Easy Access Rules for Air Operations

ED Decision 2021/005/R

GUIDANCE AND INDUSTRY GOOD PRACTICE

(a)Additional guidance material for the establishment of flight data monitoring may be found in:

(1)International Civil Aviation Organization (ICAO) Doc 10000 ‘Manual on Flight Data Analysis Programmes (FDAP)’; and

(2)UK Civil Aviation Authority CAP 739 (Flight Data Monitoring), second edition dated June 2013.

(b)Examples of industry good practice for the establishment of flight data monitoring may be found in the documents published by the European Operators Flight Data Monitoring (EOFDM) forum.

Regulation (EU) 2019/1384

(a)In accordance with point ORO.GEN.210(b), the operator shall nominate persons responsible for the management and supervision of the following areas:

(1)flight operations;

(2)crew member training;

(3)ground operations;

(4)continuing airworthiness or for the continuing airworthiness management contract in accordance with Regulation (EU) No 1321/2014, as the case may be.

(b)Adequacy and competency of personnel

(1)The operator shall employ sufficient personnel for the planned ground and flight operations.

(2)All personnel assigned to, or directly involved in, ground and flight operations shall:

(i)be properly trained;

(ii)demonstrate their capabilities in the performance of their assigned duties; and

(iii)be aware of their responsibilities and the relationship of their duties to the operation as a whole.

(c)Supervision of personnel

(1)The operator shall appoint a sufficient number of personnel supervisors, taking into account the structure of the operator’s organisation and the number of personnel employed.

(2)The duties and responsibilities of these supervisors shall be defined, and any other necessary arrangements shall be made to ensure that they can discharge their supervisory responsibilities.

(3)The supervision of crew members and personnel involved in the operation shall be exercised by individuals with adequate experience and the skills to ensure the attainment of the standards specified in the operations manual.

ED Decision 2014/017/R

NOMINATED PERSONS

(a)The person may hold more than one of the nominated posts if such an arrangement is considered suitable and properly matched to the scale and scope of the operation.

(b)A description of the functions and the responsibilities of the nominated persons, including their names, should be contained in the operations manual.

(c)The holder of an AOC should make arrangements to ensure continuity of supervision in the absence of nominated persons.

(d)The person nominated by the holder of an AOC should not be nominated by another holder of an AOC, unless agreed with the competent authorities concerned.

(e)Persons nominated should be contracted to work sufficient hours to fulfil the management functions associated with the scale and scope of the operation.

ED Decision 2014/017/R

COMBINATION OF NOMINATED PERSONS RESPONSIBILITIES

(a)The acceptability of a single person holding several posts, possibly in combination with being the accountable manager, should depend upon the nature and scale of the operation. The two main areas of concern should be competence and an individual’s capacity to meet his/her responsibilities.

(b)As regards competence in different areas of responsibility, there should not be any difference from the requirements applicable to persons holding only one post.

(c)The capacity of an individual to meet his/her responsibilities should primarily be dependent upon the scale of the operation. However, the complexity of the organisation or of the operation may prevent, or limit, combinations of posts which may be acceptable in other circumstances.

(d)In most circumstances, the responsibilities of a nominated person should rest with a single individual. However, in the area of ground operations, it may be acceptable for responsibilities to be split, provided that the responsibilities of each individual concerned are clearly defined.

ED Decision 2022/017/R

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

If the operator concludes a contract with a CAMO pursuant to point M.A.201(ea) of Annex I (Part-M) to Regulation (EU) No 1321/2014, the person nominated by the operator in accordance with point ORO.AOC.135(a)(4) is responsible for the management and supervision of the continuing airworthiness management contract that is required by Appendix I to Part-M. This person should not be employed by the contracted CAMO to avoid conflict of interest. In addition, this person should have the following:

(a)practical experience and expertise in the application of aviation safety standards and safe operating practices;

(b)comprehensive knowledge of:

(i)the relevant parts of operational requirements and procedures;

(ii)the air operator certificate (AOC) holder’s operations specifications;

(iii)the relevant parts of the AOC holder’s operations manual; and

(iv)the relevant parts of the continuing airworthiness management exposition (CAME) of the contracted CAMO;

(c)knowledge of:

(i)human factors (HF) principles; and

(ii)safety management system (SMS) based on the EU management system requirements (including compliance monitoring) and International Civil Aviation Organization (ICAO) Annex 19;

(d)5 years of relevant work experience, of which at least 2 years in an appropriate position in the aeronautical industry;

(e)a relevant engineering or technical degree, or an aircraft maintenance technician qualification with additional education that is acceptable to the competent authority; this condition may be replaced by 3 years of experience in addition to those specified in point (d); those 3 years should include an appropriate combination of experience in tasks related to aircraft maintenance and/or continuing airworthiness management and/or surveillance of such tasks;

(f)thorough knowledge of:

(i)the continuing airworthiness management contract;

(ii)the organisation’s management systems’ interfaces; and

(iii)the way of achieving harmonisation of those management systems;

(g)knowledge of a relevant sample of the type(s) of aircraft operated by the organisation, which is gained through a formalised training course; such a course should be at least at a level equivalent to Part-66 (Annex III to Regulation (EU) No 1321/2014), Appendix III, Level 1 ‘General Familiarisation’ and may be provided by a Part-147 (Annex IV to Regulation (EU) No 1321/2014) organisation, by the manufacturer, by the CAMO, or by any other organisation that is accepted by the competent authority; ‘relevant sample’ means that the related course should cover typical aircraft and aircraft systems that are operated by the organisation; and

(h)knowledge of Regulation (EU) No 1321/2014.

ED Decision 2014/017/R

NOMINATED PERSONS

The smallest organisation that can be considered is the one-man organisation where all of the nominated posts are filled by the accountable manager, and audits are conducted by an independent person.

ED Decision 2025/008/R

COMPETENCE OF NOMINATED PERSONS

(a)Nominated persons in accordance with ORO.AOC.135 should be expected to possess the experience and meet the qualification provisions of (b) to (f) respectively. Exceptionally, in particular cases, where the nominated person does not meet these provisions in full, the nominee should have comparable experience and also the ability to perform effectively the functions associated with the post and with the scale of the operation.

(b)Nominated persons for flight operations, crew training and ground operations should have:

(1)practical experience and expertise in the application of aviation safety standards and safe operating practices;

(2)comprehensive knowledge of:

(i)the applicable EU safety regulations and any associated requirements and procedures;

(ii)the AOC holder's operations specifications; and

(iii)the need for, and content of, the relevant parts of the AOC holder's operations manual;

(3)familiarity with management systems preferably in the area of aviation;

(4)appropriate management experience, preferably in a comparable organisation; and

(5)5 years of relevant work experience of which at least 2 years should be from the aeronautical industry in an appropriate position.

(c)Flight operations. The nominated person should hold or have held a valid flight crew licence and the associated ratings appropriate to a type of operation conducted under the AOC. In case the nominated person’s licence and ratings are not current, his/her deputy should hold a valid flight crew licence and the associated ratings.

(d)Crew training. The nominated person or his/her deputy should be a current type rating instructor on a type/class operated under the AOC. The nominated person should have a thorough knowledge of the AOC holder’s crew training concept for flight, cabin and when relevant other crew.

(e)Ground operations. The nominated person should have a thorough knowledge of the AOC holder’s ground operations concept.

[applicable until 26 March 2028 — ED Decision 2022/017/R]

(e)Ground operations. The nominated person should have a thorough knowledge of the AOC holder’s ground operations concept and be familiar with the requirements of Commission Delegated Regulation (EU) 2025/20 applicable to their operations.

[applicable from 27 March 2028 — ED Decision 2025/008/R]

(f)Continuing airworthiness. The nominated person for continuing airworthiness or for the continuing airworthiness management contract, as the case may be, should have the relevant knowledge, background and experience in accordance with Regulation (EU) No 1321/2014. If a continuing airworthiness management organisation (CAMO) is contracted by the operator pursuant to point M.A.201(ea) of Annex I (Part-M) to Regulation (EU) No 1321/2014, please refer to AMC1 ORO.AOC.135(a)(4).

ED Decision 2022/017/R

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

If the operator concludes a contract with a CAMO pursuant to point M.A.201(ea) of Annex I (Part-M) to Regulation (EU) No 1321/2014, the person nominated by the operator in accordance with point ORO.AOC.135(a)(4) is responsible for ensuring that both the operator and CAMO fulfil their obligations as specified in the contract (which is established in accordance with Appendix I to Part-M). In the particular context of a single air carrier business grouping, that person is expected to apply critical thinking, to be impartial, and not complacent about the fact that the CAMO belongs to that business grouping.

Regulation (EU) No 965/2012

In accordance with ORO.GEN.215, the operator shall:

(a)make use of appropriate ground handling facilities to ensure the safe handling of its flights;

(b)arrange operational support facilities at the main operating base, appropriate for the area and type of operation; and

(c)ensure that the available working space at each operating base is sufficient for personnel whose actions may affect the safety of flight operations. Consideration shall be given to the needs of ground crew, personnel concerned with operational control, the storage and display of essential records and flight planning by crews.

ED Decision 2014/017/R

VFR DAY OPERATIONS WITH AEROPLANES WITH A MOPSC OF LESS THAN 7 AND HELICOPTERS WITH A MOPSC OF LESS THAN 5 TAKING OFF AND LANDING AT THE SAME AERODROME OR OPERATING SITE

Taking into account the size of the operator and the type of operations, appropriate facilities may consist in arrangements for:

(a)suitable office accommodation for the nominated person(s), as requested by ORO.AOC.135, and

(b)adequate working space for the flight preparation to be performed by the flight crew.

Regulation (EU) No 965/2012

(a)The operator shall make arrangements for the production of manuals and any other documentation required and associated amendments.

(b)The operator shall be capable of distributing operational instructions and other information without delay.

SUBPART DEC: DECLARATION

Regulation (EU) No 379/2014

The operator of complex motor-powered aircraft engaged in non-commercial operations or non-commercial specialised operations, and the commercial specialised operator shall:

(a)provide the competent authority with all relevant information prior to commencing operations, using the form contained in Appendix I to this Annex;

(b)notify to the competent authority a list of the alternative means of compliance used;

(c)maintain compliance with the applicable requirements and with the information given in the declaration;

(d)notify the competent authority without delay of any changes to its declaration or the means of compliance it uses through submission of an amended declaration using the form contained in Appendix I to this Annex; and

(e)notify the competent authority when it ceases operation.

ED Decision 2014/017/R

GENERAL

The intent of the declaration is to:

(a)have the operator acknowledge its responsibilities under the applicable safety regulations and that it holds all necessary approvals;

(b)inform the competent authority of the existence of an operator; and

(c)enable the competent authority to fulfil its oversight responsibilities in accordance with ARO.GEN.300 and 305.

MANAGED OPERATIONS

When the non-commercial operation of a complex motor-powered aircraft is managed by a third party on behalf of the owner, that party may be the operator in the sense of Article 3(h) of Regulation (EC) No 216/2008, and therefore has to declare its capability and means to discharge the responsibilities associated with the operation of the aircraft to the competent authority.

In such a case, it should also be assessed whether the third party operator undertakes a commercial operation in the sense of Article 3(i) of Regulation (EC) 216/2008.

ED Decision 2022/012/R

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

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

ED Decision 2022/012/R

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

(a)When a declaration involves EFVS 200 operations in accordance with NCC.OP.235 or SPO.OP.235, the competent authority should be enabled to fulfil its responsibilities in accordance with ARO.GEN.345 prior to starting these operations or implementing changes to such EFVS 200 operations.

(b)In accordance with ORO.DEC.100 points (a) and (d), the operator shall provide all relevant information and notify any changes. In relation to EFVS 200, this may be but is not limited to:

(1)AFM or additional data from the TC/STC holder;

(2)established relevant aerodrome operating minima;

(3)documented operating procedures;

(4)training and checking programmes;

(5)minimum equipment list (MEL) for the operations to be undertaken; and

(6)processes to ensure that only runways and instrument procedures suitable for the intended operations are used.

ED Decision 2014/017/R

CHANGES

The new declaration should be submitted before the change becomes effective indicating the date as of which the change would apply.

SUBPART SPO: COMMERCIAL SPECIALISED OPERATIONS

Regulation (EU) 2019/1384

(a)A commercial specialised operator shall in addition to ORO.DEC.100 also comply with ORO.AOC.135, ORO.AOC.140 and ORO.AOC.150.

(b)Aircraft shall have a certificate of airworthiness (CofA) in accordance with Regulation (EU) No 748/2012 or shall be leased-in in accordance with (c).

