND HELICOPTERS), INCLUDING NON-COMMERCIAL SPECIALISED OPERATIONS

(a)If the operator chooses to make use of previous training received by the pilot, the operator should develop a policy for the crediting of such training. Details of such policy should be included in the operations manual.

(b)The policy should as a minimum include measures to assess:

(1)the content of the previous training;

(2)whether the previous training was delivered by suitably qualified personnel or organisations;

(3)whether the aircraft, FSTD or other equipment used for the previous training was sufficiently similar to the aircraft and equipment the crew member will operate; and

(4)whether the operating procedures used during such previous training were sufficiently representative of the procedures used by the new operator.

(c)Where previous training delivered by other suitably qualified personnel or organisations is found to satisfy all or some of the requirements in ORO.FC.120, the training may be credited and an abbreviated conversion course may be used. Such an abbreviated course should cover all items not credited from previous training.

(d)Where a pilot flies for more than one operator and the training delivered by that other operator is found to satisfy some of the requirements of ORO.FC.130, then such training may be credited and an abbreviated recurrent training programme may be used. Such an abbreviated recurrent training programme should cover all items not credited from the training delivered by the other operator.

(e)An aircraft operator remains responsible for all training required by this Part regardless of whether the training is conducted by the operator, another operator, a certified organisation or another subcontractor, as defined in ORO.GEN.205.

(f)An operator accepting any previous training should be satisfied that the flight crew member is competent to operate in accordance with that operator’s procedures and to use the specific equipment installed on the aircraft to be operated.

(g)Previous training needs to be formally documented.

(h)The assessment under (b) and the documents referred to under (g) should be stored as part of the crew member training, checking and qualifications records.

ED Decision 2025/010/R

POLICY FOR ACCEPTANCE OF PREVIOUS TRAINING AND CHECKING FOR OTHER THAN COMMERCIAL AIR TRANSPORT OPERATIONS (NCC) — AEROPLANES AND HELICOPTERS

If the operator chooses to make use of previous training received by the pilot, in accordance with AMC1 ORO.FC.145, the operator may wish to enter into arrangements with other operators in order to satisfy the requirements of ORO.GEN.205 in relation to contracted training providers or other aircraft operators.

ED Decision 2025/010/R

TRAINING AND CHECKING PROGRAMMES AND SYLLABI

(a)Training and checking programmes and syllabi should include as a minimum:

(1)when training and checking take place during the same session, the distinction between the two;

(2)a list of the items covered;

(3)the minimum time allocation (duration);

(4)the means of delivery (e.g. FSTD, OTD, computer-based, VR, etc.);

(5)the personnel providing the training and conducting the checks.

(b)Further details on the training and checking programmes and syllabi should be included in the operations manual depending on the complexity of the operations (e.g. further contextualisation of the training programme, details of the aerodrome at which some items will be covered, time allocation to brief and debrief, whether the item to be trained is a legal requirement or an SMS item, etc.).

ED Decision 2022/014/R

TRAINING AND CHECKING PROGRAMMES AND SYLLABI

The syllabus lists the topics to be covered in a training and checking programme. A syllabus may include:

—the personnel providing the training and conducting the checks;

—a description of the content;

—the means of delivery (e.g. FSTD, aircraft, OTD, (virtual) classroom, computer-based training, VR, etc.);

—the minimum time allocation (duration);

—the prerequisites to be fulfilled before starting the training or checking;

—the standard of performance;

—the training objectives;

—a reference to training/checking material;

—the checking requirements, if any;

—when training and checking is combined, the distinction between trained and checked items.

ED Decision 2022/014/R

NON-MANDATORY (RECOMMENDATION) ELEMENTS OF OPERATIONAL SUITABILITY DATA

When developing the training programmes and syllabi, the operator should include the nonmandatory (recommendation) elements for the relevant type that are provided in the operational suitability data established in accordance with Commission Regulation (EU) No 748/2012.

ED Decision 2022/014/R

FULL FLIGHT SIMULATORS (FFS)

The operator should classify any differences between the aircraft and FFS in accordance with the Air Transport Association (ATA) chapters as follows:

Compliance Levels

(a)Level A differences:

(1)no influence on flight characteristics;

(2)no influence on procedures (normal and/or abnormal);

(3)differences in presentation; and

(4)differences in operation.

Method: self-instruction via the operations manual or flight crew information.

