Easy Access Rules for Air Operations

ED Decision 2021/002/R

GENERATION 1 (JET) — EBT PROGRAMME — TABLE OF ASSESSMENT AND TRAINING TOPICS

Given the very small number of turbo-jet aeroplanes of the first generation in current use in commercial air transport operations and the lack of appropriate FSTDs for recurrent training, it has not been deemed possible to provide a table of assessment and training topics for those aeroplanes and therefore it is not possible to apply EBT.

ED Decision 2021/002/R

SCENARIO ELEMENTS AND COMPETENCY MAPPING

(a)The operator may develop scenario elements and a competency map that are more relevant to its operation.

(b)When developing scenario elements, the operator should ensure that there can be no negative training when asking pilots to induce their own errors.

(c)Competencies mapped are those considered critical in managing the scenario. They are determined according to the following principles:

(1)those competencies considered most critical to the successful management of the defined threat or error; or

(2)those competencies most likely to be linked to the root cause of poor performance in the case of unsuccessful management of a defined threat or error.

(d)The competency map may indicate scenarios or combinations of scenarios for development of particular competencies.

(e)The competency map indicates the most critical competencies suggested by design, but the instructor should always assess all observed competencies.

ED Decision 2021/002/R

TABLE OF ASSESSMENT AND TRAINING TOPICS

(a)The assessment and training topics usually have several example scenario elements. At least one example scenario element is selected (e.g. Gen 4 topic ‘Go-around’ in MT has three example scenario elements — the operator may choose one at each module (frequency A)).

(b)Flight phase for activation:

ED Decision 2021/002/R

COMPETENCY MAP PROCESS

Note 1. The competency map process may be done in teams of instructors. Then the results are compared and reconciled by a small group of subject matter experts (SMEs).

Note 2. It is always easy to map SAW or KNO as the underlying competency, but there are almost invariably other competencies, especially when there is ineffective management, so the intent should be to balance the mapping of SAW or KNO and map the other predominant competencies within the scenario.

ED Decision 2021/002/R

EBT DATA REPORT

(a)The data report is a large-scale comprehensive study of operational data. It identifies the areas of pilot training for improvement, providing the prioritisation of germane and relevant training topics to guide in the construction of suitable EBT programmes. The data report uses other studies, a variety of data sources and/or varied methodology to mitigate the inherent bias associated with individual types of data sources.

(b)The data report should:

(1)be endorsed or developed by the competent authority, EASA or ICAO;

(2)be reviewed by a team of experts in pilot training, representing airline operators, pilot associations, regulators, and original equipment manufacturers (OEM);

(3)use data or information (training data, operational data and safety data) from the following sources:

(i)accident investigation bodies;

(ii)competent authorities;

(iii)OEM — aircraft;

(iv)EASA safety information;

(v)operators; and

(vi)studies or reports (aviation or scientific);

(4)analyse the data with the following objectives:

(i)to substantiate the need for change in the assessment and training programmes for commercial transport pilots;

(ii)to provide evidence from data analyses to support the derivation of training topics, prioritised according to aircraft generation;

(iii)to challenge and/or corroborate the other sources of data (e.g. Training Criticality Survey and Training Guidance) with operational data;

(iv)to provide feedback regarding the effectiveness of changes implemented through the adoption of competency-based training methodologies; and

(v)to validate or ascertain practices, findings or conclusions made previously by the industry;

(5)include the studies and define the use of such studies in the data report following the criteria below:

(i)The study is relevant from a training perspective (e.g. if incorporating a training change mitigates the risk found in the study).

(ii)There is evidence that it will assist with the identification of competencies to be developed in training in order to mitigate risks encountered in the evolving operational environment.

(iii)The findings of the study will be corroborative or challenging across the spectrum of the analysis made in the data report.

(iv)The study allows the analysis and comparison of the data or findings in the data report and it is coming from industry-respected research or studies;

(6)include an evidence table for the purpose of:

(i)integrating the evidence of the analyses in points (4) and (5);

(ii)identifying meaningful patterns;

(iii)enabling the grouping of evidence to support the key findings; and

(iv)facilitating the prioritisation of results; and

(7)include a prioritisation of the training topics for the purpose of translating data into useful events and scenarios to assess and develop pilot performance (assessment and training topics). The prioritisation shall:

(i)systematically rank threats, errors and competencies along with the factors leading to accidents and serious incidents from multiple data sources to formulate a table of assessment and training topics;

(ii)be performed for each of the generations of aircraft. This allows highlighting the differences and commonalities between generations; and

(iii)ensure sufficient flexibility in the process to allow enhancement of the training programmes according to the type of operation, culture and type of aircraft.

ED Decision 2021/002/R

AIRCRAFT TYPES BY GENERATIONS

The operator should only develop an EBT programme for aircraft types for which there is a table of assessment and training topics.

Regulation (EU) 2021/2237

(a)Commanders of aeroplanes whose duties require them to operate in either pilot’s seat and carry out the duties of a co-pilot, or commanders required to conduct training or checking duties shall complete additional training and checking to ensure that they are proficient in conducting the relevant normal, abnormal and emergency procedures from either seat. Such training and checking shall be specified in the operations manual. The checking may be conducted together with the operator proficiency check prescribed in ORO. FC.230(b) or in the EBT programme prescribed in ORO.FC.231.

(b)The additional training and checking shall include at least the following:

(1)an engine failure during take-off;

(2)a one-engine-inoperative approach and go-around; and

(3)a one-engine-inoperative landing.

(c)The validity period shall be 12 calendar months. For operators with an approved EBT programme, the validity is determined by the assessment and training topics in accordance with ORO.FC.232.

(d)When operating in the co-pilot’s seat, the checks required by ORO.FC.230 or the assessment and training required by ORO.FC.231 for operating in the commander’s seat shall, in addition, be valid and current.

(e)The pilot relieving the commander shall have demonstrated, concurrent with the operator proficiency checks prescribed in ORO.FC.230(b) or the assessment and training required by ORO.FC.231, practice of drills and procedures that would not normally be his or her responsibility. Where the differences between left- and right-hand seats are not significant, practice may be conducted in either seat.

(f)The pilot, other than the commander, occupying the commander’s seat shall demonstrate practice of drills and procedures, concurrent with the operator proficiency checks prescribed in ORO.FC.230(b) or the assessment and training required by ORO.FC.231, which are the commander’s responsibility acting as pilot monitoring. Where the differences between left- and right-hand seats are not significant, practice may be conducted in either seat.

ED Decision 2022/014/R

DIFFERENCES BETWEEN LEFT AND RIGHT-HAND SEATS

The differences between left- and right-hand seats may not be significant in cases where, for example, the autopilot is used.

Regulation (EU) 2021/2237

(a)Helicopter pilots whose duties require them to operate in either pilot’s seat shall complete additional training and checking to ensure that they are proficient in conducting the relevant normal, abnormal and emergency procedures from either seat. The validity period of this qualification shall be 12 calendar months.

(b)Current FIs or TRIs on the relevant type are considered to fulfil the requirement of point (a) if they have had a FI or TRI activity in the last 6 months on that type and on the helicopter.

ED Decision 2022/014/R

GENERAL

(a)The operator should either conduct a check every year or alternate training and checking every year. The training and checking may take place during or together with an operator proficiency check or an aircraft/FSTD training session.

(b)When engine-out manoeuvres are carried out in an aircraft, the engine failure should be simulated.

(c)Helicopter pilots should meet one of the following criteria:

(1)complete their operator proficiency checks from left- and right-hand seats, on alternate proficiency checks; or

(2)for multi-engined helicopters, if two consecutive operator proficiency checks are conducted from the same seat, the pilot should complete at least the following from the other pilot’s seat:

(i)an engine failure during take-off;

(ii)a one-engine-inoperative approach and go-around; and

(iii)a one-engine-inoperative landing;

(3)for single-engined helicopters, if two consecutive operator proficiency checks are conducted from the same seat, the pilot should complete at least one autorotation training or checking from the other pilot’s seat.

ED Decision 2022/014/R

QUALIFICATION TO FLY IN EITHER PILOT’S SEAT — NOMINATED COMMANDER CONDUCTING LINE CHECKS

In the case of a line check revalidation of a fully qualified commander in single-pilot operations, the line checker does not require a qualification to operate in either pilot’s seat, regardless of the seat he or she occupies, provided that the line checker has no pilot duties other than checking.