(c)A commercial specialised operator shall obtain prior approval of the competent authority and comply with the following conditions:

(1)for wet leasing-in an aircraft of a third-country operator:

(i)that the safety standards of a third-country operator with regard to continuing airworthiness and air operations are equivalent to the applicable requirements established by Regulation (EU) No 1321/2014⁶⁴ and this Regulation;

(ii)that the aircraft of a third-country operator has a standard CofA issued in accordance with Annex 8 to the Convention on International Civil Aviation;

(iii)that the duration of the wet lease-in does not exceed seven months in any 12 consecutive month period;

(2)for dry leasing-in an aircraft registered in a third country:

(i)that an operational need that cannot be satisfied through leasing an aircraft registered in the Union has been identified;

(ii)that the duration of the dry lease-in does not exceed seven months in any 12 consecutive month period;

(iii)that the safety standards of the third-country aircraft with regard to continuing airworthiness are equivalent to the applicable requirements established by Regulation (EU) No 1321/2014;

(iv)that the aircraft is equipped in accordance with Annex VIII (Part SPO).

ED Decision 2014/017/R

NOMINATED PERSONS

(a)The person may hold more than one of the nominated posts if such an arrangement is considered suitable and properly matched to the scale and scope of the commercial specialised operation.

(b)A description of the functions and the responsibilities of the nominated persons, including their names, should be contained in the operations manual.

(c)A commercial specialised operator should make arrangements to ensure continuity of supervision in the absence of nominated persons.

(d)The person nominated by a commercial specialised operator should normally not be nominated by another commercial specialised operator.

(e)Persons nominated should be contracted to work sufficient hours to fulfil the management functions associated with the scale and scope of the commercial specialised operation.

ED Decision 2014/017/R

COMBINATION OF NOMINATED PERSONS RESPONSIBILITIES

(a)The acceptability of a single person holding several posts, possibly in combination with being the accountable manager, should depend upon the nature and scale of the commercial specialised operation. The two main areas of concern should be competence and an individual’s capacity to meet his/her responsibilities.

(b)As regards competence in different areas of responsibility, there should not be any difference from the requirements applicable to persons holding only one post.

(c)The capacity of an individual to meet his/her responsibilities should primarily be dependent upon the scale of the commercial specialised operation. However, the complexity of the organisation or of the operation may prevent, or limit, combinations of posts which may be acceptable in other circumstances.

(d)In most circumstances, the responsibilities of a nominated person should rest with a single individual. However, in the area of ground operations, it may be acceptable for responsibilities to be split, provided that the responsibilities of each individual concerned are clearly defined.

ED Decision 2014/017/R

NOMINATED PERSONS

The smallest organisation that can be considered is the one-man organisation where all of the nominated posts are filled by the accountable manager, and audits are conducted by an independent person.

ED Decision 2014/017/R

COMPETENCE OF NOMINATED PERSONS

(a)Nominated persons in accordance with ORO.AOC.135 should normally be expected to possess the experience and meet the licensing provisions that are listed in (b) to (f). There may be exceptional cases where not all of the provisions can be met. In that circumstance, the nominee should have comparable experience and also the ability to perform effectively the functions associated with the post and with the scale of the specialised operation.

(b)Nominated persons should have:

(1)practical experience and expertise in the application of aviation safety standards and safe operating practices;

(2)comprehensive knowledge of:

(i)the applicable EU safety regulations and any associated requirements and procedures;

(ii)the operator’s high-risk specialised operation authorisation, if applicable; and

(iii)the need for, and content of, the relevant parts of the commercial specialised operator’s operations manual;

(3)familiarity with management systems preferably in the area of aviation;

(4)appropriate management experience, preferably in a comparable organisation; and

(5)5 years of relevant work experience of which at least 2 years should be from the aeronautical industry in an appropriate position.

(c)Flight operations. The nominated person should hold or have held a valid flight crew licence and the associated ratings appropriate to the type of commercial specialised operations conducted by the operator. In case the nominated person’s licence and ratings are not current, his/her deputy should hold a valid flight crew licence and the associated ratings.

(d)Crew training. The nominated person or his/her deputy should be a current type rating instructor on a type/class operated by the commercial specialised operator. The nominated person should have a thorough knowledge of the operator’s crew training concept for flight crew and when relevant other crew.

(e)Ground operations. The nominated person should have a thorough knowledge of the commercial specialised operator’s ground operations concept.

(f)Continuing airworthiness. The nominated person should have the relevant knowledge and appropriate experience requirements related to aircraft continuing airworthiness as detailed in Part-M⁶⁵.

ED Decision 2012/017/R

LEASING OF THIRD COUNTRY OPERATOR OR AIRCRAFT — INFORMATION TO BE PROVIDED TO THE COMPETENT AUTHORITY

The operator intending to lease-in an aircraft or operator should provide the competent authority with the following information:

(a)the aircraft type, registration markings and serial number;

(b)the name and address of the registered owner;

(c)a copy of the valid certificate of airworthiness;

(d)a copy of the lease agreement or description of the lease provisions, except financial arrangements;

(e)duration of the lease.

The information mentioned above should be accompanied by a statement signed by the lessee that the parties to the lease agreement fully understand their respective responsibilities under the applicable regulations.

ED Decision 2014/017/R

LEASE AGREEMENTS BETWEEN OPERATORS REGISTERED IN AN EU MEMBER STATE

No approval is required for any lease agreements between operators having their principle place of business in an EU Member State.

ED Decision 2014/017/R

WET LEASE-IN OF AN AIRCRAFT REGISTERED IN A THIRD COUNTRY

If the operator is not intending to apply EU safety requirements for air operations and continuing airworthiness when wet leasing-in an aircraft registered in a third country, it should demonstrate to the competent authority that the standards complied with are equivalent to the following requirements:

(a)Annex VIII (Part-SPO);

(b)Part-ORO:

(1)ORO.GEN.110 and Section 2 of Subpart GEN;

(2)ORO.MLR, excluding ORO.MLR.105;

(3)ORO.FC;

(c)Annex V (Part-SPA), if applicable;

(d)for continuing airworthiness management of the third country operator, Part-M⁶⁶ Subpart-B, Subpart-C and Subpart-G, excluding M.A.707, and M.A.710;

(e)for the maintenance organisation used by the third country operator during the lease period: Part-145⁶⁷; and

(f)the operator should provide the competent authority with a full description of the operating procedures and safety assessment demonstrating compliance with the requirements safety objectives set out in points (b) (1)-(3).

ED Decision 2014/017/R

WET LEASE-IN

The lessee should maintain a record of occasions when lessors are used, for inspection by the competent authority.

ED Decision 2014/017/R

SHORT-TERM WET LEASE-IN

In anticipation of an operational need the operator may enter into a framework agreement with more than one third country operator provided that these operators comply with ORO.SPO.110(c). These third country operators should be placed in a list maintained by the lessee.

Regulation (EU) No 379/2014

(a)A commercial specialised operator shall apply for and obtain an authorisation issued by the competent authority of the operator prior to commencing a high risk commercial specialised operation:

(1)that is carried out over an area where the safety of third parties on the ground is likely to be endangered in the event of an emergency, or

(2)that, as determined by the competent authority of the place where the operation is conducted, due to its specific nature and the local environment in which it is conducted, poses a high risk, in particular to third parties on the ground.

(b)The operator shall provide the following information to the competent authority:

(1)the official name and business name, address, and mailing address of the applicant;

(2)a description of the management system, including organisational structure;

(3)a description of the proposed operation, including the type(s), and number of aircraft to be operated;

(4)the risk assessment documentation and related standard operating procedures, required by SPO.OP.230;

(5)a statement that all the documentation sent to the competent authority has been verified by the operator and found in compliance with the applicable requirements.

(c)The application for an authorisation or its amendment shall be made in a form and manner established by the competent authority, taking into account the applicable requirements of Regulation (EC) No 216/2008 and its Implementing Rules.

ED Decision 2014/017/R

DECLARATION/AUTHORISATION

Any commercial specialised operator should declare its activity to its competent authority, as required by ORO.DEC.100.

ED Decision 2014/017/R

VALIDITY OF THE AUTHORISATION

The operator may submit an application to its competent authority for a single event, a defined series of flights or for an unlimited duration, depending on the type of operations foreseen.

Regulation (EU) No 379/2014

(a)Any change affecting the scope of the authorisation or the authorised operations shall require prior approval of the competent authority. Any change not covered by the initial risk assessment, shall require the submission of an amended risk assessment and SOP to the competent authority.

(b)The application for approval of a change shall be submitted before any such change takes place, in order to enable the competent authority to determine continued compliance with Regulation (EC) No 216/2008 and its Implementing Rules and to amend, if necessary, the authorisation. The operator shall provide the competent authority with any relevant documentation.

(c)The change shall only be implemented upon receipt of formal approval by the competent authority in accordance with ARO.OPS.150.

(d)The operator shall operate under the conditions prescribed by the competent authority during such changes, as applicable.

ED Decision 2014/017/R

GENERAL

Any change to information contained in the authorisation, but not leading to an amendment of the SOPs or the operator’s risk assessment should be notified by the commercial specialised operator to its competent authority which should amend the authorisation.

Regulation (EU) No 379/2014

(a)An operator holding a specialised operation authorisation shall comply with the scope and privileges defined in the authorisation.

(b)The operator’s authorisation shall remain valid subject to:

(1)the operator remaining in compliance with the relevant requirements of Regulation (EC) No 216/2008 and its Implementing Rules, taking into account the provisions related to the handling of findings as specified under ORO.GEN.150;

(2)the competent authority being granted access to the operator as defined in ORO.GEN.140 to determine continued compliance with the relevant requirements of Regulation (EC) No 216/2008 and its Implementing Rules; and

(3)the authorisation not being surrendered or revoked.

(c)Upon revocation or surrender the authorisation shall be returned to the competent authority without delay.

SUBPART MLR: MANUALS, LOGS AND RECORDS

Regulation (EU) 2024/1111

(a)The operator shall establish an operations manual (OM) as specified under 8.b of Annex IV to Regulation (EC) No 216/2008.

(b)The content of the OM shall reflect the requirements set out in this Annex, in Annex IV (Part-CAT), Annex V (Part-SPA), Annex VI (Part-NCC), Annex VIII (Part-SPO) and Annex IX (Part-IAM), as applicable, and shall not contravene the conditions contained in the operations specifications to the air operator certificate (AOC), the SPO authorisation or the declaration and the list of specific approvals, as applicable.

(c)The OM may be issued in separate parts.

(d)All operations personnel shall have easy access to the portions of the OM that are relevant to their duties.

(e)The OM shall be kept up to date. All personnel shall be made aware of the changes that are relevant to their duties.

(f)Each crew member shall be provided with a personal copy of the relevant sections of the OM pertaining to their duties. Each holder of an OM, or appropriate parts of it, shall be responsible for keeping their copy up to date with the amendments or revisions supplied by the operator.

(g)For AOC holders:

(1)for amendments required to be notified in accordance with ORO.GEN.115(b) and ORO.GEN.130(c), the operator shall supply the competent authority with intended amendments in advance of the effective date; and

(2)for amendments to procedures associated with prior approval items in accordance with ORO.GEN.130, approval shall be obtained before the amendment becomes effective.

(g1)For SPO authorisation holders, any amendment associated with the authorised standard operating procedures, prior approval shall be obtained before the amendment becomes effective.

(h)Notwithstanding (g) and (g1), when immediate amendments or revisions are required in the interest of safety, they may be published and applied immediately, provided that any approval required has been applied for.

(i)The operator shall incorporate all amendments and revisions required by the competent authority.

(j)The operator shall ensure that information taken from approved documents, and any amendment thereof, is correctly reflected in the OM. This does not prevent the operator from publishing more conservative data and procedures in the OM.

(k)The operator shall ensure that all personnel are able to understand the language in which those parts of the OM which pertain to their duties and responsibilities are written. The content of the OM shall be presented in a form that can be used without difficulty and observes human factors principles.

ED Decision 2025/010/R

GENERAL

(a)The operations manual (OM) may vary in detail according to the complexity of the operation and of the type and number of aircraft operated.

(b)The OM or parts thereof may be presented in any form, including electronic form. In all cases, the accessibility, usability and reliability should be assured.

(c)The OM should be such that:

(1)all parts of the manual are consistent and compatible in form and content;

(2)the manual can be readily amended; and

(3)the content and amendment status of the manual is controlled and clearly indicated.

(d)The OM should include a description of its amendment and revision process specifying:

(1)the person(s) who may approve amendments or revisions;

(2)the conditions for temporary revisions and/or immediate amendments or revision required in the interest of safety; and

(3)the methods by which operator personnel are advised of the changes.

(e)The OM content may be based on, or may refer to, industry codes of practice.

(f)When compiling an OM, the operator may take advantage of the contents of other relevant documents. Material produced by the operator for the type-related part of the OM may be supplemented with, or substituted by, applicable parts of the aircraft flight manual (AFM) or, where such a document exists, by an aircraft operating manual produced by the manufacturer of the aircraft.