(b)Level B differences:

(1)no influence on flight characteristics;

(2)influence on procedures (normal and/or abnormal); and

(3)possible differences in presentation and operation.

Method: flight crew information, computer-based training, system device training or special instruction by instructor.

(c)Level C differences:

(1)influence on flight characteristics;

(2)influence on procedures (normal and/or abnormal); and

(3)eventually differences in presentation and operation.

Method: special instruction by instructor, a selected partial training on another FSTD or aircraft or a waiver because of previous experience, special instruction or training programme.

(d)Level D differences:

(1)influence on flight characteristics; and/or

(2)influence on procedures (normal and/or abnormal); and/or

(3)differences in presentation and/or operation; and

(4)FSTD is level D qualified and is used for zero flight-time training (ZFTT).

Method: a specified partial training on another FSTD or aircraft or a waiver because of previous experience, special instruction or training programme.

ED Decision 2022/014/R

FSTDs

(a)Before the operator extracts the data from an FSTD that can be related to a pilot, it should develop a data access and security policy.

(b)‘Availability’ and ‘accessibility’ of FSTD used in this Subpart.

(1)‘Available FSTD’ refers to any flight simulation training device (FSTD) that is vacant for use by the FSTD operator or by the customers irrespective of any time consideration.

(2)‘Accessible’ refers to a device that can be used by the operator to conduct training or checking pertaining to this Subpart, and by the nominated person conducting the training or checking.

More information on these definitions can be found in Part-FCL of Regulation (EU) No 1178/2011.

ED Decision 2025/010/R

CONFIDENTIALITY AND PROTECTION OF TRAINING DATA IN CAT OPERATIONS WITH AEROPLANES AND HELICOPTERS AND IN IAM OPERATIONS WITH VCA

(a)Without prejudice to applicable Union law on the protection of individuals with regard to the processing of personal data, for the training conducted in accordance with point ORO.FC.145, the operator may have a training data access and security policy (including the procedure to prevent disclosure of crew identity).

(b)If the operator decides to have such a policy, it should:

(1)be agreed by all parties involved (operator management and flight crew member representatives nominated either by the union or the flight crew themselves);

(2)be in line with the organisation’s safety policy in order to not make available or to not make use of the training data to attribute blame or liability.

(c)The training data access and security policy may include a policy for access to information only to specifically authorised persons identified by their position in order to perform their duties.

ED Decision 2022/014/R

VALIDITY PERIOD OF RECURRENT ASSESSMENT, TRAINING AND CHECKING

(a)When the recency, training or check is completed within the last 3 months of the validity period, the new validity period should be counted from the original expiry date.

(b)When the recency, training or check is completed before the last 3 months of the validity period, the new validity period should be counted from the end of the month when the recency, training or check was completed and not from the original expiry date.

(c)Notwithstanding (a), the revalidation of CRM instructor and EBT instructor qualifications should follow AMC2 ORO.FC.146 and AMC2 ORO.FC.146(c).

Regulation (EU) 2024/1111

(a)All training, checking and assessment required in this Subpart shall be conducted by appropriately qualified personnel.

(b)In the case of flight and flight simulation training, checking and assessment, the personnel that provide the training and conduct the checking or assessment shall be qualified in accordance with Annex I (Part- FCL) to Regulation (EU) No 1178/2011. Additionally, the personnel providing training and conducting checking towards specialised operations shall be suitably qualified for the relevant operation.

(c)For an EBT programme, the personnel that performs assessment and provides training shall:

(1)hold an Annex I (Part-FCL) instructor or examiner certificate;

(2)complete the operator’s EBT instructor standardisation programme. This shall include aninitial standardisation programme and a recurrent standardisation programme.

Completion of the operator’s EBT initial standardisation will qualify the instructor to perform EBT practical assessment.

(d)Notwithstanding point (b), the line evaluation of competence may be conducted by a suitably qualified commander nominated by the operator that is standardised in EBT concepts and the assessment of competencies (line evaluator).

(e)Notwithstanding point (b), the aircraft/FSTD training and the operator proficiency check may be conducted by a suitably qualified commander, or pilot-in-command for IAM operations, that holds an FI/TRI/SFI certificate and is nominated by the operator for any of the following operations:

(1)CAT operations with helicopters that meet the criteria defined in point ORO.FC.005(b)(2);

(2)CAT operations with other than complex motor-powered helicopters by day and over routes navigated by reference to visual landmarks;

(3)CAT operations with performance class B aeroplanes that do not meet the criteria defined in point ORO.FC.005(b)(1);

(4)IAM operations with VCA by day and over routes navigated by reference to visual landmarks.