Regulation (EU) 2021/2237

(a)The procedures or operational restrictions for operation on more than one type or variant established in the operations manual and approved by the competent authority shall cover:

(1)the flight crew members’ minimum experience level;

(2)the minimum experience level on one type or variant before beginning training for and operation of another type or variant;

(3)the process whereby flight crew qualified on one type or variant will be trained and qualified on another type or variant; and

(4)all applicable recent experience requirements for each type or variant.

(b)INTENTIONALLY LEFT BLANK

(c)Point (a) shall not apply to operations of performance class B aeroplanes if they are limited to single-pilot classes of reciprocating engine aeroplanes under VFR by day.

ED Decision 2022/014/R

GENERAL

(a)Aeroplanes

(1)When a flight crew member operates more than one aeroplane class, type or variant, as determined by the operational suitability data established in accordance with Commission Regulation (EU) No 748/2012 for class-single pilot or type-single pilot, but not within a single licence endorsement, the operator should ensure that the flight crew member does not operate more than:

(i)three reciprocating engine aeroplane types or variants;

(ii)three turbo-propeller aeroplane types or variants;

(iii)one turbo-propeller aeroplane type or variant and one reciprocating engine aeroplane type or variant; or

(iv)one turbo-propeller aeroplane type or variant and any aeroplane within a particular class.

(2)When a flight crew member operates more than one aeroplane type or variant within one or more licence endorsement, as determined by the operational suitability data established in accordance with Commission Regulation (EU) No 748/2012, the operator should ensure that:

(i)the minimum flight crew complement specified in the operations manual is the same for each type or variant to be operated;

(ii)the flight crew member does not operate more than two aeroplane types or variants for which a separate licence endorsement is required, unless credits related to the training, checking, and recent experience requirements are defined in the operational suitability data established in accordance with Commission Regulation (EU) No 748/2012 for the relevant types or variants; and

(iii)only aeroplanes within one licence endorsement are flown in any one flight duty period, unless the operator has established procedures to ensure adequate time for preparation.

(3)When a flight crew member operates more than one aeroplane type or variant as determined by the operational suitability data established in accordance with Commission Regulation (EU) No 748/2012 for type-single pilot and type-multi pilot, but not within a single licence endorsement, the operator should comply with points (a)(2) and (4).

(4)When a flight crew member operates more than one aeroplane type or variant as determined by the operational suitability data established in accordance with Commission Regulation (EU) No 748/2012 for type multi-pilot, but not within a single licence endorsement, or combinations of aeroplane types or variants as determined by the operational suitability data established in accordance with Commission Regulation (EU) No 748/2012 for class single-pilot and type multi-pilot, the operator should comply with the following:

(i)point (a)(2);

(ii)before exercising the privileges of more than one licence endorsement:

(A)flight crew members should have completed two consecutive OPCs and should have:

—500 hours in the relevant crew position in CAT operations with the same operator; or

—for IFR and VFR night operations with performance class B aeroplanes, 100 hours or flight sectors in the relevant crew position in CAT operations with the same operator, if at least one licence endorsement is related to a class. A check flight should be completed before the pilot is released for duties as commander;

(B)in the case of a pilot having experience with an operator and exercising the privileges of more than one licence endorsement, and then being promoted to command with the same operator on one of those types, the required minimum experience as commander is 6 months and 300 hours, and the pilot should have completed two consecutive OPCs before again being eligible to exercise more than one licence endorsement;

(iii)before commencing training for and operation of another type or variant, flight crew members should have completed 3 months and 150 hours flying on the base aeroplane, which should include at least one proficiency check, unless credits related to the training, checking and recent experience requirements are defined in the operational suitability data established in accordance with Commission Regulation (EU) No 748/2012 for the relevant types or variants;

(iv)after completion of the initial line check on the new type, 50 hours flying or 20 sectors should be achieved solely on aeroplanes of the new type rating, unless credits related to the training, checking and recent experience requirements are defined in the operational suitability data established in accordance with Commission Regulation (EU) No 748/2012 for the relevant types or variants;

(v)recent experience requirements established in Commission Regulation (EU) No 1178/2011 for each type operated;

(vi)the period within which line flying experience is required on each type should be specified in the operations manual;

(vii)when credits are defined in the operational suitability data established in accordance with Commission Regulation (EU) No 748/2012 for the relevant type or variant, this should be reflected in the training required in ORO.FC.230 and:

(A)ORO.FC.230 (b) requires two OPCs every year. When credits are defined in the operational suitability data established in accordance with Commission Regulation (EU) No 748/2012 for OPCs to alternate between the types, each OPC should revalidate the OPC for the other type(s). The OPC may be combined with the proficiency checks for revalidation or renewal of the aeroplane type rating or the instrument rating in accordance with Commission Regulation (EU) No 1178/2011. For EBT programmes, ORO.FC.231(a)(3) requires the pilot to complete a minimum of two modules of the EBT programme, separated by a period of more than 3 months, within a 12-month period. In addition, the pilot is required to be trained according to assessment and training topics distributed across a 3-year period at the defined frequency relevant to the type or variant of aircraft. When credits are defined in the operational suitability data established in accordance with Commission Regulation (EU) No 748/2012, EBT modules should alternate between types. The EBT modules may be combined for revalidation or renewal of the aeroplane type rating or the instrument rating in accordance with Commission Regulation (EU) No 1178/2011. When operating more than one type of different generations, the operator has to fulfil both generation table of assessment and training topics as per ORO.FC.232.

(B)ORO.FC.230 (c) requires one line check every year. When credits are defined in the operational suitability data established in accordance with Commission Regulation (EU) No 748/2012 for line checks to alternate between types or variants, each line check should revalidate the line check for the other type or variant. For EBT programmes, ORO.FC.231(h) requires one line evaluation of competence every year. When credits are defined in the operational suitability data established in accordance with Commission Regulation (EU) No 748/2012 for line evaluation of competence to alternate between types or variants, each line evaluation of competence should revalidate the line evaluation of competence for the other type or variant. In such case, the operator should meet the requirements to extend the validity of the line evaluation of competence to 2 years. Extension to 3 years should not be allowed.

(C)Annual emergency and safety equipment training and checking should cover all requirements for each type.

(b)Helicopters

(1)If a flight crew member operates more than one type or variant, the following provisions should be met:

(i)The recency requirements and the requirements for recurrent training and checking should be met and confirmed prior to CAT operations on any type, and the minimum number of flights on each type within a 3 months’ period specified in the operations manual.

(ii)ORO.FC.230 requirements with regard to recurrent training.

(iii)When credits related to the training, checking and recent experience requirements are defined in operational suitability data established in accordance with Commission Regulation (EU) No 748/2012 for the relevant types or variants, the requirements of ORO.FC.230 with regard to proficiency checks may be met by a 6 monthly check on any one type or variant operated. However, a proficiency check on each type or variant operated should be completed every 12 months.

(iv)If a helicopter has a maximum certified take-off mass (MCTOM) of more than 5 700 kg or a maximum operational passenger seating configuration (MOPSC) of more than 19:

(A)the flight crew member should not fly more than two helicopter types, unless credits related to the training, checking and recent experience requirements are defined in operational suitability data established in accordance with Commission Regulation (EU) No 748/2012 for the relevant types or variants;

(B)a minimum of 3 months and 150 hours experience on the type should be achieved before the flight crew member should commence the conversion course onto the new type or variant, unless credits related to the training, checking and recent experience requirements are defined in the operational suitability data established in accordance with Commission Regulation (EU) No 748/2012 for the relevant types or variants;

(C)28 flying days or 50 hours experience should then be achieved exclusively on the new type or variant, unless credits related to the training, checking and recent experience requirements are defined in the operational suitability data established in accordance with Commission Regulation (EU) No 748/2012 for the relevant types or variants; and

(D)a flight crew member should not be rostered to fly more than one type during a single duty period unless the following conditions are met:

—There should be sufficient time off between the two types for a comprehensive training or self-training on the differences between the types. The time off should not include flight preparation duties.

—The training referred in the previous paragraph should include time in flight or in the cockpit or in a device representative of the cockpit of the next type to be flown.

—The training syllabus should be based on a risk assessment of the operator and be described in the operations manual. The training should take place every time the pilot changes types, whether within the same duty period or not.

(v)In the case of all other helicopters, the flight crew member should not operate more than three helicopter types or groups of types in CAT, NCC and SPO, unless credits related to the training, checking and recent experience requirements are defined in the operational suitability data established in accordance with Commission Regulation (EU) No 748/2012 for the relevant types or variants.