(g)Except for IAM operations, for commercial operations with other-than-complex motor-powered aircraft or non-commercial operations with aeroplanes or helicopters, a ‘pilot operating handbook’ (POH), or equivalent document, may be used as the type-related part of the OM, provided that the POH covers the normal and abnormal/emergency operating procedures.

(h)For the route and aerodrome part of the OM, material produced by the operator may be supplemented with or substituted by applicable route guide material produced by a specialist company.

(i)If the operator chooses to use material from another source in the OM, either the applicable material should be copied and included directly in the relevant part of the OM, or the OM should contain a reference to the appropriate section of that applicable material.

(j)If the operator chooses to make use of material from another source (e.g. a route manual producer, an aircraft manufacturer or a training organisation), this does not absolve the operator from the responsibility of verifying the applicability and suitability of this material. Any material received from an external source should be given its status by a statement in the OM.

ED Decision 2025/010/R

CONTENTS OF THE OPERATIONS MANUAL FOR CERTAIN TYPES OF OPERATION

Except for IAM operations, for non-commercial operations with complex motor-powered aircraft, or CAT operations with either single-engined propeller-driven aeroplanes with an MOPSC of 5 or less, or single-engined non-complex helicopters with an MOPSC of 5 or less, taking off and landing at the same aerodrome or operating site, under VFR by day, the OM should contain at least the following information, where applicable:

(a)Table of contents;

(b)Amendment control status and list of effective pages or paragraphs, unless the entire manual is re-issued and the manual has an effective date on it;

(c)Duties, responsibilities and succession of management and operating personnel;

(d)Description of the management system;

(e)Operational control system;

(f)Flight time limitations;

(g)Standard operating procedures (SOPs);

(h)Weather limitations;

(i)Emergency procedures;

(j)Accidents/incidents considerations;

(k)Security procedures;

(l)Minimum equipment list (MEL);

(m)Personnel qualifications and training;

(n)Record-keeping;

(o)Normal flight operations;

(p)Performance operating limitations;

(q)Procedures for the preservation of recordings of the flight recorders in order to prevent inadvertent reactivation, repair or reinstallation of the flight recorders following an accident or a serious incident or when this preservation is directed by the investigating authority;

(r)Handling of dangerous goods.

ED Decision 2025/010/R

CONTENTS — CAT OPERATIONS WITH AEROPLANES AND HELICOPTERS AND IAM OPERATIONS WITH VCA

(a)The OM should contain at least the following information, where applicable, as relevant for the area and type of operation:

AGENERAL/BASIC

0ADMINISTRATION AND CONTROL OF THE OPERATIONS MANUAL

0.1Introduction:

(a)A statement that the manual complies with all applicable regulations and with the terms and conditions of the applicable AOC.

(b)A statement that the manual contains operational instructions that are to be complied with by the relevant personnel.

(c)A list and brief description of the various parts, their contents, applicability and use.

(d)Explanations and definitions of terms and words needed for the use of the manual.

0.2System of amendment and revision:

(a)Details of the person(s) responsible for the issuance and insertion of amendments and revisions.

(b)A record of amendments and revisions with insertion dates and effective dates.

(c)A statement that handwritten amendments and revisions are not permitted, except in situations requiring immediate amendment or revision in the interest of safety.

(d)A description of the system for the annotation of pages or paragraphs and their effective dates.

(e)A list of effective pages or paragraphs.

(f)Annotation of changes (in the text and, as far as practicable, on charts and diagrams).

(g)Temporary revisions.

(h)A description of the distribution system for the manuals, amendments and revisions.

1ORGANISATION AND RESPONSIBILITIES

1.1Organisational structure. A description of the organisational structure, including the general organogram and operations departments’ organograms. The organogram should depict the relationship between the operations departments and the other departments of the operator. In particular, the subordination and reporting lines of all divisions, departments, etc., which pertain to the safety of flight operations, should be shown.

1.2Nominated persons. The name of each nominated person responsible for flight operations, crew training and ground operations, as prescribed in ORO.AOC.135. A description of their function and responsibilities should be included.

1.3Responsibilities and duties of operations management personnel. A description of the duties, responsibilities and authority of operations management personnel pertaining to the safety of flight operations and the compliance with the applicable regulations.

1.4Authority, duties and responsibilities of the pilot-in-command/commander. A statement defining the authority, duties and responsibilities of the pilot-in-command/commander.

1.5Duties and responsibilities of crew members other than the pilot-in-command/commander.

2OPERATIONAL CONTROL AND SUPERVISION

2.1Supervision of the operation by the operator. A description of the system for supervision of the operation by the operator (see ORO.GEN.110(c)). This should show how the safety of flight operations and the qualifications of personnel are supervised. In particular, the procedures related to the following items should be described:

(a)licence and qualification validity,

(b)competence of operations personnel,

(c)control, analysis and storage of the required records.

2.2System and responsibility for promulgation of additional operational instructions and information. A description of any system for promulgating information which may be of an operational nature, but which is supplementary to that in the OM. The applicability of this information and the responsibilities for its promulgation should be included.

2.3Operational control. A description of the system, processes, procedures and responsibilities necessary to exercise operational control with respect to flight safety, including but not limited to:

(a)responsibilities for the initiation, continuation, diversion and termination of flights;

(b)risk management when intending to operate over or near conflict zones and other external threats; and

(c)aircraft tracking and location of an aeroplane in distress, when applicable.

2.4Powers of the authority. A description of the powers of the competent authority and guidance to staff on how to facilitate inspections by authority personnel.

3MANAGEMENT SYSTEM

A description of the management system, including at least the following:

(a)safety policy;

(b)the process for identifying safety hazards and for evaluating and managing the associated risks;

(c)compliance monitoring system;

(d)allocation of duties and responsibilities;

(e)documentation of all key management system processes.

4CREW COMPOSITION

4.1Crew composition. An explanation of the method for determining crew compositions, taking account of the following:

(a)the type of aircraft being used;

(b)the area and type of operation being undertaken;

(c)the phase of the flight;

(d)the minimum crew requirement and flight duty period planned;

(e)experience (total and on type), recency and qualification of the crew members;

(f)the designation of the pilot-in-command/commander and, if necessitated by the duration of the flight, the procedures for the relief of the pilot-in-command/commander or other members of the flight crew (see ORO.FC.105);

(g)the designation of the senior cabin crew member and, if necessitated by the duration of the flight, the procedures for the relief of the senior cabin crew member and any other member of the cabin crew.

4.2Designation of the pilot-in-command/commander. The rules applicable to the designation of the pilot-in-command/commander.

4.3Flight crew incapacitation. For multi-pilot operation, instructions on the succession of command in the event of flight crew incapacitation.

4.4Operation on more than one type. A statement indicating which aircraft are considered as one type for the purpose of:

(a)flight crew scheduling; and

(b)cabin crew scheduling.

5QUALIFICATION REQUIREMENTS

5.1A description of the required licence, rating(s), qualification/competency (e.g. for routes and aerodromes), experience, training, checking and recency for operations personnel to conduct their duties. Consideration should be given to the aircraft type, kind of operation and composition of the crew.

5.2Flight crew:

(a)pilot-in-command/commander,

(b)pilot relieving the pilot-in-command/commander,

(c)co-pilot,

(d)pilot relieving the co-pilot,

(e)pilot under supervision,

(f)system panel operator,

(g)operation on more than one type or variant.

5.3Cabin crew:

(a)senior cabin crew member,

(b)cabin crew member:

(i)required cabin crew member,

(ii)additional cabin crew member and cabin crew member during familiarisation flights,

(c)operation on more than one type or variant.

5.4Training, checking and supervision personnel:

(a)for flight crew; and

(b)for cabin crew.

5.5Other operations personnel (including technical crew and crew members other than flight, cabin and technical crew).

6CREW HEALTH PRECAUTIONS

6.1Crew health precautions. The relevant regulations and guidance to crew members concerning health, including the following:

(a)alcohol and other intoxicating liquids,

(b)narcotics,

(c)drugs,

(d)sleeping tablets,

(e)anti-depressants,

(f)pharmaceutical preparations,

(g)immunisation,

(h)deep-sea diving,

(i)blood/bone marrow donation,

(j)meal precautions prior to and during flight,

(k)sleep and rest,

(l)surgical operations.

7FLIGHT TIME LIMITATIONS

7.1Flight and duty time limitations and rest requirements.

7.2Exceedance of flight and duty time limitations and/or reductions of rest periods. Conditions under which flight and duty time may be exceeded or rest periods may be reduced, and the procedures used to report these modifications.

7.3A description of the fatigue risk management, including at least the following:

(a)the philosophy and principles;

(b)documentation of processes;

(c)scientific principles and knowledge;

(d)hazard identification and risk assessment processes;

(e)risk mitigation process;

(f)FRM safety assurance processes; and

(g)FRM promotion processes.

8OPERATING PROCEDURES

8.1Flight preparation instructions. As applicable to the operation:

8.1.1Minimum flight altitudes. A description of the method of determination and application of minimum altitudes including:

(a)a procedure to establish the minimum altitudes/flight levels for visual flight rules (VFR) flights; and

(b)a procedure to establish the minimum altitudes/flight levels for instrument flight rules (IFR) flights.

8.1.2Criteria and responsibilities for determining the adequacy of aerodromes to be used. For IAM operations, also criteria and responsibilities for determining the adequacy of diversion locations. For VEMS operations, also instructions for the assessment of VEMS operating sites (elevation, landing direction, and obstacles in the area) and for surveillance of those sites.

8.1.3Methods and responsibilities for establishing aerodrome operating minima. Reference should be made to procedures for the determination of the visibility and/or runway visual range (RVR) and for the applicability of the actual visibility observed by the pilots, the reported visibility and the reported RVR.

8.1.4En-route operating minima for VFR flights or VFR portions of a flight and, where single-engined aircraft are used, instructions for route selection with respect to the availability of surfaces that permit a safe forced landing. For IAM operations, instructions for route selection with respect to the availability of vertiports or diversion locations that permit a continued safe flight and landing (CSFL).

8.1.5Presentation and application of aerodrome and en-route operating minima.

8.1.6Interpretation of meteorological information. Explanatory material on the decoding of meteorological (MET) forecasts and MET reports relevant to the area of operations, including the interpretation of conditional expressions. For IAM operations, including VEMS, also instructions for the assessment of the weather conditions at vertiports, diversion locations and VEMS operating sites.

8.1.7Determination of the quantities of fuel or amount of energy, oil and water methanol carried. The methods by which the quantities of fuel or amount of energy, oil and water methanol to be carried are determined and monitored in-flight. This section should also include instructions on the measurement and distribution of the fluid carried on board. Such instructions should take account of all circumstances likely to be encountered on the flight, including the possibility of in-flight replanning and of failure of one or more of the aircraft’s power plants or lift and thrust units. The system for maintaining fuel/energy and oil records should also be described.

8.1.8Mass and centre of gravity. The general principles of mass and centre of gravity including the following:

(a)definitions;

(b)methods, procedures and responsibilities for preparation and acceptance of mass and centre of gravity calculations;

(c)the policy for using standard and/or actual masses;

(d)the method for determining the applicable passenger, baggage and cargo mass;

(e)the applicable passenger and baggage masses for various types of operations and aircraft type;

(f)general instructions and information necessary for verification of the various types of mass and balance documentation in use;

(g)last-minute changes procedures;

(h)specific gravity of fuel, oil and water methanol;

(i)seating policy/procedures;

(j)for helicopter operations, standard load plans.

8.1.9Air traffic services (ATS) flight plan. Procedures and responsibilities for the preparation and submission of the ATS flight plan. Factors to be considered include the means of submission for both individual and repetitive flight plans.

8.1.10Operational flight plan. Procedures and responsibilities for the preparation and acceptance of the operational flight plan. The use of the operational flight plan should be described, including samples of the operational flight plan formats in use.

8.1.11Operator’s aircraft technical log. The responsibilities and the use of the operator’s aircraft technical log should be described, including samples of the format used.

8.1.12List of documents, forms and additional information to be carried.

8.1.13For commercial air transport operations with single-engined turbine aeroplanes in instrument meteorological conditions or at night (CAT SET-IMC) approved in accordance with Subpart L (SET-IMC) of Annex V (Part-SPA) to Regulation (EU) No 965/2012:

(a)the procedure for route selection with respect to the availability of surfaces, which permits a safe forced landing;

(b)the instructions for the assessment of landing sites (elevation, landing direction, and obstacles in the area); and

(c)the instructions for the assessment of the weather conditions at those landing sites.

8.2Ground handling instructions. As applicable to the operation:

8.2.1Fuelling procedures. A description of fuelling procedures, including:

(a)safety precautions during refuelling and defuelling including when:

(1) an aircraft auxiliary power unit is in operation; or

(2)for helicopters, when rotors are turning; or

(3)for aeroplanes, when an engine is running; or

(4)for VCA, when the lift and thrust units are powered on;

(b)refuelling and defuelling when passengers are embarking, on board or disembarking; and

(c)precautions to be taken to avoid mixing fuels.