(f)Notwithstanding point (b), the aircraft/FSTD training and the demonstration of competence/operator proficiency check may be conducted by a suitably qualified
pilot-in-command/commander nominated by the operator for any of the following operations:

(1)specialised operations;

(2)CAT operations of aeroplanes meeting the criteria defined in point ORO.FC.005(b)(1).

(g)Notwithstanding point (b), the line check may be conducted by a suitably qualified commander nominated by the operator.

(h)The operator shall inform the competent authority about the persons nominated under points (e) to (g).

ED Decision 2022/014/R

PERSONNEL CONDUCTING TRAINING AND CHECKING — GENERAL

Training and checking should be provided by the following personnel:

(a)Ground and refresher training by suitably qualified personnel;

(b)Emergency and safety equipment training and checking by suitably qualified personnel as specified in the operator’s manual;

(c)CRM

(1)Integration of CRM elements into the different phases of training by all the personnel conducting the training, as per AMC1 and AMC2 ORO.FC.115.

(2)The operator should ensure that all personnel conducting such training are suitably qualified to integrate elements of CRM into this training.

(3)Classroom CRM training by at least one CRM trainer, qualified as specified in AMC2 ORO.FC.146 who may be assisted by experts in order to address specific areas.

ED Decision 2022/014/R

FLIGHT CREW CRM TRAINER

(a)Applicability

The provisions described herein:

(1)should be fulfilled by flight crew CRM trainers responsible for classroom CRM training; and

(2)are not applicable to:

(i)instructors, holding a certificate in accordance with Commission Regulation (EU) No 1178/2011, when conducting CRM training in the operational environment; and

(ii)trainers or instructors when conducting training other than CRM training, but integrating CRM elements into this training.

(b)Qualification of a flight crew CRM trainer

(1)Prerequisites. A flight crew CRM trainer should:

(i)have adequate knowledge of human performance and limitations (HPL), whilst:

(A)having obtained a commercial pilot licence in accordance with Commission Regulation (EU) No 1178/2011; or

(B)having followed a theoretical HPL course covering the whole syllabus of the HPL examination;

(ii)have completed flight crew initial operator’s CRM training;

(iii)have received training in group facilitation skills; except for instructors holding a certificate in accordance with Commission Regulation (EU) No 1178/2011.

(2)In order to qualify as flight crew CRM trainer, a person meeting the prerequisites should:

(i)have adequate knowledge of the relevant flight operations at one operator, in accordance with (d);

(ii)receive the initial training in accordance with (c)(3); and

(iii)be assessed by that operator in accordance with (f).

(3)In order to act as flight crew CRM trainer at an operator, a qualified and current flight crew CRM trainer should meet one of the following conditions:

(i)have adequate knowledge of the relevant flight operations at that operator, in accordance with (d); or

(ii)be part of a team of trainers in accordance with (e).

(4)The period of validity of the flight crew CRM trainer qualification should be 3 years.

(5)Recency and renewal of the flight crew CRM trainer qualification

(i)The flight crew CRM trainer should complete CRM trainer refresher training within the last 12 months of the 3-year validity period; and

(ii)The flight crew CRM trainer should meet one or both of the following conditions:

(A)conduct at least 3 CRM training events within the 3-year validity period;

(B)be assessed within the last 12 months of the 3-year validity period in accordance with (f); and

(iii)If the flight crew CRM trainer qualification has expired, it can be renewed if all of the conditions below are met. The validity should be 3 years after completion of (A) and (C) below, whichever comes first:

(A)complete CRM trainer refresher training;

(B)receive refresher training on knowledge of the relevant flight operations, as necessary;

(C)be assessed in accordance with (f).

(c)Training of flight crew CRM trainer

(1)If the operator trains flight crew CRM trainers, the training syllabi should be described in the operations manual. The operator should ensure that the initial and refresher training of the flight crew CRM trainers are conducted by flight crew CRM trainers with a minimum of 3 years of experience.

(2)Training of flight crew CRM trainers should be both theoretical and practical. Practical elements should include the development of specific trainer skills, particularly the integration of CRM into line operations.