(vi)The operator should only define a group of types for the purpose of this AMC if the following conditions are met:

(A)A group of helicopter types should either include only single-engined turbine helicopters operated only under VFR or it should include only single-engined piston helicopters operated only under VFR.

(B)The operator should define conditions for flying more than one type or variant on the same day, including sufficient time for a briefing or selfbriefing on changing types or variants.

(C)The operator should define the maximum number of types and variants that can be flown on the same day.

(vii)Points (v) and (vi) above apply whenever a flight crew member operates more than one type or variant in CAT.

(c)Combination of helicopter and aeroplane

(1)The flight crew member should only operate a combination of helicopters and aeroplanes if one of the following conditions is met:

(i)operations under CAT, NCC and SPO should be limited to one type or class of aeroplane and one helicopter type; or

(ii)operations under CAT, NCC and SPO should be limited to one type or class of aeroplane and one group of helicopter types defined in (b)(vi) above; or

(iii)operations under CAT, NCC and SPO should be limited to only performance class B aeroplanes from the single-pilot classes of reciprocating engine aeroplanes and one helicopter type or group of helicopter types defined in (b)(vi) above.

(2)If a helicopter type is covered by point (b)(1)(iv), then (b)(1)(iv)(B), (C) and (D) should also apply in this case.

Regulation (EU) 2021/2237

(a)The aeroplane operator having appropriate experience may substitute one or more of the following training and checking requirements for flight crew by an alternative training and qualification programme (ATQP), approved by the competent authority:

(1)set out in point SPA.LVO.120 on flight crew training and qualifications;

(2)set out in point ORO.FC.220 on conversion training and checking;

(3)set out in point ORO.FC.125 on differences training, familiarisation, equipment and procedure training;

(4)set out in point ORO.FC.205 on command course;

(5)set out in point ORO.FC.230 on recurrent training and checking; and

(6)set out in point ORO.FC.240 on operation on more than one type or variant.

(b)The ATQP shall contain training and checking that establishes and maintains at least an equivalent level of proficiency achieved by complying with the provisions of ORO.FC.220 and ORO.FC.230. The level of flight crew training and qualification proficiency shall be demonstrated prior to being granted the ATQP approval by the competent authority.

(c)The operator applying for an ATQP approval shall provide the competent authority with an implementation plan, including a description of the level of flight crew training and qualification proficiency to be achieved.

(d)In addition to the checks required by points ORO.FC.230 and FCL.060 of Annex I (Part-FCL) to Regulation (EU) No 1178/2011, each flight crew member shall complete a line oriented evaluation (LOE) conducted in an FSTD. The validity period of an LOE shall be 12 calendar months. The LOE is completed when both of the following conditions are met:

(1)the syllabus of the LOE is completed; and

(2)the flight crew member has demonstrated an acceptable level of performance.

(e)After 2 years of operating with an approved ATQP, the operator may, with the approval of the competent authority, extend the validity periods of the checks referred to in point ORO.FC.230 as follows:

(1)Operator proficiency check to 12 calendar months.

(2)Line check to 24 calendar months.

(3)Emergency and safety equipment checking to 24 calendar months.

(f)Each flight crew member shall undergo specific modular CRM training. All major topics of CRM training shall be covered by distributing modular training sessions as evenly as possible over each 3-year period.

(g)The ATQP programme shall include 48 hours on an FSTD for each flight crew member, distributed evenly over a 3-year programme. The operator may reduce the number of FSTD hours, but no lower than 36 hours, provided that it demonstrates that the level of safety that is achieved is equivalent to that of the programme the ATQP may substitute in accordance with point (a).

ED Decision 2025/020/R

COMPONENTS AND IMPLEMENTATION

(a)Alternative training and qualification programme (ATQP) components

The ATQP should comprise the following:

(1)Documentation that details the scope and requirements of the programme, including the following:

(i)The programme should demonstrate that the operator is able to improve the training and qualification standards of flight crew to a level that exceeds the standards prescribed in ORO.FC and Subpart E of Annex V (SPA.LVO).

(ii)The operator’s training needs and established operational and training objectives.

(iii)A description of the process for designing and gaining approval for the operator’s flight crew qualification programmes. This should include quantified operational and training objectives identified by the operator’s internal monitoring programmes. External sources may also be used.

(iv)A description of how the programme will:

(A)enhance safety;

(B)improve training and qualification standards of flight crew;

(C)establish attainable training objectives;

(D)integrate CRM in all aspects of training and ensure that each flight crew member undergoes specific modular CRM training. All major topics of CRM training should be covered by distributing modular training sessions as evenly as possible over each 3-year period;

(E)develop a support and feedback process to form a self-correcting training system;

(F)institute a system of progressive evaluations of all training to enable consistent and uniform monitoring of the training undertaken by flight crew;

(G)enable the operator to be able to respond to new aeroplane technologies and changes in the operational environment;

(H)foster the use of innovative training methods and technology for flight crew instruction and the evaluation of training systems; and

(I)make efficient use of training resources, specifically to match the use of training media to the training needs.

(2)A task analysis to determine:

(i)knowledge;

(ii)required skills;

(iii)associated skill-based training; and

(iv)validated behavioural markers, where appropriate.

For each aeroplane type/class to be included within the ATQP the operator should establish a systematic review that determines and defines the various tasks to be undertaken by the flight crew when operating that type/class. Data from other types/classes may also be used. The analysis should determine and describe the knowledge and skills required to complete the various tasks specific to the aeroplane type/class and/or type of operation. In addition, the analysis should identify the appropriate behavioural markers that should be exhibited. The task analysis should be suitably validated in accordance with (b)(3). The task analysis, in conjunction with the data gathering programme(s), permits the operator to establish a programme of targeted training together with the associated training objectives.

(3)Curricula. The curriculum structure and content should be determined by task analysis, and should include proficiency objectives, including when and how these objectives should be met.

(i)The training programme should have the following structure:

(A)Curriculum, specifying the following elements:

(a)Entry requirements: a list of topics and content, describing what training level will be required before start or continuation of training.

(b)Topics: a description of what will be trained during the lesson.

(c)Targets/Objectives

(1)Specific target or set of targets that have to be reached and fulfilled before the training course can be continued.

(2)Each specified target should have an associated objective that is identifiable both by the flight crew and the trainers.

(3)Each qualification event that is required by the programme should specify the training that is required to be undertaken and the required standard to be achieved.

(B)Daily lesson plan

(a)Each lesson/course/training or qualification event should have the same basic structure. The topics related to the lesson should be listed and the lesson targets should be unambiguous.

(b)Each lesson/course or training event whether classroom, CBT or simulator should specify the required topics with the relevant targets to be achieved.

(4)A specific training programme for:

(i)each aeroplane type/class within the ATQP;

(ii)instructors (class rating instructor rating/synthetic flight instructor authorisation/type rating instructor rating — CRI/SFI/TRI), and other personnel undertaking flight crew instruction; and

(iii)examiners (class rating examiner/synthetic flight examiner/type rating examiner — CRE/SFE/TRE).

This should include a method for the standardisation of instructors and examiners.

Personnel who perform training and checking of flight crew in an operator’s ATQP should receive the following additional training on:

(A)ATQP principles and goals;

(B)knowledge/skills/behavioural markers as learnt from task analysis;

(C)line-oriented evaluation (LOE)/LOFT scenarios to include triggers/behavioural markers/event sets/observable behaviour;

(D)qualification standards;

(E)harmonisation of assessment standards;

(F)behavioural markers and the systemic assessment of CRM;

(G)event sets and the corresponding desired knowledge/skills and behavioural markers of the flight crew;

(H)the processes that the operator has implemented to validate the training and qualification standards and the instructors part in the ATQP quality control; and

(I)line-oriented quality evaluation (LOQE).

(5)A feedback loop for the purpose of curriculum validation and refinement, and to ascertain that the programme meets its proficiency objectives.

(i)The feedback should be used as a tool to validate that the curricula are implemented as specified by the ATQP; this enables substantiation of the curriculum, and that proficiency and training objectives have been met. The feedback loop should include data from operations flight data monitoring, the advanced flight data monitoring (FDM) programme and LOE/LOQE programmes. In addition, the evaluation process should describe whether the overall targets/objectives of training are being achieved and should prescribe any corrective action that needs to be undertaken.

[applicable until 31 December 2027 — ED Decision 2022/014/R]

(i)The feedback should be used as a tool to validate that the curricula are implemented as specified by the ATQP; this enables substantiation of the curriculum, and that proficiency and training objectives have been met. The feedback loop should include data from the flight data monitoring (FDM) programme and LOE/LOQE programmes. In addition, the evaluation process should describe whether the overall targets/objectives of training are being achieved and should prescribe any corrective action that needs to be undertaken.