8.2.2Aircraft, passengers and cargo handling procedures related to safety. A description of the handling procedures to be used when allocating seats, embarking and disembarking passengers and when loading and unloading the aircraft. Further procedures, aimed at achieving safety whilst the aircraft is on the ramp, such as charging or swapping of VCA batteries while passengers embark, are on board, or disembark, should also be given. Handling procedures should include:

(a)special categories of passengers, including children/infants, persons with reduced mobility, inadmissible passengers, deportees and persons in custody;

(b)permissible size and weight of hand baggage;

(c)loading and securing of items in the aircraft;

(d)positioning of ground equipment;

(e)operation of aircraft doors;

(f)safety at the aerodrome, operating site or diversion location, including fire prevention and safety in blast and suction areas;

(g)start-up, ramp departure and arrival procedures, including, for aeroplanes, push-back and towing operations and, for VCA, ground movement;

(h)servicing of aircraft;

(i)documents and forms for aircraft handling;

(j)special loads and classification of load compartments;

(k)multiple occupancy of aircraft seats; and

(l)safety on the ramp, including danger posed by aircraft rotors or propellers or other rotating parts.

8.2.3Procedures for the refusal of embarkation. Procedures to ensure that persons who appear to be intoxicated, or who demonstrate by manner or physical indications that they are under the influence of drugs, are refused embarkation. This does not apply to medical patients under proper care.

8.2.4De-icing and anti-icing on the ground. A description of the de-icing and anti-icing policy and procedures for aircraft on the ground. These should include descriptions of the types and effects of icing and other contaminants on aircraft whilst stationary, during ground movements and during take-off. In addition, a description of the fluid types used should be given, including the following:

(a)proprietary or commercial names,

(b)characteristics,

(c)effects on aircraft performance,

(d)hold-over times,

(e)precautions during usage.

8.3Flight Procedures:

8.3.1VFR/IFR Policy. A description of the policy for allowing flights to be made under VFR, or for requiring flights to be made under IFR, or for changing from one to the other.

8.3.2Navigation Procedures. A description of all navigation procedures, relevant to the type(s) and area(s) of operation. Special consideration should be given to:

(a)standard navigational procedures, including policy for carrying out independent cross-checks of keyboard entries where these affect the flight path to be followed by the aircraft; and

(b)performance-based navigation (PBN), minimum navigation performance specification (MNPS) and polar navigation and navigation in other designated areas;

(c)in-flight re-planning;

(d)procedures in the event of system degradation; and

(e)reduced vertical separation minima (RVSM), for aeroplanes.

8.3.3Altimeter setting procedures, including, where appropriate, use of:

(a)metric altimetry and conversion tables; and

(b)QFE operating procedures.

8.3.4Altitude alerting system procedures for aeroplanes or audio voice alerting devices for helicopters or height determination equipment for VCA.

8.3.5Procedures and instructions required for the avoidance of controlled flight into terrain (CFIT), including limitations on high rate of descent near the surface; policy for the use of ground proximity warning system (GPWS) / terrain warning system (TAWS), if equipped; related CFIT and GPWS/TAWS training elements should be covered in OM-D 2.1.

8.3.6Policy and procedures for the use of traffic collision avoidance system (TCAS)/airborne collision avoidance system (ACAS) for aeroplanes and, when applicable, for helicopters or VCA.

8.3.7Policy and procedures for in-flight fuel/energy management. For VCA, the fuel/energy scheme comprising policy and procedures for fuel/energy planning and in-flight replanning, selection of vertiports, diversion locations or VEMS operating sites, and in-flight fuel/energy management.

8.3.8Adverse and potentially hazardous atmospheric conditions. Procedures for operating in, and/or avoiding, and reporting on, adverse and potentially hazardous atmospheric conditions, including the following:

(a)thunderstorms,

(b)icing conditions,

(c)turbulence,

(d)windshear,

(e)jet stream,

(f)volcanic ash clouds,

(g)heavy precipitation,

(h)sand storms,

(i)mountain waves,

(j)significant temperature inversions.

8.3.9Wake turbulence. Wake turbulence separation criteria, taking into account aircraft types, wind conditions and runway/final approach and take-off area (FATO) location. For helicopters, consideration should also be given to rotor downwash. For VCA, consideration should also be given to the radial component of the downwash (outwash) around the VCA.

8.3.10Crew members at their stations. The requirements for crew members to occupy their assigned stations or seats during the different phases of flight or whenever deemed necessary in the interest of safety and, for aeroplane operations, including procedures for controlled rest in the flight crew compartment.

8.3.11Use of restraint devices for crew and passengers. The requirements for crew members and passengers to use safety belts and/or restraint systems during the different phases of flight or whenever deemed necessary in the interest of safety.

8.3.12Admission to flight crew compartment. The conditions for the admission to the flight crew compartment of persons other than the flight crew. The policy regarding the admission of inspectors from an authority should also be included.

8.3.13Use of vacant crew seats. The conditions and procedures for the use of vacant crew seats.

8.3.14Incapacitation of crew members. Procedures to be followed in the event of incapacitation of crew members in-flight, including in single-pilot operations with VCA. Examples of the types of incapacitation and the means for recognising them should be included.

8.3.15Cabin safety requirements. Procedures:

(a)covering cabin preparation for flight, in-flight requirements and preparation for landing, including procedures for securing the cabin and galleys;

(b)to ensure that passengers are seated where, in the event that an emergency evacuation is required, they may best assist and not hinder evacuation from the aircraft;

(c)to be followed during passenger embarkation and disembarkation;

(d)when refuelling/defuelling with passengers embarking, on board or disembarking;

(da)when charging or swapping VCA batteries while passengers embark, are on board, or disembark;

(e)covering the carriage of special categories of passengers;

(f)covering smoking on board;

(g)covering the evaluation, based on the presence of fever and certain other signs or symptoms, and handling of suspected infectious diseases, including the transmission of a general declaration to the relevant authorities, if required.

8.3.16 Passenger briefing procedures. The contents, means and timing of passenger briefing in accordance with Annex IV (Part-CAT) or Annex IX (Part-IAM), as applicable.

8.3.17Procedures for aircraft operated whenever required cosmic or solar radiation detection equipment is carried.

8.3.18Policy on the use of autopilot and autothrottle for aircraft fitted with these systems.

8.4Low visibility operations (LVO). A description of the operational procedures associated with LVO.

8.5Extended-range operations with two-engined aeroplanes (ETOPS). A description of the ETOPS operational procedures. (Refer to EASA AMC 20-6)

8.6Use of the minimum equipment and configuration deviation list(s).

8.7Non-commercial operations. Information as required by ORO.AOC.125 for each type of non-commercial flight performed by the AOC holder. A description of the differences from CAT operations. Procedures and limitations, for example, for the following:

(a)training flights,

(b)flights at the end of lease or upon transfer of ownership,

(c)delivery flights,

(d)ferry flights,

(e)demonstration flights,

(f)positioning flights,

(g)other non-commercial flights.

8.8Oxygen requirements:

8.8.1An explanation of the conditions under which oxygen should be provided and used.

8.8.2The oxygen requirements specified for the following persons:

(a)flight crew;

(b)cabin crew;

(c)passengers.

8.9Procedures related to the use of type B EFB applications.

9DANGEROUS GOODS AND WEAPONS

9.1Information, instructions and general guidance on the transport of dangerous goods, in accordance with CAT.GEN.MPA.200 and Subpart G of Annex V (SPA.DG), as applicable, including:

(a)operator’s policy on the transport of dangerous goods;

(b)guidance on the requirements for acceptance, labelling, handling, stowage and segregation of dangerous goods, including company material (COMAT), as applicable;

(c)special notification requirements in the event of an accident or occurrence when dangerous goods are involved;

(d)procedures for responding to emergency situations involving dangerous goods;

(e)duties of all personnel involved; and

(f)instructions on the carriage of the operator’s personnel on cargo aircraft when dangerous goods are being carried.

9.2The conditions under which weapons, munitions of war and sporting weapons may be carried.

9.3Information to passengers as to the types of prohibited, restricted or undeclared dangerous goods.

10SECURITY

Security instructions, guidance, procedures, training and responsibilities, taking into account Regulation (EC) No 300/2008⁶⁸, including an aircraft search procedure checklist as required in point 8.4 of Annex V (Essential requirements for air operations) to Regulation (EU) 2018/1139. Some parts of the security instructions and guidance may be kept confidential.

11HANDLING, NOTIFYING AND REPORTING ACCIDENTS, INCIDENTS AND OCCURRENCES AND USING THE CVR RECORDING

Procedures for handling, notifying and reporting accidents, incidents and occurrences. This section should include the following:

(a)definition of accident, incident and occurrence and of the relevant responsibilities of all persons involved;

(b)illustrations of forms to be used for reporting all types of accident, incident and occurrence (or copies of the forms themselves), instructions on how they are to be completed, the addresses to which they should be sent and the time allowed for this to be done;

(c)in the event of an accident, descriptions of which departments, authorities and other organisations have to be notified, how this will be done and in what sequence;

(d)procedures for verbal notification to air traffic service units of incidents involving ACAS resolution advisories (RAs), bird hazards, dangerous goods and hazardous conditions;

(e)procedures for submitting written reports on air traffic incidents, ACAS RAs, bird strikes, dangerous goods incidents or accidents, and unlawful interference;

(f)reporting procedures. These procedures should include internal safety-related reporting procedures to be followed by crew members, designed to ensure that the pilot-in-command/commander is informed immediately of any incident that has endangered, or may have endangered, safety during the flight, and that the pilot-in-command/commander is provided with all relevant information.

(g)Procedures for the preservation of recordings of the flight recorders following an accident or a serious incident or when so directed by the investigating authority. These procedures should include:

(1)a full quotation of point (a) of CAT.GEN.MPA.195; and

(2)instructions and means to prevent inadvertent reactivation, repair or reinstallation of the flight recorders by personnel of the operator or of third parties, and to ensure that flight recorder recordings are preserved for the needs of the investigating authority.

(h)Procedures required by CAT.GEN.MPA.195 or IAM.GEN.VCA.195 for using the recordings or transcripts without prejudice to Regulation (EU) No 996/2010 and Regulation (EU) 2016/679, when applicable.

(i)for IAM operations, procedures for the preservation of recorder recordings following an accident or a serious incident or when so directed by the investigating authority. These procedures should include:

(1)a full quotation of point (a) of point IAM.GEN.VCA.195; and

(2)instructions and means to prevent inadvertent manipulation that could impair the preservation of recorder recordings by operator personnel or by third parties, and to ensure that recorder recordings are preserved for the needs of the investigating authority.

12RULES OF THE AIR

(a)Visual and instrument flight rules,

(b)Territorial application of the rules of the air,

(c)Communication procedures, including communication-failure procedures,

(d)Information and instructions relating to the interception of civil aircraft,

(e)The circumstances in which a radio listening watch is to be maintained,

(f)Signals,

(g)Time system used in operation,

(h)ATC clearances, including instructions on their clarification and acceptance, particularly where terrain clearance is involved, adherence to flight plan and position reports,

(i)Visual signals used to warn an unauthorised aircraft flying in or about to enter a restricted, prohibited or danger area,

(j)Procedures for flight crew observing an accident or receiving a distress transmission,

(k)The ground/air visual codes for use by survivors, and description and use of signal aids,

(l)Distress and urgency signals.

13LEASING/CODE-SHARE

A description of the operational arrangements for leasing and code-share, associated procedures and management responsibilities.

BAIRCRAFT OPERATING MATTERS — TYPE RELATED

Taking account of the differences between types/classes, and variants of types, under the following headings:

0GENERAL INFORMATION AND UNITS OF MEASUREMENT

0.1General information (e.g. aircraft dimensions), including a description of the units of measurement used for the operation of the aircraft type concerned and conversion tables.

1LIMITATIONS

1.1A description of the certified limitations and the applicable operational limitations should include the following:

(a)certification status (e.g. EASA (supplemental) type certificate, environmental certification, etc.);

(b)passenger seating configuration for each aircraft type, including a pictorial presentation;

(c)types of operation that are approved (e.g. VFR/IFR, CAT II/III, RNP, flights in known icing conditions, etc.);

(d)crew composition;

(e)mass and centre of gravity;

(f)speed limitations;

(g)flight envelope(s);

(h)wind limits, including operations on contaminated runways;

(i)performance limitations for applicable configurations;

(j)(runway) slope;

(k)for aeroplanes or, if applicable, for VCA, limitations on wet or contaminated runways;

(l)airframe contamination;

(m)system limitations.