(3)The initial training of flight crew CRM trainers should include the following:

(i)introduction to CRM training and competencies for CRM trainers:

(A)ability to interact with and manage a group;

(B)ability to pre-plan an objective and timely training session;

(C)ability to deliver a good balance of ‘telling’, ‘selling’ and ‘facilitating’;

(D)ability to connect realistically poor and good CRM to the operations;

(E)ability to assess the performance, the progress and needs of trainees in a meaningfully way;

(ii)operator’s management system as defined in point (a)(7) of AMC1 ORO.FC.115; and

(iii)characteristics of the flight crew CRM training as defined in Table 1 of AMC1 ORO.FC.115 and its integration into line operations:

(A)the different types of CRM trainings (initial, recurrent, etc.);

(B)combined training; and

(C)training related to the type of aircraft or operation.

Instructors holding a certificate in accordance with Commission Regulation (EU) No 1178/2011 may be credited towards (i) and (ii) if they have completed the refresher training defined in (4).

(4)The refresher training of flight crew CRM trainers should include new methodologies, procedures and lessons learned, as well as additional topics such as the following:

(i)Group facilitation skills including team dynamics, moderation skills and use of questions

(ii)Course preparation, defining objectives and selecting methods to best convey knowledge (e.g. lecture, group work, case analysis, gamification, scenario-based training, individual research)

(iii)Safety culture and management systems

(iv)An example of an analysis of CRM factors in an accident or serious incident.

(v)New developments or research in human factors and CRM

(vi)TEM principles and their practical implementation in normal operations

(5)Instructors, holding a certificate in accordance with Commission Regulation (EU) No 1178/2011, who are also CRM trainers, may combine the CRM trainer refresher training with instructor refresher training if the instructor refresher training meets all of the conditions defined in (4).

(6)Instructors for other-than complex motor-powered aeroplanes should be qualified as flight crew CRM trainers for this aircraft category with no additional training, as specified in (3) and (4) when:

(i)holding a certificate in accordance with Commission Regulation (EU) No 1178/2011; and

(ii)fulfilling the provisions of (b)(2) or (b)(5).

(d)Knowledge of the relevant flight operations

(1)The operator should evaluate the experience and knowledge of the flight crew CRM trainer. The evaluation of the operator should include at least:

(i)the operational experience of the flight crew CRM trainer as a flight crew member;

(ii)whether this experience as a flight crew member or a former flight crew member covers the aircraft category, the aircraft generation and the form of operations, as relevant to the operator.

(2)If the flight crew CRM trainer does not have the relevant knowledge of the relevant flight operation based on the evaluation in (1), the operator should provide training to the flight crew CRM trainer to provide the adequate knowledge.

(3)The operator should describe the assessment and training in the operations manual.

(e)Team of CRM trainers

If the flight crew CRM trainer is qualified in accordance with (b) but does not meet the conditions defined in (d), he or she may be assisted by a training assistant that has the knowledge of the relevant flight operations. The operator should ensure that all the following conditions are met:

(1)The training assistant should meet the condition defined in (c) but needs not meet the conditions defined in (b). The training assistant should be an instructor or have experience in ground training.

(2)The flight crew CRM trainer and the training assistant should prepare the training session together and adapt it to the operational needs of the operator.

(3)If the flight crew CRM trainer and the training assistant have already provided training for the operator or for a similar operator, the operator may determine that condition (2) is met.

(4)The flight crew CRM trainer and the training assistant should provide the training together.

(5)The flight crew CRM trainer remains responsible for the training.

(f)Assessment of a flight crew CRM trainer

(1)The operator should ensure that the process for the assessment is included in the operations manual describing methods for observing, recording, interpreting and debriefing the flight crew CRM trainer. All personnel involved in the assessment must be credible and competent in their role.

(2)The assessment should enable the flight crew CRM trainer to demonstrate the knowledge and ability to train the CRM training elements in the non-operational environment. Special attention should be given to fields such as group management, group dynamics and personal awareness.

(3)The initial assessment of a flight crew CRM trainer by the operator may take place when conducting their first CRM training course.

(4)The assessment of flight crew CRM trainers should be conducted by flight crew CRM trainers with a minimum of 3 years of experience.

(g)The operator should only select a qualified and current flight crew CRM trainer meeting the conditions defined in (d) or (e).