[applicable from 1 January 2028 — ED Decision 2025/020/R]

(ii)The programme’s established quality control mechanisms should at least review the following:

(A)procedures for approval of recurrent training;

(B)ATQP instructor training approvals;

(C)approval of event set(s) for LOE/LOFT;

(D)procedures for conducting LOE and LOQE.

(6)A method for the assessment of flight crew during conversion and recurrent training and checking. The assessment process should include event-based assessment as part of the LOE. The assessment method should comply with ORO.FC.230.

(i)The qualification and checking programmes should include at least the following elements:

(A)a specified structure;

(B)elements to be tested/examined;

(C)targets and/or standards to be attained;

(D)the specified technical and procedural knowledge and skills, and behavioural markers to be exhibited.

(ii)An LOE event should comprise tasks and sub-tasks performed by the crew under a specified set of conditions. Each event has one or more specific training targets/objectives, which require the performance of a specific manoeuvre, the application of procedures, or the opportunity to practise cognitive, communication or other complex skills. For each event the proficiency that is required to be achieved should be established. Each event should include a range of circumstances under which the crews’ performance is to be measured and evaluated. The conditions pertaining to each event should also be established and they may include the prevailing meteorological conditions (ceiling, visibility, wind, turbulence, etc.), the operational environment (navigation aid inoperable, etc.), and the operational contingencies (non-normal operation, etc.).

(iii)The markers specified under the operator’s ATQP should form one of the core elements in determining the required qualification standard. A typical set of markers is shown in the table below:

(iv)The topics/targets integrated into the curriculum should be measurable and progression on any training/course is only allowed if the targets are fulfilled.

(v)The assessment and the subsequent grading of the performance of flight crew members should include the following steps:

(A)Observe performance (behaviours) during the simulator session.

(B)Record details of effective and ineffective performance (behaviours) observed during the simulator session (‘record’ in this context refers to instructors taking notes).

(C)Classify observations against the set of behavioural markers and allocate the behavioural markers to each type of knowledge or skill or task, using amongst others the facilitation technique. If the operator has developed a set of competencies, it may allocate the behavioural markers to each competency.

(D)Assess and evaluate (grade): assess the performance by determining the root cause(s). Low performance would normally indicate the area of performance to be remediated in subsequent phases or modules or training sessions. Evaluate (grade) the performance by determining a grade using the methodology defined by the operator.

(7)A data monitoring/analysis programme consisting of the following:

(i)A flight data monitoring (FDM) programme, as described in AMC1 ORO.AOC.130. Data collection should reach a minimum of 60 % of all relevant flights conducted by the operator before ATQP approval is granted. This proportion may be increased as determined by the competent authority.

(ii)An advanced FDM when an extension to the ATQP is requested: an advanced FDM programme is determined by the level of integration with other safety initiatives implemented by the operator, such as the operator’s safety management system. The programme should include both systematic evaluations of data from an FDM programme and flight crew training events for the relevant crews. Data collection should reach a minimum of 80 % of all relevant flights and training conducted by the operator. This proportion may be varied as determined by the competent authority.

The purpose of an FDM or advanced FDM programme for ATQP is to enable the operator to:

(A)provide data to support the programme’s implementation and justify any changes to the ATQP;

(B)establish operational and training objectives based upon an analysis of the operational environment; and

(C)monitor the effectiveness of flight crew training and qualification.

(iii)Data gathering: the data analysis should be made available to the person responsible for ATQP within the organisation. The data gathered should:

(A)include all fleets that are planned to be operated under the ATQP;

(B)include all crews trained and qualified under the ATQP;

(C)be established during the implementation phase of ATQP; and

(D)continue throughout the life of the ATQP.

(iv)Data handling: the operator should establish a procedure to ensure the confidentiality of individual flight crew members, as described by AMC1 ORO.AOC.130.

(v)The operator that has a flight data monitoring programme prior to the proposed introduction of ATQP may use relevant data from other fleets not part of the proposed ATQP.

[applicable until 31 December 2027 — ED Decision 2022/014/R]

(7)An FDM programme, as specified in AMC1 ORO.AOC.130.

(i)The FDM programme should be used to:

(A)provide data to support the ATQP’s implementation and justify any changes to the ATQP;

(B)establish operational and training objectives based upon an analysis of the operational environment; and

(C)monitor the effectiveness of flight crew training and qualification.

(ii)The FDM programme should provide the person responsible for ATQP with the information they need. Subject to the procedure to prevent disclosure of crew identity (refer to point (k) of AMC1 ORO.AOC.130), the information should be sufficiently detailed to allow targeted changes to the training programme to be defined. The data gathered by the FDM programme for this purpose should:

(A)include all fleets that are planned to be operated under the ATQP;

(B)include all crews trained and qualified under the ATQP;

(C)be established during the implementation phase of ATQP; and

(D)continue throughout the life of the ATQP.

(iii)The operator should establish a procedure to ensure the confidentiality of
FDM-based information transmitted to the person responsible for ATQP, which should be consistent with the procedure to prevent disclosure of crew identity specified in AMC1 ORO.AOC.130.

(iv)The operator that has a flight data monitoring programme prior to the proposed introduction of ATQP may use relevant data from other fleets not part of the proposed ATQP.

[applicable from 1 January 2028 — ED Decision 2025/020/R]

(b)Implementation. The operator should develop an evaluation and implementation process, including the following stages:

(1)A safety case that demonstrates equivalency of:

(i)the revised training and qualification standards compared to the standards of ORO.FC and/or Subpart E of Annex V (SPA.LVO) prior to the introduction of ATQP; and

(ii)any new training methods implemented as part of ATQP.

The safety case should encompass each phase of implementation of the programme and be applicable over the lifetime of the programme that is to be overseen. The safety case should:

—demonstrate the required level of safety;

—ensure the required safety is maintained throughout the lifetime of the programme; and

—minimise risk during all phases of the programme’s implementation and operation.

The elements of a safety case include:

—planning: integrated and planned with the operation (ATQP) that is to be justified;

—criteria;

—safety-related documentation, including a safety checklist;

—programme of implementation to include controls and validity checks; and

—oversight, including review and audits.

Criteria for the establishment of a safety case. The safety case should:

—be able to demonstrate that the required or equivalent level of safety is maintained throughout all phases of the programme;

—be valid to the application and the proposed operation;

—be adequately safe and ensure the required regulatory safety standards or approved equivalent safety standards are achieved;

—be applicable over the entire lifetime of the programme;

—demonstrate completeness and credibility of the programme;

—be fully documented;

—ensure integrity of the operation and the maintenance of the operations and training infrastructure;

—ensure robustness to system change;

—address the impact of technological advance, obsolescence and change; and

—address the impact of regulatory change.

(2)A task analysis, as required by (a)(2), to establish the operator’s programme of targeted training and the associated training objectives.

(3)A period of operation whilst data is collected and analysed to validate the safety case and task analysis. During this period the operator should continue to operate in accordance with ORO.FC and/or Subpart E of Annex V (SPA.LVO), as applicable. The length of this period should be determined by the competent authority.

ED Decision 2014/017/R

TERMINOLOGY

(a)‘Line-oriented evaluation (LOE)’ is an evaluation methodology used in the ATQP to evaluate trainee performance, and to validate trainee proficiency. LOEs consist of flight simulator scenarios that are developed by the operator in accordance with a methodology approved as part of the ATQP. The LOE should be realistic and include appropriate weather scenarios and, in addition, should fall within an acceptable range of difficulty. The LOE should include the use of validated event sets to provide the basis for event-based assessment.

(b)‘Line-oriented quality evaluation (LOQE)’ is one of the tools used to help evaluate the overall performance of an operation. LOQEs consist of line flights that are observed by appropriately qualified operator personnel to provide feedback to validate the ATQP. The LOQE should be designed to look at those elements of the operation that are unable to be monitored by FDM or Advanced FDM programmes.

(c)‘Skill-based training’ requires the identification of specific knowledge and skills. The required knowledge and skills are identified within an ATQP as part of a task analysis and are used to provide targeted training.

(d)‘Event-based assessment’ is the assessment of flight crew to provide assurance that the required knowledge and skills have been acquired. This is achieved within an LOE. Feedback to the flight crew is an integral part of event-based assessment.

(e)Safety case means a documented body of evidence that provides a demonstrable and valid justification that the ATQP is adequately safe for the given type of operation.