2NORMAL PROCEDURES

The normal procedures and duties assigned to the crew, the appropriate checklists, the system for their use and a statement covering the necessary coordination procedures between flight and cabin/other crew members. The normal procedures and duties should include the following:

(a)pre-flight,

(b)pre-departure,

(c)altimeter setting and checking,

(d)departure briefing,

(e)taxi, take-off and climb,

(f)noise abatement,

(g)cruise and descent,

(h)approach, landing preparation and briefing,

(i)VFR approach,

(j)IFR approach,

(k)visual approach and circling,

(l)missed approach,

(m)normal landing,

(n)post-landing,

(o)for aeroplanes or, if applicable, for VCA, limitations on wet and contaminated runways.

3ABNORMAL AND/OR EMERGENCY PROCEDURES

The abnormal and/or emergency procedures and duties assigned to the crew, the appropriate checklists, the system for their use and a statement covering the necessary coordination procedures between flight and cabin/other crew members. The abnormal and/or emergency procedures and duties should include the following:

(a)crew incapacitation,

(b)fire and smoke drills,

(c)for aeroplanes, un-pressurised and partially pressurised flight,

(d)for aeroplanes, exceeding structural limits such as overweight landing,

(e)lightning strikes,

(f)distress communications and alerting ATC to emergencies,

(g)engine/burner failure,

(h)system failures,

(i)guidance for diversion in case of serious technical failure or CFP,

(j)ground proximity warning, including for helicopters audio voice alerting device (AVAD) warning,

(k)ACAS/TCAS warning for aeroplanes or, for VCA, if applicable, audio voice alerting device (AVAD) warning for helicopters,

(l)windshear,

(m)emergency landing/ditching,

(n)for aeroplanes or for VCA, departure contingency procedures.

4PERFORMANCE

4.0Performance data should be provided in a form that can be used without difficulty.

4.1Performance data. Performance material that provides the necessary data for compliance with the performance requirements prescribed in Annex IV (Part-CAT) or in Annex IX (Part-IAM). For aeroplanes, this performance data should be included to allow the determination of the following:

(a)take-off climb limits — mass, altitude, temperature;

(b)take-off field length (for dry, wet and contaminated runway conditions);

(c)net flight path data for obstacle clearance calculation or, where applicable, take-off flight path;

(d)the gradient losses for banked climb-outs;

(e)en-route climb limits;

(f)approach climb limits;

(g)landing climb limits;

(h)landing field length (for dry, wet and contaminated runway conditions) including the effects of an in-flight failure of a system or device, if it affects the landing distance;

(i)brake energy limits;

(j)speeds applicable for the various flight stages (also considering dry, wet and contaminated runway conditions).

4.1.1Supplementary data covering flights in icing conditions. Any certified performance related to an allowable configuration, or configuration deviation, such as anti-skid inoperative.

4.1.2If performance data, as required for the aircraft operations’ appropriate performance class, are not available in the AFM, then other data should be included. The OM may contain cross-reference to the data contained in the AFM where such data is not likely to be used often or in an emergency.

If performance data, as required for VCA operations, is not available in the AFM, then other data should be included.

4.2Additional performance data for aeroplanes. Additional performance data, where applicable, including the following:

(a)all engine climb gradients,

(b)drift-down data,

(c)effect of de-icing/anti-icing fluids,

(d)flight with landing gear down,

(e)for aircraft with 3 or more engines, one-engine-inoperative ferry flights,

(f)flights conducted under the provisions of the configuration deviation list (CDL).

5FLIGHT PLANNING

5.1Data and instructions necessary for pre-flight and in-flight planning including, for aeroplanes, factors such as speed schedules and power settings. Where applicable, procedures for engine(s)-out operations, ETOPS (particularly the one-engine-inoperative cruise speed and maximum distance to an adequate aerodrome determined in accordance with Annex IV (Part-CAT)) and flights to isolated aerodromes should be included.

5.2The method for calculating fuel/energy needed for the various stages of flight.

5.3When applicable, for aeroplanes, performance data for ETOPS critical fuel reserve and area of operation, including sufficient data to support the critical fuel reserve and area of operation calculation based on approved aircraft performance data. The following data should be included:

(a)detailed engine(s)-inoperative performance data, including fuel flow for standard and non-standard atmospheric conditions and as a function of airspeed and power setting, where appropriate, covering:

(i)drift down (includes net performance), where applicable;

(ii)cruise altitude coverage including 10 000 ft;

(iii)holding;

(iv)altitude capability (includes net performance); and

(v)missed approach;

(b)detailed all-engine-operating performance data, including nominal fuel flow data, for standard and non-standard atmospheric conditions and as a function of airspeed and power setting, where appropriate, covering:

(i)cruise (altitude coverage including 10 000 ft); and

(ii)holding;

(c)details of any other conditions relevant to ETOPS operations which can cause significant deterioration of performance, such as ice accumulation on the unprotected surfaces of the aircraft, ram air turbine (RAT) deployment, thrust-reverser deployment, etc.; and

(d)the altitudes, airspeeds, thrust settings, and fuel flow used in establishing the ETOPS area of operations for each airframe-engine combination should be used in showing the corresponding terrain and obstruction clearances in accordance with Annex IV (Part-CAT).

6MASS AND BALANCE

Instructions and data for the calculation of the mass and balance, including the following:

(a)calculation system (e.g. index system);

(b)information and instructions for completion of mass and balance documentation, including manual and computer generated types;

(c)limiting masses and centre of gravity for the types, variants or individual aircraft used by the operator;

(d)dry operating mass and corresponding centre of gravity or index.

7LOADING

Procedures and provisions for loading and unloading and securing the load in the aircraft.

8CONFIGURATION DEVIATION LIST

The CDL(s), if provided by the manufacturer, taking account of the aircraft types and variants operated, including procedures to be followed when an aircraft is being dispatched under the terms of its CDL.

9MINIMUM EQUIPMENT LIST (MEL)

The MEL for each aircraft type or variant operated and the type(s)/area(s) of operation. The MEL should also include the dispatch conditions associated with operations required for a specific approval (e.g. RNAV, RNP, RVSM, ETOPS). Consideration should be given to using the ATA number system when allocating chapters and numbers.

10SURVIVAL AND EMERGENCY EQUIPMENT INCLUDING OXYGEN

10.1A list of the survival equipment to be carried for the routes to be flown and the procedures for checking the serviceability of this equipment prior to take-off. Instructions regarding the location, accessibility and use of survival and emergency equipment and its associated checklist(s) should also be included.

10.2The procedure for determining the amount of oxygen required and the quantity that is available. The flight profile, number of occupants and possible cabin decompression should be considered.

11EMERGENCY EVACUATION PROCEDURES

11.1Instructions for preparation for emergency evacuation, including crew coordination and emergency station assignment.

11.2Emergency evacuation procedures. A description of the duties of all members of the crew for the rapid evacuation of an aircraft and the handling of the passengers in the event of a forced landing, ditching or other emergency.

12AIRCRAFT SYSTEMS

A description of the aircraft systems, related controls and indications and operating instructions. Consideration should be given to use the ATA number system when allocating chapters and numbers.

CROUTE/ROLE/AREA AND AERODROME, OPERATING SITE OR DIVERSION LOCATION INSTRUCTIONS AND INFORMATION

1Instructions and information relating to communications, navigation and aerodromes, operating sites or diversion locations, including minimum flight levels and altitudes for each route to be flown and operating minima for each aerodrome, operating site or diversion location planned to be used, including the following:

(a)minimum flight level/altitude;

(b)operating minima for departure, destination and alternate aerodromes or, for IAM operations, operating minima for departure, destination and en-route vertiports and diversion locations;

(c)communication facilities and navigation aids;

(d)runway/final approach and take-off area (FATO) data and aerodrome, operating site or diversion location facilities;

(e)approach, missed approach and departure procedures including noise abatement procedures;

(f)communication-failure procedures;

(g)search and rescue facilities in the area over which the aircraft is to be flown;

(h)a description of the aeronautical charts that should be carried on board in relation to the type of flight and the route to be flown, including the method to check their validity;

(i)availability of aeronautical information and MET services;

(j)en-route communication/navigation procedures;

(k)aerodrome/operating site categorisation for flight crew competence qualification;

(l)special aerodrome/operating site limitations (performance limitations and operating procedures, etc.).

(2)Information related to landing sites available for operations approved in accordance with Subpart L (SET-IMC) of Annex V (Part-SPA) to Regulation (EU) No 965/2012, including:

(a)a description of the landing site (position, surface, slope, elevation, etc.);

(b)the preferred landing direction; and

(c)obstacles in the area.

DTRAINING

1Description of scope: Training syllabi and checking programmes for all operations personnel assigned to operational duties in connection with the preparation and/or conduct of a flight.

2Content: Training syllabi and checking programmes should include the following:

2.1for flight crew, all relevant items prescribed in Annex IV (Part-CAT), Annex IX (Part-IAM), Annex V (Part-SPA) and Subpart FC of Annex III (Part-ORO);

2.2for cabin crew, all relevant items prescribed in Annex IV (Part-CAT), Annex V (Part-CC) of Commission Regulation (EU) 1178/2011 and ORO.CC;

2.3for technical crew, all relevant items prescribed in Annex IV (Part-CAT), Annex IX (Part-IAM), Annex V (Part-SPA) and Subpart TC of Annex III (Part-ORO);

2.4for operations personnel concerned, including crew members:

(a)all relevant items prescribed in Subpart G of Annex IV (Part-SPA); and

(b)all relevant items prescribed in Annex IV (Part-CAT), Annex IX (Part-IAM) and Subpart SEC of Annex III (Part-ORO); and

2.5for operations personnel other than crew members (e.g. dispatchers, handling personnel, etc.), all other relevant items prescribed in Annex IV (Part-CAT), Annex IX (Part-IAM) and in this Annex pertaining to their duties.

[applicable until 26 March 2028 — ED Decision 2025/010/R]

2.5for operations personnel other than crew members (e.g. flight dispatchers, ground handling personnel, etc.), all other relevant items prescribed in Annex IV (Part-CAT), Annex IX (Part-IAM) and in this Annex pertaining to their duties.

[applicable from 27 March 2028 — ED Decision 2025/008/R]

3Procedures:

3.1Procedures for training and checking.

3.2Procedures to be applied in the event that personnel do not achieve or maintain the required standards.

3.3Procedures to ensure that abnormal or emergency situations requiring the application of part or all of the abnormal or emergency procedures, and simulation of instrument meteorological conditions (IMC) by artificial means are not simulated during CAT operations with aeroplanes or helicopters or during IAM operations with VCA.

4Description of documentation to be stored and storage periods.

(b)Notwithstanding (a), an OM that is compiled in accordance with JAR-OPS 3 amendment 5 may be considered to be compliant.

(c)If there are sections that, because of the nature of the operation, do not apply, it is recommended that operators maintain the numbering system described in ORO.MLR.101 and above and insert ‘Not applicable’ or ‘Intentionally blank’ where appropriate.

ED Decision 2025/010/R

CONTENTS — NON-COMMERCIAL SPECIALISED OPERATIONS WITH COMPLEX MOTOR-POWERED AIRCRAFT AND COMMERCIAL SPECIALISED OPERATIONS — AEROPLANES AND HELICOPTERS

(a)The OM should contain at least the following information, where applicable, as relevant to the area and type of operation:

AGENERAL/BASIC

For chapters 0-7 refer to AMC3 ORO.MLR.100.

In addition:

6.2The relevant regulations and guidance to crew members concerning dangerous goods used for specialised tasks (pesticides and chemicals, etc.).

8OPERATING PROCEDURES

8.1Flight preparation instructions. As applicable to the operation:

8.1.1General procedures;

8.1.2Minimum flight altitudes. A description of the method of determination and application of minimum altitudes, including a procedure to establish the minimum altitudes/flight levels;

8.1.3Criteria and responsibilities for determining the adequacy of aerodromes/operating sites to be used;

8.1.4Interpretation of meteorological information. Explanatory material on the decoding of MET forecasts and MET reports relevant to the area of operations, including the interpretation of conditional expressions;

8.1.5Determination of the quantities of fuel, oil and water methanol carried. The methods by which the quantities of fuel, oil and water methanol to be carried are determined and monitored in-flight. The system for maintaining fuel and oil records should also be described;

8.1.6Procedure for the determination of the mass of loads, the calculation of performance margins and the centre of gravity;

8.1.7Emergency procedures, e.g. load, fuel or chemical jettison (to include the actions of all personnel);

8.1.8System for supply of NOTAMS, meteorological and other safety-critical information both at base and in field locations;

8.1.9Mandatory equipment for specific tasks (mirror, cargo sling, load cell, special radio equipment, radar altimeters, etc.);

8.1.10Guidance on the CDL and MEL;

8.1.11Policy on completion and carriage of documents including operator’s aircraft technical log and journey log, or equivalent;

8.1.12Any task-specific standard operating procedures not covered above.