ED Decision 2025/010/R

PERSONNEL PROVIDING AIRCRAFT/FSTD TRAINING AND CONDUCTING OPERATOR PROFICIENCY CHECKING AND THAT ARE QUALIFIED UNDER ANNEX I (PART-FCL) TO REGULATION (EU) No 1178/2011

Training and checking should be provided by the following personnel:

(a)Flight training by a type rating instructor (TRI) or class rating instructor (CRI), flight instructor (FI) or, in the case of the FSTD content, a synthetic flight instructor (SFI). For CAT operations with aeroplanes and helicopters and, if applicable, for IAM operations with VCA, the FI, TRI, CRI or SFI should satisfy the operator’s experience and knowledge requirements sufficiently to instruct on aircraft systems and operational procedures and requirements.

(b)Operator proficiency check by a type rating examiner (TRE), class rating examiner (CRE) or, if the check is conducted in an FSTD, a synthetic flight examiner (SFE). The TRE, CRE or SFE should be trained in CRM concepts and the assessment of CRM skills.

(c)For aircraft/FSTD training, line flying under supervision, operator proficiency checks and line checks, if the training or checking includes multi-pilot operations in helicopters, in addition to (a) and (b) the personnel conducting training or checking should have 350 hours flying experience in multi-pilot operations.

(d)In the case of CAT operations in helicopters, the 350 hours flying experience in multi-pilot operations defined in (c) may be reduced on an individual basis, as part of the approval of the training and checking programmes. The operator may apply for such a reduced flying experience based on the unavailability of experienced pilots in both multi-pilot operations and in their types of operations. A FI/TRI/SFI rating and MCC training in helicopters should be a prerequisite for any reduced flying experience in multi-pilot operations. In addition, the operator should define mitigation measures after having performed a risk assessment. The following should be taken into account:

(1)flying experience criteria in single-pilot operations in the types of operations;

(2)any other training, checking, recency and experience criteria;

(3)robustness and maturity of multi-pilot SOPs.

(e)In the case of training and checking towards the relevant aspects associated with a specialised operation, points (j)(2) to (j)(4) of AMC1 ORO.FC.146(e);(f)&(g) should apply.

ED Decision 2022/014/R

EBT INSTRUCTOR — INITIAL STANDARDISATION PROGRAMME

(a)Before delivering the operator’s EBT programme, the instructor should complete an EBT instructor initial standardisation programme composed of:

(1)EBT instructor training; and

(2)EBT assessment of competence.

EBT INSTRUCTOR TRAINING

(b)The EBT instructor training course should be delivered by at least one pilot who is or has been an EBT instructor, and who has demonstrated proficiency to train the elements specified in point (c) below.

(c)The EBT instructor training course should comprise theoretical and practical training. At the completion of EBT instructor training, the instructor should:

(1)have knowledge of EBT, including the following underlying principles:

(i)competency-based training;

(ii)learning from positive performance;

(iii)building resilience; and

(iv)data-driven training;

(2)demonstrate knowledge of the structure of an EBT module;

(3)demonstrate knowledge of the method of training delivery for each phase of an EBT module;

(4)demonstrate knowledge of the principles of adult learning and how they relate to EBT;

(5)conduct objective observations based on a competency framework, and document evidence of observed performance;

(6)relate specific performance observations of competencies;

(7)analyse trainee performance to determine competency-based training needs and recognise strengths;

(8)evaluate performance using a competency-based grading system;

(9)apply appropriate teaching styles during simulator training to accommodate trainee learning needs;

(10)facilitate trainee learning, focusing on specific competency-based training needs; and

(11)conduct a debrief using facilitation techniques.

(d)An instructor may be given credits for parts of point (c) if the instructor has demonstrated competencies in those topics.

EBT ASSESSMENT OF COMPETENCE

(e)Prior to conducting assessment and training within an EBT programme, the EBT instructor should complete an EBT assessment of competence where the EBT instructor delivers:

(1)an evaluation phase (EVAL) and a manoeuvres training phase (MT); or

(2)a scenario-based training phase (SBT).

(f)The assessment of competence has a validity period of 3 years.

(g)The EBT assessment of competence should be conducted by a person nominated by the operator, who:

(1)is qualified in accordance with Annex I (Part-FCL) to Regulation (EU) No 1178/2011 to conduct an assessment of competence; and

(2)has completed the EBT instructor standardisation.