ED Decision 2015/027/R

EVIDENCE-BASED RECURRENT TRAINING AND CHECKING OF FLIGHT CREW CONDUCTED IN FLIGHT SIMULATION TRAINING DEVICES (FSTDs)

It is possible to implement EBT in accordance with ICAO Doc 9995 in the framework of an approved alternative training and qualification programme (ATQP). GM1 ORO.FC.230(a);(b);(f) may be used to guide the operator towards EBT according to ORO.FC.A.245 of Commission Regulation (EU) No 965/2012.

An operator holding approval for ATQP and wishing to implement EBT may use the guidance material in GM1 ORO.FC.230(a);(b);(f) for the conduct of the Licence Proficiency Check, or where the Licence Proficiency Check and Operator Proficiency Check are combined. For this purpose, the evaluation phase is equivalent to the line-oriented evaluation (LOE) described in ORO.FC.A.245(d).

ED Decision 2022/014/R

BEHAVIOURAL MARKERS AND OBSERVABLE BEHAVIOURS — ATQP & EBT

(b)Behavioural markers in ATQP are observable behaviours that contribute to superior or substandard performance within a flight (including pre-flight and post-flight duties).

(c)A good behavioural marker:

(1)describes a specific, observable behaviour, not an attitude or personality trait, with clear definition (enactment of skills or knowledge is shown in behaviour);

(2)has demonstrated a causal relationship to performance outcome, without necessarily being present in all situations, and with its appropriateness possibly depending on context;

(3)uses simple phraseology; and

(4)describes a clear concept.

(d)The characteristics of good behavioural marker systems are:

(1)validity: in relation to performance outcome;

(2)reliability: instructor or examiner concordance (inter-rater reliability), internal consistency;

(3)sensitivity: in relation to levels of performance;

(4)transparency: the pilots receiving the training or checking understand the performance criteria against which they are being rated; availability of reliability and validity data;

(5)usability: easy to train, simple framework, easy to understand, domain-appropriate language, sensitive to rater (i.e. examiner, instructor) workload, easy to observe;

(6)ability to provide a focus for training goals and needs; and

(7)minimal overlap between components.

(e)For EBT mixed implementation, the operator may refer to the Annex I definitions of ‘behaviour’ and ‘observable behaviour’ which include the concept of behavioural marker in ATQP. In other words, the EBT OBs may be used as behavioural markers under ATQP.

ED Decision 2014/017/R

OPERATOR EXPERIENCE

The appropriate experience should be at least 2 years’ continuous operation.

ED Decision 2022/014/R

COMBINATION OF CHECKS

(a)The LOE may be undertaken with other ATQP training. The operator should ensure that training and checking are clearly distinguished and described in the operations manual.

(b)The line check may be combined with a line-oriented quality evaluation (LOQE).

(c)Complementary CRM assessment

The CRM assessment should take place in a line-oriented flight scenario (LOFT, LOE or lineoriented section of the OPC) of an FSTD session. This assessment complements the CRM assessment taking place during the line check /LOQE, but it is not part of the line check / LOQE.

ED Decision 2022/014/R

LINE CHECK IN MIXED FLEET OPERATION UNDER ATQP

The extension of validity for the line check is intended for single fleet operation. For mixed fleet operation, the operator needs to observe the provisions in the operational suitability data established in accordance with Commission Regulation (EU) No 748/2012. Usually the operational suitability data refers to one line check per year in alternate aircraft types.

ED Decision 2022/014/R

ATQP PROGRAMME — FSTD

The FSTD qualification level should be adequate to complete proficiency checks; therefore, the ATQP programme should be conducted in a full-flight simulator (FFS) level C or D.

Regulation (EU) 2017/363

(a)The holder of a CPL(A) (aeroplane) shall only act as commander in commercial air transport on a single-pilot aeroplane if either of the following conditions is met:

(1)when carrying passengers under VFR outside a radius of 50 NM (90 km) from an aerodrome of departure, he/she has a minimum of 500 hours of flight time on aeroplanes or holds a valid instrument rating; or

(2)when operating on a multi-engine type under IFR, he/she has a minimum of 700 hours of flight time on aeroplanes, including 400 hours as pilot-in-command. These hours shall include 100 hours under IFR and 40 hours in multi-engine operations. The 400 hours as pilot-in-command may be substituted by hours operating as co-pilot within an established multi-pilot crew system prescribed in the operations manual, on the basis of two hours of flight time as co-pilot for one hour of flight time as pilot-in command;

(3)when operating on a single-engined aeroplane under IFR, he/she has a minimum of 700 hours of flight time on aeroplanes, including 400 hours as pilot-in-command. Those hours shall include 100 hours under IFR. The 400 hours as pilot-in-command may be substituted by hours operating as co-pilot within an established multi-pilot crew system prescribed in the operations manual, on the basis of two hours of flight time as co-pilot for one hour of flight time as pilot-in command.

(b)For operations under VFR by day of performance class B aeroplanes (a)(1) shall not apply.

Regulation (EU) 2021/2237

(a)Holders of a CPL(H) (helicopter) shall only act as commanders in CAT operations on a singlepilot helicopter if:

(1)when operating under IFR, they have a minimum of 700 hours total flight time on helicopters, including 300 hours as pilot-in-command. The total flight time on helicopters shall include 100 hours under IFR. Up to 50 hours instrument time performed on an FFS(H) level B or FTD level 3 qualification or higher qualified for instrument training, may be credited towards the 100 hours. The 300 hours as pilot-in-command may be substituted by hours operating as co-pilot within an established multi-pilot crew system prescribed in the operations manual on the basis of 2 hours of flight time as co-pilot for 1 hour flight time as pilot-in command;

(2)when operating under visual meteorological conditions (VMC) at night, he/she has:

(i)a valid instrument rating; or

(ii)300 hours of flight time on helicopters, including 100 hours as pilot-in-command and 10 hours as pilot flying at night.

SECTION 3 – Additional requirements for commercial specialised operations and CAT operations referred to in ORO.FC.005(b)(1) and (2)

Regulation (EU) 2021/2237

The operator conversion course shall include an operator proficiency check.

ED Decision 2022/014/R

OPERATOR PROFICIENCY CHECK

The operator proficiency check should take place at the end of the operator conversion training programme defined in AMC3 ORO.FC.120.

Regulation (EU) 2021/2237

If a flight crew member undergoes equipment and procedure training that requires training on a suitable FSTD or the aircraft, with regard to standard operating procedures related to a specialised operation, the flight crew member shall undergo an operator proficiency check.

ED Decision 2022/014/R

SPECIALISED OPERATIONS

(a)If the equipment and procedure training includes training for SOPs related to a specialised operation, points (b) to (f) of AMC3 ORO.FC.120 should apply.

(b)The operator proficiency check should take place at the end of the aircraft/FSTD training programme defined in AMC3 ORO.FC.120.

Regulation (EU) 2021/2237

(a)Each flight crew member shall complete recurrent training and operator proficiency checks. In the case of specialised operations, the recurrent training and checking shall cover the relevant aspects associated with the specialised tasks described in the operations manual.

(b)Appropriate consideration shall be given when operations are undertaken under IFR or at night.

(c)The validity period of the operator proficiency check shall be 12 calendar months.

ED Decision 2022/014/R

SPO — RECURRENT TRAINING

(a)The training should include:

(1)ground training, including all the following:

(i)aircraft systems;

(ii)normal procedures, which include flight planning and ground-handling and flight operations, including performance, mass and balance, fuel schemes selection of alternates, and ground de-icing/anti-icing;

(iii)abnormal and emergency procedures, which include pilot incapacitation as applicable;

(iv)a review of relevant samples of accident/incident and occurrences to increase awareness of the occurrences that may be relevant for the intended operation;

(2)emergency and safety equipment training if one or more task specialists are on board. The training should ensure that all emergency equipment can be used timely and efficiently, that an emergency evacuation and first aid can be conducted, taking into account the training and operating procedures of the task specialist(s); and

(3)aircraft/FSTD training relevant to the type or variant of aircraft on which the flight crew operates.

(b)Additional training relevant to the specialised tasks should be either ground training or aircraft/FSTD training or both, in accordance with the results of the operator’s risk assessment.

SPO — OPERATOR PROFICIENCY CHECK

(c)The SPO operator proficiency check should take place at least annually. If the SPO operator combines the operator proficiency check with a licence proficiency check, the check should cover both the normal, abnormal and emergency procedures relevant to the type or variant and the relevant aspects associated with the specialised tasks described in the operations manual.