8.2Ground handling instructions. As applicable to the operation:

8.2.1Briefing requirements for in-flight and ground task specialists;

8.2.2Decontamination procedures;

8.2.3Fuelling procedures, including safety precautions during refuelling and defuelling including quality checks required in the field location, precautions against spillage and environmental damage;

8.2.4.De-icing and anti-icing on the ground. A description of the de-icing and anti-icing policy and procedures for aircraft on the ground.

8.3Flight procedures. As applicable to the operation:

8.3.1Procedures relevant to the aircraft type, specific task and area;

8.3.2Altimeter setting procedures;

8.3.3Actions following alerts from audio warning devices;

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

8.3.5Policy and procedures for the use of TCAS/ACAS for aeroplanes and, when applicable, for helicopters;

8.3.6Policy and procedures for in-flight fuel management;

8.3.7Procedures for operating in adverse and potentially hazardous atmospheric conditions;

8.3.8Wake turbulence and rotor downwash for helicopters;

8.3.9Use of restraint devices;

8.3.10Policy on use of vacant seats;

8.3.11Cabin safety requirements including smoking.

8.4Task-specific weather limitations.

8.5Use of the minimum equipment and configuration deviation list(s).

8.6Oxygen requirements. An explanation of the conditions under which oxygen should be provided and used (altitude, exposure times, night etc.).

9DANGEROUS GOODS AND WEAPONS

9.1Information, instruction and general guidance on the transport of dangerous goods as internal or external loads, including:

9.1.1The operator's policy on the transport of dangerous goods;

9.1.2Guidance on the requirements for acceptance, labelling, handling, stowage, and segregation of dangerous goods;

9.1.3Procedures for responding to emergency situations involving dangerous goods;

9.1.4Duties of all personnel involved; and

9.1.5Instructions on carriage of the operator’s personnel on cargo aircraft when dangerous goods are being carried.

9.2The conditions under which weapons, munitions of war and sporting weapons may be carried.

10SECURITY

Security instructions, guidance, procedures, training and responsibilities, taking into account Regulation (EC) No 300/2008. Some parts of the security instructions and guidance may be kept confidential.

11HANDLING, NOTIFYING AND REPORTING ACCIDENTS, INCIDENTS AND OCCURRENCES, AND USING THE CVR RECORDINGS

Procedures for handling, notifying and reporting accidents, incidents and occurrences. This section should include:

11.1Definitions of accidents and occurrences and responsibilities of all persons involved;

11.2Reporting procedures (including any mandatory forms);

11.3Special notification when dangerous goods are carried; and

11.4Procedures for the preservation of recordings of the flight recorders in order to prevent inadvertent reactivation, repair or reinstallation of the flight recorders following an accident or a serious incident or when this preservation is directed by the investigating authority.

12RULES OF THE AIR

In addition to the items referred to in AMC3 ORO.MLR.100, territorial procedures for obtaining permissions and exemptions, e.g. for underslung loads and lowflying clearances.

13LEASING

Refer to AMC3 ORO.MLR.100.

BAIRCRAFT OPERATING MATTERS — TYPE RELATED

For chapters 0-1 refer to AMC3 ORO.MLR.100.

2NORMAL PROCEDURES

The normal procedures and duties assigned to the crew, the appropriate checklists and the system for their use, including any task or specific role equipment procedures not contained in the AFM.

3ABNORMAL AND/OR EMERGENCY PROCEDURES

The abnormal and/or emergency procedures and duties assigned to the crew, the appropriate checklists and the system for their use, including any task or specific role equipment emergency procedures not contained in the AFM.

4PERFORMANCE

4.1Performance data should be provided in a form in which it can be used without difficulty.

4.2Performance data. Performance material which provides the necessary data for compliance with the performance requirements prescribed in Part-SPO.

5FLIGHT PLANNING

5.1Data and instructions necessary for pre-flight and in-flight planning.

5.2Procedures for specialised tasks.

6MASS AND BALANCE

Instructions and data for the calculation of the mass and balance, including:

6.1Calculation system (e.g. index system);

6.2Information and instructions for completion of mass and balance documentation; and

6.3Limitations.

7LOADING

Refer to AMC3 ORO.MLR.100.

8CONFIGURATION DEVIATION LIST (CDL)

Refer to AMC3 ORO.MLR.100.

9MINIMUM EQUIPMENT LIST (MEL)

The MEL for each aircraft type or variant operated and the type(s)/area(s) of operation. It should also contain procedures to be followed when an aircraft is being dispatched with one or more inoperative items, in accordance with the MEL.

10SURVIVAL AND EMERGENCY EQUIPMENT INCLUDING OXYGEN

10.1A list of the survival equipment to be carried, taking into account the nature of the area of operation, such as a hostile or a non-hostile environment.

10.2A checklist for assessing the serviceability of the equipment and instructions for its use prior to take-off.

10.3The procedure for determining the amount of oxygen required and the quantity that is available.

11EMERGENCY EVACUATION PROCEDURES

11.1Emergency evacuation procedures, crew coordination and occupant handling in the event of a forced landing, ditching or other emergency.

12AIRCRAFT SYSTEMS

A description of the aircraft systems and all equipment specific to the tasks. Additional equipment, systems or fitting, related special procedures including any supplements to the AFM.

CTASKS AND OPERATING AREAS INSTRUCTIONS AND INFORMATION

Specific instructions related to the specialised tasks and operating areas in accordance with AMC3 ORO.MLR.100.

DTRAINING

1Training syllabi and checking programmes for all operations personnel assigned to operational duties in connection with the preparation and/or conduct of a flight.

2Training syllabi and checking programmes should include:

2.1For flight crew, all relevant items prescribed in Part-SPO, Part-SPA and this Part;

2.2For other crew members, all relevant items prescribed in Part-SPO and this Part, as applicable;

2.3For in-flight and ground task specialists concerned, including crew members:

a.All relevant items prescribed in SPA.DG; and

b.All relevant items prescribed in Part-SPO and ORO.SEC; and

2.4For operations personnel other than crew members, all other relevant items pertaining to their duties prescribed in Part-SPO and this Part.

3Procedures:

3.1Procedures for training and checking.

3.2Procedures to be applied in the event that personnel do not achieve or maintain the required standards.

3.3A system for tracking expiry dates for qualifications, checks, tests, recency and licences.

4Description of documentation to be stored and storage periods.

(b)If there are sections that, because of the nature of the operation, do not apply, it is recommended that operators maintain the numbering system described in ORO.MLR.101 and above and insert ‘Not applicable’ or ‘Intentionally blank’ where appropriate.

ED Decision 2021/005/R

CROSSWIND LIMITATIONS IN THE OPERATIONS MANUAL (OM)

When publishing operational crosswind limitations in Part B of the OM in accordance with AMC3 ORO.MLR.100, operators should consider:

(a)the following manufacturer’s information:

(1)values published in the ‘Limitations’ Section of the AFM;

(2)maximum demonstrated crosswind values, when more limiting values are not published in the ‘Limitations’ Section of the AFM;

(3)gust values; and

(4)additional guidance or recommendations;

(b)operational experience; and

(c)operating-environment factors such as:

(1)runway width;

(2)runway surface condition; and

(3)prevailing weather conditions.

ED Decision 2014/017/R

HUMAN FACTORS PRINCIPLES

Guidance material on the application of human factors principles can be found in the ICAO Human Factors Training Manual (Doc 9683).

Regulation (EU) 2024/1111

Except for operations with single-engined propeller-driven aeroplanes with an MOPSC of 5 or less or single-engined non-complex helicopters with an MOPSC of 5 or less, taking off and landing at the same aerodrome or operating site, under VFR by day, the main structure of the operations manual (OM) shall be as follows:

(a)Part A: General/Basic, comprising all non-type-related operational policies, instructions and procedures;

(b)Part B: Aircraft operating matters, comprising all type-related instructions and procedures, taking into account differences between types/classes, variants or individual aircraft used by the operator;

(c)Part C: CAT operations with aeroplanes and helicopters, comprising route/role/area and aerodrome / operating site instructions and information or, IAM operations with VCA, comprising route/role/area and vertiport / diversion location / operating site instructions and information;

(d)Part D: Training, comprising all training instructions for personnel required to ensure safe operations.

Regulation (EU) 2015/140

(a)A minimum equipment list (MEL) shall be established as specified under point 8.a.3 of Annex IV to Regulation (EC) No 216/2008, based on the relevant master minimum equipment list (MMEL) as defined in the data established in accordance with Regulation (EU) No 748/2012. If an MMEL has not been established as part of the operational suitability data, the MEL may be based on the relevant MMEL accepted by the State of Operator or Registry as applicable.

(b)The MEL and any amendment thereto shall be approved by the competent authority.

(c)The operator shall amend the MEL after any applicable change to the MMEL within the acceptable timescales.

(d)In addition to the list of items, the MEL shall contain:

(1)a preamble, including guidance and definitions for flight crews and maintenance personnel using the MEL;

(2)the revision status of the MMEL upon which the MEL is based and the revision status of the MEL;

(3)the scope, extent and purpose of the MEL.

(e)The operator shall:

(1)establish rectification intervals for each inoperative instrument, item of equipment or function listed in the MEL. The rectification interval in the MEL shall not be less restrictive than the corresponding rectification interval in the MMEL;

(2)establish an effective rectification programme;

(3)only operate the aircraft after expiry of the rectification interval specified in the MEL when:

(i)the defect has been rectified; or

(ii)the rectification interval has been extended in accordance with (f).

(f)Subject to approval of the competent authority, the operator may use a procedure for the one time extension of category B, C and D rectification intervals, provided that:

(1)the extension of the rectification interval is within the scope of the MMEL for the aircraft type;

(2)the extension of the rectification interval is, as a maximum, of the same duration as the rectification interval specified in the MEL;

(3)the rectification interval extension is not used as a normal means of conducting MEL item rectification and is used only when events beyond the control of the operator have precluded rectification;

(4)a description of specific duties and responsibilities for controlling extensions is established by the operator;

(5)the competent authority is notified of any extension of the applicable rectification interval; and

(6)a plan to accomplish the rectification at the earliest opportunity is established.

(g)The operator shall establish the operational and maintenance procedures referenced in the MEL taking into account the operational and maintenance procedures referenced in the MMEL. These procedures shall be part of the operator’s manuals or the MEL.

(h)The operator shall amend the operational and maintenance procedures referenced in the MEL after any applicable change to the operational and maintenance procedures referenced in the MMEL.

(i)Unless otherwise specified in the MEL, the operator shall complete:

(1)the operational procedures referenced in the MEL when planning for and/or operating with the listed item inoperative; and

(2)the maintenance procedures referenced in the MEL prior to operating with the listed item inoperative.

(j)Subject to a specific case-by-case approval by the competent authority, the operator may operate an aircraft with inoperative instruments, items of equipment or functions outside the constraints of the MEL but within the constraints of the MMEL, provided that:

(1)the concerned instruments, items of equipment or functions are within the scope of the MMEL as defined in point (a);

(2)the approval is not used as a normal means of conducting operations outside the constraints of the approved MEL and is used only when events beyond the control of the operator have precluded the MEL compliance;

(3)a description of specific duties and responsibilities for controlling the operation of the aircraft under such approval is established by the operator; and

(4)a plan to rectify the inoperative instruments, items of equipment or functions or to return operating the aircraft under the MEL constraints at the earliest opportunity is established.

ED Decision 2014/017/R

GENERAL

(a)The Minimum Equipment List (MEL) is a document that lists the equipment that may be temporarily inoperative, subject to certain conditions, at the commencement of flight. This document is prepared by the operator for their own particular aircraft taking account of their aircraft configuration and all those individual variables that cannot be addressed at MMEL level, such as operating environment, route structure, geographic location, aerodromes where spare parts and maintenance capabilities are available, etc., in accordance with a procedure approved by the competent authority.

(b)The MMEL, as defined in the mandatory part of the operational suitability data established in accordance with Commission Regulation (EU) No 748/2012, is developed in compliance with CS-MMEL or CS-GEN-MMEL. These Certification Specifications contain, among other, guidance intended to standardise the level of relief granted in MMELs, in particular for items that are subject to operational requirements. If a MMEL established as part of the operational suitability data is not available and items subject to operational requirements are listed in the available MMEL without specific relief or dispatch conditions but only with a reference to the operational requirements, the operator may refer to CS-MMEL or CS-GEN-MMEL guidance material, as applicable, to develop the relevant MEL content for such items.

NON-SAFETY-RELATED EQUIPMENT

(a)Most aircraft are designed and certified with a significant amount of equipment redundancy, such that the airworthiness requirements are satisfied by a substantial margin. In addition, aircraft are generally fitted with equipment that is not required for safe operation under all operating conditions, e.g. instrument lighting in day VMC.