(h)The EBT assessment of competence may be combined with the assessment of competence required in Annex I (Part-FCL) to Regulation (EU) No 1178/2011.

ED Decision 2022/014/R

EBT INSTRUCTOR — RECURRENT STANDARDISATION PROGRAMME

The EBT instructor should:

(a)conduct six EVAL or SBT phases of an EBT module (or a combination of both) every 36 months. One of the EVAL or SBT should take place in the period of 12 months immediately preceding the expiry date. The 36-month period should be counted from the end of the month the module was taken. If this has not been fulfilled, the EBT instructor should complete an EBT assessment of competence. When the module is undertaken within the last 12 months of the validity period, the new period should be counted from the original expiry date;

(b)receive annual recurrent standardisation. The recurrent standardisation should include:

(1)refresher EBT training; and

(2)concordance training; and

(c)complete an EBT assessment of competence every 3 years. When the assessment of competence is conducted within the 12 months preceding the expiry date, the next assessment of competence should be completed within 36 calendar months of the original expiry date of the previous assessment of competence.

ED Decision 2021/002/R

EBT INSTRUCTOR — INITIAL STANDARDISATION

(a)The intent of the practical training is to ensure that EBT instructors have exposure to assessment of performance and root cause identification within an EBT programme.

(b)EBT instructors receive practical assistance and guidance during standardisation in order to apply the learning from EBT instructor training. In particular, the focus should be on assessment of performance and the determination of root cause for remediation, plus facilitated debriefing based on root cause as a learning objective.

(c)The pilot delivering the training may be supported by a subject matter expert (or experts). The personnel providing the EBT training is selected by the operator to assess the instructor capability in delivering EBT and provide effective feedback in order that instructor practice meets the expectations of the operator.

(d)Practical EBT training includes the learning objective ‘Evaluate performance using a competency-based grading system’. This may be done with videos and other multimedia. It means that EBT instructors are exposed to:

(1)different levels of pilot performance. This enables EBT instructors to distinguish between pilots performing lower than the minimum acceptable level of performance (e.g. grade 1) and those whose performance is at an acceptable level in all competencies (e.g. grade 2). This EBT training may also include other performance examples (e.g. 3, 4 and 5); and

(2)different scenarios (e.g. complex to less complex) so that the instructor has exposure to assessments of competency in varying EBT scenarios.

(e)The EBT instructor training course may be a minimum of 14 hours (EBT instructor training alone) and the recommended length is between 21 to 24 hours (EBT instructor training plus assessment of competence).

ED Decision 2021/002/R

EBT INSTRUCTOR — RECURRENT STANDARDISATION

(a)Refresher EBT training

The intent of this training is to provide the framework for existing instructors to develop their competence to conduct EBT. Further guidance can be found in the EASA EBT manual.

(b)Concordance training

This training is one of the elements to ensure concordance within the EBT instructor community. Those EBT instructors who do not demonstrate concordance may require further training. The operator’s instructor standardisation and concordance assurance programme provides insight in the areas that an instructor (or instructor population) requires concordance training. As such, concordance training varies in content and scale depending on the need for concordance improvement.

Instructor concordance training may include candidates grading the same controlled content (e.g. a video or paper case) followed by:

(1)a subsequent comparison of intra-group variance; and

(2)alignment of root-cause analyses between instructors.

ED Decision 2021/002/R

EBT INSTRUCTOR COMPETENCY FRAMEWORK

1 For ground instructors, some competencies may not apply. For the instructor assessment of competence, these competencies may not be observed. A review of the records of the instructor may be sufficient.

The recommended competency assessment grading system methodology for instructor competencies should be the same as the one used for pilots. This is the Venn model. More information can be found in ORO.FC.231 point (d)(1) and the related AMC and GM, as well as in the EASA EBT manual.

ED Decision 2025/010/R

SUITABLY QUALIFIED PIC OR COMMANDER NOMINATED BY THE OPERATOR — GENERAL

(a)The nominated PIC/commander conducting training should either be qualified as an instructor under Regulation (EU) No 1178/2011 or receive training which should cover at least:

(1)techniques of briefing and debriefing;

(2)CRM concepts and CRM assessment;

(3)for SPO with aeroplanes or helicopters, which manoeuvres the nominated PIC/commander should not train or check unless qualified as an instructor.