(d)If the SPO operator does not combine the operator proficiency check with a licence proficiency check, the operator proficiency check may not include the normal, abnormal and emergency procedures relevant to the type or variant that are already covered within the licence proficiency check. The operator proficiency check then covers the relevant aspects associated with the specialised task described in the operations manual.

(e)The flight crew should be assessed on their CRM skills in accordance with the methodology described in AMC1 and AMC2 ORO.FC.115 and as specified in the operations manual. CRM assessment should not be used as a reason for a failure of the operator proficiency check unless the observed behaviour could lead to an unacceptable reduction in safety margin.

(f)Each flight crew member should complete the operator proficiency checks as part of the normal crew complement.

SPO — RELEVANT PROCEDURES TO BE TRAINED AND CHECKED

(g)The operator should determine, based on a risk assessment, which procedures associated with the specialised tasks are relevant to be trained and checked. The following should be taken into account:

(1)specific risks associated with the specialised operation;

(2)for abnormal and emergency procedures, the criticality of the situation or failure and the impact of training and checking on ensuring a positive outcome; and

(3)for normal procedures, the amount of experience and recent experience accumulated since the previous training or checking.

(h)The operator should establish a training and checking programme to ensure that normal, abnormal and emergency procedures covering the relevant aspects associated with the specialised tasks are:

(1)trained and checked over a 2-year cycle for SPO operators engaged in only one specialised operation;

(2)trained and checked over a 2-year cycle for pilots engaged in only one specialised operation;

(3)trained and checked over a 3-year cycle, if neither (1) nor (2) applies;

(4)trained and checked before a pilot with no recent experience of the specialised operation in the last 6 months resumes the specialised operation.

(i)Whenever an item requires both training and checking, the recurrent aircraft/FSTD training of a single task or manoeuvre should be separate from, and should not take place at the same time as, an operator proficiency check of the item.

(j)Specialised operations may be exposed to specific risks such as routinely flying within the height velocity envelope of a helicopter. The operator should avoid taking unnecessary risks during aircraft training and checking and should take advantage of simulation devices, if possible, to train for such situations.

COMBINED CAT AND SPO TRANING AND CHECKING

(k)If the operator is involved in both CAT and SPO, the CAT training and checking programme may include elements that are relevant to the specialised tasks. If this is the case, these training and checking elements may be credited towards compliance with ORO.FC.330 as approved by the authority under ORO.FC.145(c).

ED Decision 2022/014/R

SPO — RELEVANT PROCEDURES TO BE TRAINED AND CHECKED

The procedures to be trained in the aircraft/FSTD may be different from the procedures to be checked if both complement each other, as defined by the operator in AMC1 ORO.FC.330, considering the following:

(a)It may happen that several training elements are covered by a single check; and

(b)Certain complex procedures are best explored under recurrent training, where the trainee will derive more benefit and training to proficiency is also employed.

SECTION 4 – Additional requirements for IAM operations with manned VTOL-capable aircraft (VCA)

Regulation (EU) 2024/1111

The minimum flight crew composition for IAM operations with manned VTOL-capable aircraft (VCA) shall correspond to that specified in the operations manual, considering the minimum number specified in the flight manual or in other documents associated with the certificate of airworthiness (CofA) of the particular aircraft.

Regulation (EU) 2024/1111

(a)The flight crew member shall complete an initial CRM training course before commencing unsupervised line flying.

(b)The initial CRM training course shall be conducted by at least one suitably qualified CRM trainer who may be assisted by experts in order to address specific training areas.

ED Decision 2025/010/R

TRAINING ELEMENTS AND TRAINER QUALIFICATION

The initial operator’s CRM training should:

(a)cover the applicable requirements of AMC1 ORO.FC.115, including the training elements as specified in its Table 1; and

(b)be conducted by a flight crew CRM trainer that is qualified as specified in AMC2 ORO.FC.146.

Regulation (EU) 2024/1111

(a)CRM training shall be integrated into the operator conversion training course.

(b)Once an IAM operator conversion training course starts, the flight crew member shall not be assigned to flying duties on another type or class of aircraft until the training course is completed or terminated.

(c)The amount of training required by the flight crew member for the IAM operator’s conversion course shall be determined in accordance with the standards of qualification and experience specified in the operations manual, taking into account the flight crew member’s previous training and experience.

(d)The flight crew member shall complete:

(1)the IAM operator proficiency check and the emergency and safety equipment training and checking before commencing line flying under supervision (LIFUS); and

(2)the line check upon completion of LIFUS.

(e)If operational circumstances, such as applying for a new AOC or adding a new aircraft type or class to the fleet, do not allow the IAM operator to comply with the requirements in point (d), that operator may develop a specific conversion course to be used temporarily for a limited number of flight crew members.

ED Decision 2025/010/R

OPERATOR CONVERSION TRAINING SYLLABUS FOR IAM OPERATIONS WITH VCA

(a)General

(1)The operator conversion training should include, in the following order:

(i)ground training, including the following:

(A)VCA systems;

(B)normal procedures, including but not limited to flight planning, ground handling, flight operations, fuel/energy schemes, selection of vertiports and diversion locations, VCA performance, mass and balance;

(C)abnormal and emergency procedures, which include pilot incapacitation;

(D)a review of the occurrences that may be relevant for the intended operation;

(ii)emergency and safety equipment training and checking, including survival equipment training (completed before any flight training in a VCA commences);

(iii)flight training and checking (aircraft and/or suitable FSTD); and

(iv)line flying under supervision and line check.

(2)When the pilot has not previously completed an operator’s conversion course, he or she should receive general first-aid training and, if applicable, ditching procedures training using the equipment in the water.

(3)The operator’s conversion course may be combined with a new type rating course, as required by Regulation (EU) No 1178/2011.

(4)The operator should ensure that:

(i)the applicable elements of CRM training, as specified in Table 1 of AMC1 ORO.FC.115, are integrated into all appropriate phases of the conversion training;

(ii)the personnel that integrate the elements of CRM into the conversion training are suitably qualified, as specified in AMC2 ORO.FC.146.

(b)Ground training

(1)Ground training should comprise a properly organised programme of ground instruction supervised by training staff with adequate facilities, including any necessary audio, mechanical and visual aids. Self-study using appropriate electronic learning aids, computer-based training (CBT), etc., may be used with adequate supervision of the standards achieved. However, if the aircraft concerned is relatively simple, unsupervised self-study may be adequate if the operator provides suitable manuals and/or study notes.

(2)The ground instruction course should incorporate formal tests.

(c)Emergency and safety equipment training

(1)Emergency and safety equipment training should be delivered in conjunction with technical crew receiving similar training, as far as applicable and practicable; emphasis should be placed on the importance of effective coordination and two-way communication between crew members in various emergency situations.

(2)During the initial conversion course and subsequent conversion courses, as applicable, the following should be addressed:

(i)Instruction on first aid in general (initial conversion course only; instruction on first aid as relevant to the type of operation (initial and subsequent)).

(ii)Aeromedical topics, as relevant to the type of operation.

(iii)The effect of smoke in an enclosed area and actual use of all relevant equipment in a simulated smoke-filled environment.

(iv)Actual firefighting, using equipment representative of that carried in the VCA, of actual or simulated fire.

(v)The operational procedures of security, rescue and emergency services.

(vi)Survival information appropriate to the areas of operation and training in the use of any survival equipment required to be carried.

(vii)A comprehensive drill to cover all ditching procedures when flotation equipment is carried aboard. This should include practice of the actual donning and inflation of life jackets, together with a demonstration or audiovisual presentation of the inflation of life rafts and/or slide rafts and associated equipment. This practice should, on an initial conversion course, be conducted using the equipment in water, although previous certified training with another operator or the use of similar equipment will be accepted in lieu of further wet-drill training.

(viii)Instruction on the location of emergency and safety equipment, on the correct use of all appropriate drills, and on procedures that could be required for flight crews in different emergency situations. Evacuation of the aircraft (or a representative training device) through the use of a slide, if fitted, should be included when the operations manual procedure requires the early evacuation of flight crew to assist on the ground.

(3)Passenger handling

(i)Other than general training in dealing with people, emphasis should be placed on the following:

(A)advice on the recognition and management of passengers who appear to be or are intoxicated with alcohol, under the influence of drugs, or aggressive;

(B)methods used to motivate passengers and the crowd control necessary to expedite aircraft evacuation; and

(C)the importance of correct seat allocation with reference to aircraft mass and balance; particular emphasis should also be given on the seating of special categories of passengers.