(b)All items related to the airworthiness, or required for the safe operation, of the aircraft and not included in the list are automatically required to be operative.

(c)Equipment, such as entertainment systems or galley equipment, may be installed for passenger convenience. If this non-safety-related equipment does not affect the airworthiness or operation of the aircraft when inoperative, it does not require a rectification interval, and need not be listed in the operator's MEL, if it is not addressed in the MMEL. The exceptions to this are as follows:

(1)Where non-safety-related equipment serves a second function, such as movie equipment being used for cabin safety briefings, operators should develop and include operational contingency procedures in the MEL in case of an equipment malfunction.

(2)Where non-safety-related equipment is part of another aircraft system, for example the electrical system, procedures should be developed and included in the MEL for deactivating and securing in case of malfunction. In these cases, the item should be listed in the MEL, with compensating provisions and deactivation instructions if applicable. The rectification interval will be dependent on the secondary function of the item and the extent of its effect on other systems.

(d)If the operator chooses to list non-safety-related equipment in the MEL, not listed in the MMEL, they should include a rectification interval category. These items may be given a ‘D’ category rectification interval provided any applicable (M) procedure (in the case of electrically supplied items) is applied.

(e)Operators should establish an effective decision making process for failures that are not listed to determine if they are related to airworthiness and required for safe operation. In order for inoperative installed equipment to be considered non-safety-related, the following criteria should be considered:

(1)the operation of the aircraft is not adversely affected such that standard operating procedures related to ground personnel, and crew members are impeded;

(2)the condition of the aircraft is not adversely affected such that the safety of passengers and/or personnel is jeopardised;

(3)the condition of the aircraft is configured to minimise the probability of a subsequent failure that may cause injury to passengers/personnel and/or cause damage to the aircraft;

(4)the condition does not include the use of required emergency equipment and does not impact emergency procedures such that personnel could not perform them.

ED Decision 2014/017/R

AMENDMENTS TO THE MEL FOLLOWING CHANGES TO THE MMEL — APPLICABLE CHANGES AND ACCEPTABLE TIMESCALES

(a)The following are applicable changes to the MMEL that require amendment of the MEL:

(1)a reduction of the rectification interval;

(2)change of an item, only when the change is applicable to the aircraft or type of operations and is more restrictive.

(b)An acceptable timescale for submitting the amended MEL to the competent authority is 90 days from the effective date specified in the approved change to the MMEL.

(c)Reduced timescales for the implementation of safety-related amendments may be required if the Agency and/or the competent authority consider it necessary.

ED Decision 2014/017/R

MEL FORMAT

(a)The MEL format and the presentation of items and dispatch conditions should reflect those of the MMEL.

(b)The ATA 100/2200 Specification numbering system for MEL items is preferred.

(c)Other formats and item numbering systems may be used provided they are clear and unambiguous.

ED Decision 2014/017/R

MEL PREAMBLE

The MEL preamble should:

(a)reflect the content of the MMEL preamble as applicable to the MEL scope and extent;

(b)contain terms and definitions used in the MEL;

(c)contain any other relevant specific information for the MEL scope and use that is not originally provided in the MMEL;

(d)provide guidance on how to identify the origin of a failure or malfunction to the extent necessary for appropriate application of the MEL;

(e)contain guidance on the management of multiple unserviceabilities, based on the guidance given in the MMEL; and

(f)contain guidance on placarding of inoperative items to inform crew members of equipment condition, as appropriate. In particular, when such items are accessible to the crew during flight, the control(s) and indicator(s) related to inoperative unit(s) should be clearly placarded.

ED Decision 2019/019/R

SCOPE OF THE MEL

The MEL should include:

(a)The dispatch conditions associated with flights conducted in accordance with specific approvals held by the operator in accordance with Part-SPA.

(b)Specific provision for particular types of operations carried out by the operator in accordance with ORO.GEN.310 and with ORO.AOC.125.

ED Decision 2014/017/R

EXTENT OF THE MEL

The operator should include guidance in the MEL on how to deal with any failures that occur between the commencement of the flight and the start of the take-off. If a failure occurs between the commencement of the flight and the start of the take-off, any decision to continue the flight should be subject to pilot judgement and good airmanship. The pilot-in-command/commander may refer to the MEL before any decision to continue the flight is taken.

ED Decision 2019/019/R

SCOPE OF THE MEL

(a)Examples of special approvals in accordance with Part-SPA may be:

(1)RVSM,

(2)ETOPS,

(3)LVO.

(b)Different types of operations carried out by the operator in accordance with ORO.GEN.310 and with ORO.AOC.125:

(1)crew training,

(2)positioning flights,

(3)demonstration flights.

(c)When an aircraft has installed equipment which is not required for the operations conducted, the operator may wish to delay rectification of such items for an indefinite period. Such cases are considered to be out of the scope of the MEL, therefore modification of the aircraft is appropriate and deactivation, inhibition or removal of the item should be accomplished by an appropriate approved modification procedure.

ED Decision 2014/017/R

PURPOSE OF THE MEL

The MEL is an alleviating document having the purpose to identify the minimum equipment and conditions to operate safely an aircraft having inoperative equipment. Its purpose is not, however, to encourage the operation of aircraft with inoperative equipment. It is undesirable for aircraft to be dispatched with inoperative equipment and such operations are permitted only as a result of careful analysis of each item to ensure that the acceptable level of safety, as intended in the applicable airworthiness and operational requirements is maintained. The continued operation of an aircraft in this condition should be minimised.

ED Decision 2014/017/R

RECTIFICATION INTERVAL (RI)

The definitions and categories of rectification intervals are provided in CS-MMEL.

ED Decision 2014/017/R

RECTIFICATION INTERVAL EXTENSION (RIE) — OPERATOR PROCEDURES FOR THE APPROVAL BY THE COMPETENT AUTHORITY AND NOTIFICATION TO THE COMPETENT AUTHORITY

(a)The operator’s procedures to address the extension of rectification intervals and ongoing surveillance to ensure compliance should provide the competent authority with details of the name and position of the nominated personnel responsible for the control of the operator’s rectification interval extension (RIE) procedures and details of the specific duties and responsibilities established to control the use of RIEs.

(b)Personnel authorising RIEs should be adequately trained in technical and/or operational disciplines to accomplish their duties. They should have necessary operational knowledge in terms of operational use of the MEL as alleviating documents by flight crew and maintenance personnel and engineering competence. The authorising personnel should be listed by appointment and name.

(c)The operator should notify the competent authority within 1 month of the extension of the applicable rectification interval or within the appropriated timescales specified by the approved procedure for the RIE.

(d)The notification should be made in a form determined by the competent authority and should specify the original defect, all such uses, the reason for the RIE and the reasons why rectification was not carried out within the original rectification interval.

ED Decision 2014/017/R

RECTIFICATION INTERVAL EXTENSION (RIE)

Procedures for the extension of rectification intervals should only be applied under certain conditions, such as a shortage of parts from manufacturers or other unforeseen situations (e.g. inability to obtain equipment necessary for proper troubleshooting and repair), in which case the operator may be unable to comply with the specified rectification intervals.

ED Decision 2017/007/R

OPERATIONAL AND MAINTENANCE PROCEDURES

(a)The operational and maintenance procedures referenced in the MEL should be based on the operational and maintenance procedures referenced in the MMEL. Modified procedures may, however, be developed by the operator when they provide the same level of safety, as required by the MMEL. Modified maintenance procedures should be developed in accordance with Commission Regulation (EU) No 1321/2014.

(b)Providing appropriate operational and maintenance procedures referenced in the MEL, regardless of who developed them, is the responsibility of the operator.

(c)Any item in the MEL requiring an operational or maintenance procedure to ensure an acceptable level of safety should be so identified in the ‘remarks’ or ’exceptions’ column/part/section of the MEL. This will normally be ‘(O)’ for an operational procedure, or ‘(M)’ for a maintenance procedure. ‘(O)(M)’ means both operational and maintenance procedures are required.

(d)The satisfactory accomplishment of all procedures, regardless of who performs them, is the responsibility of the operator.

ED Decision 2017/007/R

OPERATIONAL AND MAINTENANCE PROCEDURES

(a)Operational and maintenance procedures are an integral part of the compensating conditions needed to maintain an acceptable level of safety, enabling the competent authority to approve the MEL. The competent authority may request presentation of fully developed (O) and/or (M) procedures in the course of the MEL approval process.

(b)Normally, operational procedures are accomplished by the flight crew; however, other personnel may be qualified and authorised to perform certain functions.

(c)Normally, maintenance procedures are accomplished by the maintenance personnel; however, other personnel may be qualified and authorised to perform certain functions in accordance with Commission Regulation (EU) No 1321/2014.

(d)Operator's manuals may include the OM, the continued airworthiness management organisation manual (CAME) or other documents. Operational and maintenance procedures, regardless of the document where they are contained, should be readily available for use when needed for the application of the MEL.

(e)Unless specifically permitted by a maintenance procedure, an inoperative item may not be removed from the aircraft.

ED Decision 2015/005/R

OPERATIONAL AND MAINTENANCE PROCEDURES — APPLICABLE CHANGES

(a)Changes to the operational and maintenance procedures referenced in the MMEL are considered applicable and require the amendment of the maintenance and operating procedures referenced in the MEL when:

(1)the modified procedure is applicable to the operator’s MEL; and

(2)the purpose of this change is to improve compliance with the intent of the associated MMEL dispatch condition.

(b)An acceptable timescale for the amendments of maintenance and operating procedures, as defined in (a), should be 90 days from the date when the amended procedures referenced in the MMEL are made available. Reduced timescales for the implementation of safety related amendments may be required if the competent authority considers it necessary.

ED Decision 2014/017/R

OPERATION OF AN AIRCRAFT WITHIN THE CONSTRAINTS OF THE MMEL — OPERATOR’S PROCEDURES FOR THE APPROVAL BY THE COMPETENT AUTHORITY

(a)The operator’s procedures to address the operation of an aircraft outside the constraints of the MEL but within the constraints of the MMEL and ongoing surveillance to ensure compliance should provide the competent authority with details of the name and position of the nominated personnel responsible for the control of the operations under such conditions and details of the specific duties and responsibilities established to control the use of the approval.

(b)Personnel authorising operations under such approval should be adequately trained in technical and operational disciplines to accomplish their duties. They should have the necessary operational knowledge in terms of operational use of the MEL as alleviating documents by flight crew and maintenance personnel and engineering competence. The authorising personnel should be listed by appointment and name.

ED Decision 2014/017/R

OPERATION OF AN AIRCRAFT WITHIN THE CONSTRAINTS OF THE MMEL — OPERATOR’S PROCEDURES FOR THE APPROVAL BY THE COMPETENT AUTHORITY

Procedures for the operation of an aircraft outside the constraints of the MEL but within the constraints of the MMEL should only be applied under certain conditions, such as a shortage of parts from manufacturers or other unforeseen situations (e.g. inability to obtain equipment necessary for proper troubleshooting and repair), in which case the operator may be unable to comply with the constraints specified in the MEL.

Regulation (EU) No 379/2014

Particulars of the aircraft, its crew and each journey shall be retained for each flight, or series of flights, in the form of a journey log, or equivalent.

ED Decision 2014/017/R

GENERAL

(a)The aircraft journey log, or equivalent, should include the following items, where applicable:

(1)aircraft nationality and registration,

(2)date,

(3)name(s) of crew member(s),

(4)duty assignments of crew member(s),

(5)place of departure,

(6)place of arrival,

(7)time of departure,

(8)time of arrival,

(9)hours of flight,

(10)nature of flight (scheduled or non-scheduled),

(11)incidents, observations, if any,

(12)signature of person in charge.

(b)The information, or parts thereof, may be recorded in a form other than on printed paper. Accessibility, usability and reliability should be assured.

(c)‘Journey log, or equivalent’ means that the required information may be recorded in documentation other than a log book, such as the operational flight plan or the aircraft technical log.

(d)‘Series of flights’ means consecutive flights, which begin and end:

(1)within a 24-hour period;

(2)at the same aerodrome or operating site or remain within a local area specified in the operations manual; and

(3)with the same pilot-in-command/commander of the aircraft.

ED Decision 2014/017/R

SERIES OF FLIGHTS

The term ‘series of flights’ is used to facilitate a single set of documentation.

Regulation (EU) 2024/1111

(a)The following records shall be stored for at least 5 years:

(1)for CAT operators of airplanes and helicopters and IAM operators of VCA, records of the activities referred to in point ORO.GEN.200;

(2)for declared operators, a copy of the operator’s declaration, details of approvals held and operations manual;

(3)for SPO authorisation holders, in addition to point (a)(2), records related to the risk assessment conducted in accordance with point SPO.OP.230 and related standard operating procedures.’