(b)In addition, the nominated PIC/commander conducting operator proficiency checks or line checks should either be qualified as an examiner under Regulation (EU) No 1178/2011 or receive additional training which should cover at least:

(1)how to perform a check;

(2)flight techniques applicable to checks performed in flight;

(3)the assessment of CRM skills.

(c)The nominated PIC/commander conducting aircraft/FSTD training, line flying under supervision, operator proficiency checks or line checks taking place under multi-pilot operations in helicopters should have 350 hours flying experience in multi-pilot operations.

(d)The nominated PICs/commanders, or the criteria for nominating PICs/commanders, should be included in the operations manual.

(e)The nominated PIC/commander should be type rated or class rated in the type or class where he or she provides the training, checking or assessment.

CAT OPERATIONS WITH AEROPLANES AND HELICOPTERS AND IAM OPERATIONS WITH VCA — SUITABLY QUALIFIED PIC OR COMMANDER OR INSTRUCTOR NOMINATED BY THE OPERATOR

(f)For CAT operations with aeroplanes or helicopters under VFR by day, the minimum experience of the nominated commander should be more than 750 hours total flight time with at least 50 hours on the type, class or the aircraft variant obtained in flight operations.

(fa)For IAM operations with VCA, the minimum experience of the nominated PIC should be more than 350 hours total flight time with at least 25 hours on the type or the VCA variant, obtained in flight operations.

(g)For CAT operations with performance class B aeroplanes under night VFR or under IFR, the minimum experience of the nominated commander should be more than 1 000 hours total flight time with at least 100 hours on the type, class or the aircraft variant, obtained in flight operations.

(h)In the case of CAT operations with helicopters, the 350 hours flying experience in multi-pilot operations defined in point (c) may be reduced on an individual basis, as part of the approval of the training and checking programmes. The operator may apply for such a reduced flying experience based on the unavailability of experienced pilots in both multi-pilot operations and in their types of operations. An FI/TRI/SFI rating and MCC training in helicopters should be a prerequisite for any reduced flying experience in multi-pilot operations. In addition, the operator should define mitigation measures after having performed a risk assessment. The following should be taken into account:

(1)flying experience criteria in single-pilot operations in the types of operations;

(2)any other training, checking, recency and experience criteria; and

(3)robustness and maturity of multi-pilot SOPs.

(i)Points ORO.FC.220(f) and ORO.FC.420(e) allow the operator to develop a specific conversion course to address an operational circumstance, when the operator intends to have pilots temporally joining the operator to conduct line checks. The content of the specific operator’s conversion course is included in AMC1 ORO.FC.220(f) or in AMC1 ORO.FC.420(e), as applicable

SPO — SUITABLY QUALIFIED PIC OR INSTRUCTOR NOMINATED BY THE OPERATOR

(j)For SPO, the person conducting the aircraft/FSTD training and the operator proficiency check should meet the following criteria:

(1)Training and checking covering normal, abnormal and emergency procedures relevant to the type or variant should be conducted in accordance with AMC1 ORO.FC.146(b).

(2)Training and checking covering the relevant aspects associated with HEC and HESLO should be conducted by a HEC or HESLO instructor as defined in AMC1 SPO.SPEC.HEC.100 and AMC1 SPO.SPEC.HESLO.100.

(3)Training and checking covering the relevant aspects associated with a specialised operation other than HEC and HESLO should be conducted by a nominated PIC with the following flight experience:

(i)at least 750 hours total flight time with at least 50 hours on the type, class or aircraft variant;

(ii)for specialised operations other than HEC and HESLO, either:

(A)at least 350 hours in the applicable specialised operation; or

(B)800 hours in specialised operations and the number of hours in the applicable specialised operation as defined by the operator, based on a risk assessment, taking into account the complexity of the relevant aspects associated with the applicable specialised operation. Flight experience in HHO, firefighting flight experience and flight experience in the search component of search and rescue flights may be credited towards the 800 hours in specialised operations. In addition, up to 200 hours of experience in CAT operations (other than HHO) may be credited towards the 800 hours in specialised operations.

(4)In addition to (2) and (3) above, flight training and checking of sensitive type-related manoeuvres in combination with the training and checking of the relevant aspects associated with a specialised task, should be conducted by a qualified instructor.

(k)In addition to (j) above, if the SPO operator combines the operator proficiency check with a licence proficiency check, the person conducting the check should meet the requirements for licence proficiency checks.