(ii)Discipline and responsibilities

Emphasis should be placed on discipline and on individual’s responsibilities in relation to:

(A)his or her continuous competence and fitness to operate as an aircrew member with special regard to flight and duty time limitation (FTL) requirements; and

(B)security procedures.

(iii)Passenger briefing / safety demonstration

Training should be given in the preparation of passengers for normal and emergency situations.

(d)Flight training

(1)Flight training should be provided to flight crew members to familiarise themselves thoroughly with all aspects of limitations and of normal, abnormal and emergency procedures associated with the VCA and should be delivered by suitably qualified type rating instructors and/or examiners or a suitably qualified PIC that holds an FI/TRI/SFI certificate and is nominated by the operator, as applicable.

(2)When planning flight training on a VCA with a flight crew of two or more, particular emphasis should be placed on the practice of LOFT with emphasis on CRM, and the use of crew coordination procedures, including coping with incapacitation.

(3)Normally, the same training and practice in the flying of the VCA should be delivered to all flight crew members. The ‘flight handling’ sections of the syllabus should include all the requirements of the operator proficiency check required by point ORO.FC.430.

(4)Unless the type rating training programme has been carried out in a suitable FSTD, the training should include at least three take-offs and landings with the VCA.

(e)Operator proficiency check

(1)For VCA, the operator proficiency check that is part of the operator’s conversion checking should include at least the following emergency/abnormal procedures, as relevant to the VCA and the operations, as applicable:

(i)lift and thrust system fire;

(ii)interior VCA fire or smoke;

(iii)emergency operation of undercarriage;

(iv)hydraulic failure;

(v)electrical failure;

(vi)malfunction of the flight and lift and thrust units control system;

(vii)recovery from unusual attitudes;

(viii)landing with one or more lift and thrust unit(s) inoperative;

(ix)pilot incapacitation;

(x)directional control failures and malfunctions;

(xi)other system failures;

(xii)CFP during take-off before decision point;

(xiii)CFP during take-off after decision point;

(xiv)CFP during landing before decision point; and

(xv)CFP during landing after decision point.

(2)The flight crews’ CRM skills should be assessed in accordance with the methodology described in AMC1 ORO.FC.115 and AMC2 ORO.FC.115, as applicable, and as specified in the operations manual.

(3)The use of FSTDs, the composition of the flight crew, and the possible combinations with training or with licence proficiency checks should be defined as per AMC1 ORO.FC.430.

(f)Line flying under supervision (LIFUS)

(1)Following completion of the flight training and checking as part of the operator’s conversion course, each flight crew member should operate a minimum number of flight hours under the supervision of a flight crew member nominated by the operator.

(2)The minimum number of flight hours should be specified in the operations manual and should be determined by all the following:

(i)previous experience of the flight crew member; and

(ii)complexity of the operation, considering the type of aircraft as well as the type and area of operation.

ED Decision 2025/010/R

TRAINING PROGRAMMES

The operator should ensure that training programmes include the relevant de-identified feedback from the management system, including occurrence reporting.

ED Decision 2025/010/R

COMPLETION OF OPERATOR’S CONVERSION COURSE

(a)The operator conversion course is deemed to have started when the flight training has begun. The theoretical element of the course may be undertaken ahead of the practical element.

(b)Under certain circumstances, the conversion course may have started and reached a stage where, for unforeseen reasons, its completion is not possible without delay. In these circumstances, the operator may allow the pilot to revert to the original aircraft type.

(c)Before the resumption of the operator’s conversion course, the operator should evaluate what part of the course needs to be repeated before the pilot continues with the remainder of the course.

ED Decision 2025/010/R

LINE FLYING UNDER SUPERVISION (LIFUS)

(a)LIFUS provides the opportunity for a flight crew member to put into practice the procedures and techniques he or she has been made familiar with during the ground and flight training of an operator’s conversion course. This is accomplished under the supervision of a flight crew member that is specifically nominated and trained for the task. At the end of LIFUS, the respective flight crew member should be able to perform a safe and efficient flight.

(b)A variety of reasonable combinations may exist with respect to:

(1)a flight crew member’s previous experience; and

(2)the complexity of the operation, considering the type of aircraft as well as the type and area of operation.

(c)The operator defines the details to be flown under supervision in the operations manual.

ED Decision 2025/010/R

SPECIFIC CONVERSION COURSE — PILOTS THAT TEMPORARILY JOIN THE OPERATOR AND ARE NOMINATED TO CONDUCT LINE CHECKS

(a)In some cases, operational circumstances may require the operator to develop a specific conversion course to nominate pilots that temporarily join the operator as suitably qualified PIC to conduct line checks in accordance with point ORO.FC.146. In such cases, the operator’s conversion training should include the following:

(1)normal procedures including but not limited to flight planning, ground handling, flight operations, including performance, mass and balance, fuel/energy schemes, selection of vertiports and/or diversion locations, VCA performance, mass and balance;

(2)abnormal and emergency procedures, which include pilot incapacitation.

(b)The operator should ensure that the line checker is familiar with:

(1)the operating procedures and the use of checklists used by the operator;

(2)the emergency and safety equipment installed or carried on the operated aircraft.

(c)After the completion of the specific conversion course, the following apply:

(1)The line checker should not exercise duties at the controls of the aircraft.

(2)The line checker should only conduct recurrent line checks of pilots whose previous line check has not expired, in accordance with point ORO.FC.430.

(d)The validity of the specific conversion course should be limited to 6 months.

ED Decision 2025/010/R

SINGLE-PILOT INCAPACITATION IN IAM OPERATIONS WITH VCA

‘Pilot incapacitation’ is the term used to describe a sudden degradation of the medical fitness of an operating flight crew member, rendering the flight crew member unable to carry out their normal duties because of the onset, during flight, of the effects of physiological factors.

Incapacitation may have different severity states. Death is the most extreme example of incapacitation (typically due to cardiovascular disease). By far, the most common cause of flight crew incapacitation is gastroenteritis.

Other causes may include:

—hypoxia at altitudes above 10 000 ft;

—smoke or fumes associated with contamination of the air-conditioning system;

—food poisoning or food allergy;

—falling asleep;

—heart attack, stroke due to cardiovascular disease;

—physical injury;

—a hostile act by an unruly passenger, terrorist action.

Initial and recurrent training in the form of classroom instruction, discussion, audiovisual presentation or other similar formats may be provided to pilots involved in single-pilot IAM operations or to pilots and technical crew members involved in VEMS operations to be able to (self-)detect the early stages of pilot incapacitation and handle it including by activating the relevant operator’s procedure.

The training objectives may include:

—(self-)detection of pilot incapacitation;

—taking appropriate actions including correct stop/go decision;

—applying the appropriate operator’s procedure correctly;

—maintaining aircraft control, as applicable (e.g. in single-pilot operations with a technical crew member aboard);

—managing the consequences for non-incapacitated crew members, as applicable (e.g. in single-pilot operations with a technical crew member aboard).

Regulation (EU) 2024/1111

(a)Each flight crew member shall complete recurrent training and checking relevant to the VCA type or variant on which they operate, and to associated equipment.

(b)IAM operator proficiency check

(1)Each flight crew member shall complete the IAM operator proficiency checks as part of the normal crew complement to demonstrate their competence in applying normal, abnormal and emergency procedures, covering the relevant aspects associated with the tasks described in the operations manual.

(2)Reserved.

(3)The validity period of the IAM operator proficiency check shall be 6 calendar months.

(c)Line check

Each flight crew member shall complete a line check on the VCA. The validity period of the line check shall be 12 calendar months.

(d)Emergency and safety equipment training and checking

Each flight crew member shall complete recurrent training and checking with regard to the location and use of all emergency and safety equipment carried on board the aircraft. The validity period of an emergency and safety equipment check shall be 12 calendar months.

(e)CRM training

(1)CRM training elements shall be integrated into all appropriate phases of the recurrent training.

(2)Each flight crew member shall receive specific modular CRM training. All major topics of the CRM training shall be covered by distributing modular training sessions as evenly as possible over each 3-year period.

(f)Each flight crew member shall receive ground training and flight training in an FSTD or a VCA, or a combination of FSTD and VCA training, at least every 12 calendar months.

ED Decision 2025/010/R

RECURRENT TRAINING AND CHECKING SYLLABUS

(a)Recurrent training

Recurrent training should comprise the following:

(1)Ground training

(i)The ground training programme should include:

(A)aircraft systems;

(B)normal procedures including but not limited to flight planning, ground handling, flight operation, including VCA performance, mass and balance, fuel/energy schemes, selection of vertiports and diversion locations;

(C)abnormal and emergency procedures, which include pilot incapacitation;

(D)the review of relevant occurrences to increase awareness regarding the occurrences that may be relevant for the intended operation.