(b)The following information used for the preparation and execution of a flight, and associated reports, shall be stored for three months:

(1)the operational flight plan, if applicable;

(2)route-specific notice(s) to airmen (NOTAM) and aeronautical information services (AIS) briefing documentation, if edited by the operator;

(3)mass and balance documentation;

(4)notification of special loads, including written information to the commander/pilot-in-command about dangerous goods, if applicable;

(5)the journey log, or equivalent; and

(6)flight report(s) for recording details of any occurrence, or any event that the commander/pilot-in-command deems necessary to report or record;

(c)Personnel records shall be stored for the periods indicated below:

(d)The operator shall:

(1)maintain records of all training, checking and qualifications of each crew member, as prescribed in Part-ORO; and

(2)make such records available, on request, to the crew member concerned.

(e)The operator shall preserve the information used for the preparation and execution of a flight and personnel training records, even if the operator ceases to be the operator of that aircraft or the employer of that crew member, provided this is within the timescales prescribed in (c).

(f)If a crew member becomes a crew member for another operator, the operator shall make the crew member’s records available to the new operator, provided this is within the timescales prescribed in (c).

ED Decision 2014/017/R

TRAINING RECORDS

A summary of training should be maintained by the operator to show every crew member’s completion of each stage of training and checking.

ED Decision 2017/007/R

PERSONNEL RECORDS

‘Personnel records’ in ORO.MLR.115(c) means detailed crew member training, checking and qualification records. These records include detailed examination records.

ED Decision 2017/007/R

TRAINING, CHECKING AND QUALIFICATION RECORDS

Training, checking and qualification records include records of all training, checking and qualifications of each crew member, as prescribed in Part-ORO.

SUBPART SEC: SECURITY

Regulation (EU) 2019/1387

(a)In an aeroplane which is equipped with a secure flight crew compartment door, that door shall be capable of being locked, and means shall be provided by which the cabin crew can notify the flight crew in the event of suspicious activity or security breaches in the cabin.

(b)All passenger-carrying aeroplanes that are engaged in the commercial transportation of passengers shall be equipped with an approved secure flight crew compartment door that is capable of being locked and unlocked from either pilot's station and designed to meet the applicable airworthiness requirements, where such airplanes fall within any of the following categories:

(1)aeroplanes with an MCTOM that exceeds 54 500 kg;

(2)aeroplanes with an MCTOM that exceeds 45 500 kg and have an MOPSC of more than 19; or

(3)aeroplanes with an MOPSC of more than 60.

(c)In all aeroplanes which are equipped with a secure flight crew compartment door in accordance with point (b):

(1)that door shall be closed prior to engine start for take-off and shall be locked when required so by security procedures or by the pilot-in-command until engine shutdown after landing, except when deemed to be necessary for authorised persons to access or egress in compliance with national civil aviation security programmes;

(2)means shall be provided for monitoring from either pilot's station the entire door area outside the flight crew compartment to identify persons that request to enter and to detect suspicious behaviour or potential threat.

Regulation (EU) No 379/2014

If installed, the flight crew compartment door on a helicopter operated for the purpose of carrying passengers shall be capable of being locked from within the flight crew compartment in order to prevent unauthorised access.

SUBPART FC: FLIGHT CREW

Regulation (EU) 2024/1111

This Subpart establishes the requirements for flight crew training, experience and qualifications to be met by an air operator, and comprises:

(a)SECTION 1, specifying common requirements.

(b)SECTION 2, specifying additional requirements applicable to CAT operations with aeroplanes and helicopters, with the exception of CAT operations with passengers conducted under VFR by day, starting and ending at the same aerodrome or operating site and within a local area specified by the competent authority, with:

(1)single-engined propeller-driven aeroplanes that have an MCTOM of 5 700 kg or less and an MOPSC of 5 or less; or

(2)other-than-complex motor-powered helicopters, single-engined, with an MOPSC of 5 or less.

(c)SECTION 3, specifying additional requirements for commercial specialised operations and for those operations referred to in points (b)(1) and (2).

(d)SECTION 4, specifying additional requirements for IAM operations with manned VTOL-capable aircraft (VCA).

ED Decision 2025/001/R

The term ‘qualification’ used in the introductory sentence of point ORO.FC.005 should be understood as referring not only to the initial qualification of a flight crew member, but also to its maintenance and/or revalidation/renewal (requalification).

Whenever the Regulation calls on the operator to establish training for the qualification of flight crew, this should be understood as including requalification.

SECTION 1 – Common requirements

Regulation (EU) 2021/2237

(a)The composition of the flight crew and the number of flight crew members at designated crew stations shall be not less than the minimum specified in the aircraft flight manual or operating limitations prescribed for the aircraft.

(b)The flight crew shall include additional flight crew members when required by the type of operation and shall not be reduced below the number specified in the operations manual.

(c)All flight crew members shall hold a licence and ratings issued or accepted in accordance with Commission Regulation (EU) No 1178/2011⁶⁹ and appropriate to the duties assigned to them.

(d)The flight crew member may be relieved in flight of his or her duties at the controls by another suitably qualified flight crew member.

(e)When engaging the services of flight crew members who are working on a freelance or part-time basis, the operator shall verify that all applicable requirements of this Subpart and the relevant elements of Annex I (Part-FCL) to Regulation (EU) No 1178/2011, including the requirements on recent experience, are complied with, taking into account all services rendered by the flight crew member to other operator(s) to determine in particular:

(1)the total number of aircraft types or variants operated; and

(2)the applicable flight and duty time limitations and rest requirements.

(f)Specific requirements for helicopter operations

If the helicopter is operated with a crew of two pilots, each pilot shall either:

(1)hold a certificate of satisfactory completion of a multi-crew cooperation (MCC) course in helicopters in accordance with Regulation (EU) No 1178/2011; or

(2)have at least 500 hours of flight time as a pilot in multi-pilot operations.

ED Decision 2025/002/R

LICENCE AND RATINGS IN ACCORDANCE WITH COMMISSION REGULATION (EU) No 1178/2011

When determining the composition of the crew, and monitoring whether the flight crew holds the appropriate licence and ratings, the operator needs to take into account any limitations prescribed in Regulation (EU) No 1178/2011 applicable to the flight crew members such as, but not limited to, recent experience, privileges for single-pilot and/or multi-pilot operations in single-pilot aircraft, and operational multi-pilot limitation.

Regulation (EU) 2024/1111

(a)In accordance with point 8.6 of Annex V to Regulation (EU) 2018/1139, one pilot amongst the flight crew, qualified as pilot-in-command in accordance with Annex I (Part-FCL) to Regulation (EU) No 1178/2011, shall be designated by the operator as pilot-in-command or, for CAT operations with aeroplanes and helicopters, as commander.

(b)The operator shall only designate a flight crew member to act as pilot-in-command or commander if all the following apply:

(1)the flight crew member has the minimum level of experience specified in the operations manual;

(2)the flight crew member has adequate knowledge of the route or area to be flown and of the aerodromes, including alternate aerodromes, vertiports, facilities and procedures to be used;

(3)for multi-crew operations, the flight crew member has completed an operator’s command course if promoted from co-pilot to pilot-in-command/commander.

(c)For both commercial operations with aeroplanes and helicopters and IAM operations with VCA, the pilot-in- command or commander or the pilot to whom the conduct of the flight may be delegated shall have received initial familiarisation training in the route or area to be flown and in the aerodromes, vertiports, diversion locations, facilities and procedures to be used, and shall maintain this knowledge as follows:

(1)aerodrome or vertiport knowledge shall be maintained by operating at least once at an aerodrome or a vertiport within a 12-calendar-month period;

(2)route or area knowledge or diversion location knowledge shall be maintained by operating at least once on a route or an area or at a diversion location within a 36-calendar-month period; in addition, refresher training is required regarding route or area knowledge if not operating on a route or an area for 12 months within the 36-calendar-month period.

(d)Notwithstanding point (c), for operations conducted under VFR by day with performance class B and C aeroplanes and helicopters, familiarisation training in routes and aerodromes may be replaced by area familiarisation training.

ED Decision 2025/010/R

GENERAL

The operator should comply with the national training and checking requirements published in the aeronautical information publication (AIP).

ROUTE, AREA AND AERODROME KNOWLEDGE FOR COMMERCIAL OPERATIONS WITH AEROPLANES AND HELICOPTERS

The experience of the route or area to be flown and of the aerodrome facilities and procedures to be used should include the following:

(a)Area and route knowledge

(1)An objective of the area and route training should be to ensure that the pilot has knowledge of:

(i)terrain and minimum safe altitudes;

(ii)seasonal meteorological conditions;

(iii)meteorological, communication and air traffic facilities, services and procedures;

(iv)search and rescue procedures where available; and

(v)navigational facilities associated with the area or route along which the flight is to take place.

(2)Another objective of the area and route training should be to ensure that the pilots are aware of the most significant underlying risks and threats of a route or an area that could affect their operations following the ‘threat and error management model’ or an alternative risk model agreed with the authority.

(3)The area and route familiarisation training should:

(i)be based on an assessment by the operator of the underlying risks and threats of a route or an area using:

(A)internal evidence;

(B)external evidence;

(ii)be conducted:

(A)as an initial training before operating to a route and area;

(B)as a refresher training after not operating to a route and area for 12 months.

(4)The area and route familiarisation training should be delivered using different methods and tools.

(i)The selection of the method and tools should result from a combination of the learning objectives and the type of risk or threat that needs to be trained.

(ii)The selection of the appropriate method and tool should be driven by the desired outcome in terms of adequate knowledge and awareness.

(iii)The methods and tools employed should include one or more of the following: Training in a flight simulation training device (FSTD), computer-based training, familiarisation flight as a pilot in-command/commander or co-pilot under supervision or an observer, video training, virtual reality training, familiarisation by self-briefing with route documentation and audio training.

(b)Aerodrome knowledge

(1)Aerodrome familiarisation training should include knowledge of obstructions, physical layout, lighting, approach aids and arrival, departure, holding and instrument approach procedures, applicable operating minima and ground movement considerations.

(2)The operations manual should describe the method of categorisation of aerodromes and, in the case of CAT operations, provide a list of those aerodromes categorised as B or C.

(3)All aerodromes to which an operator operates should be categorised in one of these three categories:

(i)category A — an aerodrome that meets all the following conditions:

(A)a straight-in 3D instrument approach procedure with a glide path angle of not more than 3.5 degrees to each runway expected to be used for landing;

(B)at least one runway with no performance-limited procedure for take-off and/or landing, such as no requirement to follow a contingency procedure for obstacle clearance in the event of an engine failure on take-off from any runway expected to be used for departure; and

(C)night operations capability.

(ii)category B — an aerodrome that does not meet the category A conditions or which requires extra considerations due to:

(A)non-standard approach aids and/or approach patterns, such as restrictions on the availability of straight-in instrument approach procedures;

(B)unusual local weather conditions, such as environmental features that can give rise to turbulence, windshear or unusual wind conditions;

(C)unusual characteristics or performance limitations, such as unusual runway characteristics in length, width, slope, markings or lighting that present an atypical visual perspective on approach;

(D)any other relevant considerations, including obstructions, physical layout, lighting, etc., such as restrictions on circling in certain sectors due to obstacles in the circling area;

(E)training or flight crew experience requirements stipulated by the competent authority responsible for the aerodrome that do not include instruction in an FSTD or visiting the aerodrome.

(iii)category C — an aerodrome:

(A)that requires additional considerations to those of a category B aerodrome; or

(B)for which flight crew experience or qualification requirements stipulated by the competent authority responsible for the aerodrome include instruction in an FSTD or visiting the aerodrome.

Offshore installations may be categorised as category B or C aerodromes, taking into account the limitations determined in accordance with AMC1 SPA.HOFO.115 ‘Use of offshore locations’.

(c)Prior to operating to a category B aerodrome (planned destination or required alternate), the pilot-in-command/commander should:

(1)comply with any requirements stipulated by the competent authority responsible for the aerodrome; and

(2)be briefed, or self-brief by means of programmed instruction, about the additional considerations applicable to operations to that category B aerodrome. The completion of the briefing should be recorded. This recording may be accomplished after completion or confirmed by the pilot-in-command/commander before departure on a flight involving category B aerodrome(s) as destination or alternate aerodromes.

(d)Prior to operating to a category C aerodrome (planned destination or required alternate), the pilot-in-command/commander should:

(1)comply with any requirements stipulated by the competent authority responsible for the aerodrome; and

(2)be briefed or self-brief by means of programmed instruction, about the additional considerations applicable to operations to that category C aerodrome; and

(3)visit the aerodrome as an observer and/or undertake instruction in a suitable FSTD. The observer should occupy an observer’s seat where installed. If an observer’s seat is not available and cannot be installed, the pilot-in-command/commander may occupy a pilot seat to conduct the aerodrome visit with a suitably qualified commander nominated by the category C aerodrome operator.

The completion of the briefing, visit and/or instruction should be recorded.