SECTION 2 – Additional requirements for commercial air transport operations

Regulation (EU) 2021/2237

(a)There shall not be more than one inexperienced flight crew member in any flight crew.

(b)The commander may delegate the conduct of the flight to another pilot suitably qualified in accordance with Annex I (Part-FCL) to Regulation (EU) No 1178/2011 provided that the requirements of ORO.FC.105(b)(1), (b)(2) and (c) are complied with.

(c)Specific requirements for aeroplane operations under instrument flight rules (IFR) or at night.

(1)The minimum flight crew shall be two pilots for all turbo-propeller aeroplanes with a maximum operational passenger seating configuration (MOPSC) of more than nine and all turbojet aeroplanes.

(2)Aeroplanes other than those covered by (c)(1) shall be operated with a minimum crew of two pilots, unless the requirements of ORO.FC.202 are complied with, in which case they may be operated by a single pilot.

(d)Specific requirements for helicopter operations

For all operations of helicopters with an MOPSC of more than 19 and for operations under IFR of helicopters with an MOPSC of more than 9, the minimum flight crew shall be two pilots.

ED Decision 2014/017/R

CREWING OF INEXPERIENCED FLIGHT CREW MEMBERS

The operator should establish procedures in the operations manual taking into account the following elements:

Aeroplanes

(a)The operator should consider that a flight crew member is inexperienced, following completion of a type rating or command course, and the associated line flying under supervision, until he/she has achieved on the type either:

(1)100 flight hours and flown 10 sectors within a consolidation period of 120 consecutive days; or

(2)150 flight hours and flown 20 sectors (no time limit).

(b)A lesser number of flight hours or sectors, subject to any other conditions that the competent authority may impose, may be acceptable to the competent authority when one of the following applies:

(1)a new operator is commencing operations;

(2)an operator introduces a new aeroplane type;

(3)flight crew members have previously completed a type conversion course with the same operator;

(4)credits are defined in the operational suitability data established in accordance with Commission Regulation (EU) No 748/2012; or

(5)the aeroplane has a maximum take-off mass of less than 10 tonnes or a maximum operational passenger seating configuration (MOPSC) of less than 20.

Helicopters

(c)The operator should consider that, when two flight crew members are required, a flight crew member, following completion of a type rating or command course, and the associated line flying under supervision, is inexperienced until either:

(1)he/she has achieved 50 flight hours on the type and/or in the role within a period of 60 days; or

(2)he/she has achieved 100 flight hours on the type and/or in the role (no time limit).

(d)A lesser number of flight hours, on the type and/or in the role, and subject to any other conditions which the competent authority may impose, may be acceptable to the competent authority when one of the following applies:

(1)a new operator is commencing operations;

(2)an operator introduces a new helicopter type;

(3)flight crew members have previously completed a type conversion course with the same operator (reconversion); or

(4)credits are defined in the operational suitability data established in accordance with Commission Regulation (EU) No 748/2012.

Regulation (EU) 2024/2076

(a)The commander may delegate the conduct of the flight to:

(1)another qualified commander; or

(2)for operations only above flight level (FL) 200, a pilot who complies with the following minimum qualifications:

(i)ATPL;

(ii)conversion training and checking, including type rating training, in accordance with ORO.FC.220;

(iii)all recurrent training and checking in accordance with ORO.FC.230 and ORO.FC.240;

(iv)route/area and aerodrome competence in accordance with ORO.FC.105.

(b)The co-pilot may be relieved by:

(1)another suitably qualified pilot;

(2)for operations only above FL 200, a cruise relief co-pilot that complies with the following minimum qualifications:

(i)valid commercial pilot licence (CPL) with an instrument rating;

(ii)conversion training and checking, including type rating training, in accordance with ORO.FC.220 except the requirement for take-off and landing training;

(iii)recurrent training and checking in accordance with point ORO.FC.230, subject to the following conditions:

(A)the checking shall not include take-off manoeuvres;

(B)the checking shall include landing manoeuvres at least in the role of the pilot monitoring;

(c)A flight engineer may be relieved in flight by a crew member suitably qualified in accordance with applicable national rules.

ED Decision 2025/002/R

INITIAL CRM TRAINING FOR THE PILOT RELIEVING THE COMMANDER

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

MINIMUM EXPERIENCE

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