(ii)Knowledge of the ground training should be verified by means of a questionnaire or other suitable methods.

(2)Emergency and safety equipment training

(i)Emergency and safety equipment training may be combined with emergency and safety equipment checking, and should be delivered in a VCA or a suitable, alternative training device.

(ii)Every year, the emergency and safety equipment training programme should include the following:

(A)actual donning of life jackets if the VCA is operated over water;

(B)actual handling of handheld fire extinguishers of the type used;

(C)instruction on the location and use of all emergency and safety equipment carried on the VCA;

(D)instruction on the location and use of all types of exits;

(E)security procedures.

(iii)Every 3 years, the emergency and safety equipment training programme should include the following:

(A)actual operation of all exits;

(B)demonstration of the method used to deploy a slide, if fitted;

(C)actual firefighting using equipment that is representative of that carried in the VCA of an actual or simulated fire except that, with halon extinguishers, an alternative extinguisher may be used;

(D)the effects of smoke in an enclosed area and actual use of all relevant equipment in a simulated smoke-filled environment;

(E)actual handling of pyrotechnics, real or simulated, where applicable;

(F)demonstration and use of life rafts if the VCA is involved in overwater operations at hostile or non-hostile sea at a distance from land corresponding to more than 10 minutes flying time at normal cruise speed.

VCA water survival training

If the VCA is equipped with life rafts in accordance with point UAM.IDE.MVCA.310, a comprehensive wet drill to cover all ditching procedures should be practised by crew members. The wet drill should include, as appropriate, practice of the actual donning and inflation of life jackets, together with a demonstration or audiovisual presentation of the inflation of life rafts. Crew members should board the same (or similar) life rafts from the water whilst wearing a life jacket. The training should include the use of all survival equipment carried on board, of life rafts and of any additional survival equipment carried separately on board the VCA.

The provision of further specialist training should be considered, such as underwater escape training. Where operations are predominantly conducted over water at hostile or non-hostile sea at a distance from land corresponding to more than 10 minutes flying time at normal cruise speed, operators should provide VCA underwater escape training every 3 years at an appropriate facility.

Wet drill should always be practised in initial training unless the crew member concerned has received similar training by another operator;

(G)first aid, appropriate to the type of operation and crew complement.

(iv)The successful resolution of emergencies involving VCA requires flight crew and technical crew interaction, if applicable, and emphasis should be placed on the importance of effective coordination and two-way communication between all crew members in various emergency situations.

(v)As regards emergency and safety equipment training, flight crews and technical crews should jointly practise VCA evacuation so that all those involved are aware of the duties other crew members should perform. When such practice is not possible, combined flight crew and technical crew training should include joint discussion of emergency scenarios.

(vi)Emergency and safety equipment training should, as far as practicable, be provided in conjunction with technical crews receiving similar training with emphasis on coordinated procedures and two-way communication between the flight crew compartment and the cabin.

(3)CRM

Elements of CRM training, as specified in Table 1 of AMC1 ORO.FC.115, should be integrated into all appropriate phases of recurrent training.

(4)VCA/FSTD training

(i)General

(A)The VCA/FSTD training programme should be established in a way that all major failures, including CFP, of VCA systems and associated procedures will have been trained in the preceding 3-year period.

(B)The CFP should preferably be simulated and trained in an FSTD, and not trained in a VCA.

(C)The recurrent VCA/FSTD training of a single task or a manoeuvre should be separate from, and should not take place at the same time as, an operator proficiency check of the item.

(ii)VCA/FSTD

(A)If the operator can demonstrate, on the basis of a compliance and risk assessment, that alternating the use of an FSTD with the use of a VCA for the training provides standards of training equivalent as regards safety levels to those achieved using an FSTD, the VCA may be used (alternating it with the use of an FSTD) for the training to the extent necessary.

(b)Recurrent checking

Recurrent checking should comprise the following:

(1)Operator proficiency checks

(i)VCA/FSTD

(A)The VCA/FSTD checking programme should be established in a way that ensures all major failures of VCA systems, including CFP, and associated procedures have been checked in the preceding 3-year period.

The operator should define which failures are major for the purpose of the operator proficiency check based on a risk assessment, taking the following into account:

(a)cautions or warnings associated with the failure;

(b)the criticality of the situation or failure;

(c)the outcome of the procedure (‘land immediately’ or ‘land as soon as possible’ as opposed to ‘land as soon as practicable’);

(d)when available, manufacturer documentation including relevant information in OSD; and

(e)the list of abnormal/emergency procedures described in point (e) of AMC1 ORO.FC.420.

(B)The flight crew should be assessed on their CRM skills in accordance with the methodology described in AMC1 and AMC2 ORO.FC.115, and as specified in the operations manual.

(C)If the operator can demonstrate, on the basis of a compliance and risk assessment, that alternating the use of an FSTD with the use of a VCA for the training provides standards of checking equivalent as regards safety levels to those achieved using an FSTD, the aircraft may be used (alternating it with the use of an FSTD) for the checking to the extent necessary.

(ii)The checks prescribed in point (b)(1)(i) may be combined with the skill test or proficiency check required for the issue, revalidation or renewal of the aircraft type rating.

(2)Emergency and safety equipment checks

The items to be checked should be those for which training has been provided in accordance with point (a)(2).

(3)Line checks

(i)A line check should establish the ability of the flight crew to perform satisfactorily a complete line operation, including pre-flight and post-flight procedures and the use of the equipment provided, as specified in the operations manual. The route chosen should be such as to give adequate representation of the scope of a pilot’s normal operations. The PIC should also demonstrate their ability to manage the operation and take appropriate command decisions.

(ii)The flight crew should be assessed on their CRM skills in accordance with the methodology described in AMC1 ORO.FC.115 and as specified in the operations manual.

(iii)The CRM assessment should not be used as a reason for the failure of the line check unless the observed behaviour could lead to an unacceptable reduction in the safety margin.

(iv)When pilots are assigned duties as ‘pilot flying’ and ‘pilot monitoring’, they should be checked in both functions.

(v)A line check should be conducted by a PIC nominated by the operator. The operator should maintain a list of nominated PICs and inform the competent authority about the persons nominated.

(vi)CRM assessment during the line check

The CRM assessment that takes place during the line check should be solely based on observations made during the initial briefing, flight crew compartment briefing and those phases where the line checker occupies the observer’s seat.

(vii)Complementary CRM assessment

If a suitable FSTD is available and accessible for operator proficiency checks or FSTD training, then the CRM assessment should take place in a line-oriented flight scenario (LOFT or line-oriented section of the OPC) of an FSTD session. This assessment complements the CRM assessment that takes place during the line check, but is not part of the line check.

(4)The recurrent checks referred to in points (b)(1) and (b)(3) should be performed in the single-pilot role in an environment representative of the operation.

(c)Flight crew incapacitation training

(1)Procedures should be established to train flight crew to recognise and handle flight crew incapacitation. This training should be conducted every year and can form part of other recurrent training programmes. It should take the form of classroom instruction, discussion, audiovisual presentation or other similar formats.

(2)If an FSTD is available for the type of aircraft operated, practical training in flight crew incapacitation should be provided at intervals not exceeding 3 years.

(d)Use of FSTD

(1)Training and checking provide an opportunity to practise abnormal/emergency procedures that rarely arise in normal operations and should be part of a structured recurrent training programme. Training and checking should be carried out in an FSTD, when available and accessible.

(2)The line check should be performed in a VCA. All other training and checking should be performed in an FSTD, or, if it is not reasonably practicable to gain access to such devices, in an aircraft of the same type or, in the case of emergency and safety equipment training, in a representative training device. The type of equipment used for training and checking should be representative of the instrumentation, equipment and layout of the VCA type operated by the flight crew member.

(3)Due to the unacceptable risk when simulating CFP, the CFP should preferably be covered in an FSTD. If there is no FSTD available, CFP may be covered in an aircraft using a safe airborne simulation, bearing in mind the effect of any subsequent failure, and the exercise should be preceded by comprehensive briefing.

ED Decision 2025/010/R

TRAINING PROGRAMMES

The operator should ensure that training programmes include the relevant de-identified feedback from the management system, including occurrence reporting.

ED Decision 2025/010/R

LINE CHECK AND IAM OPERATOR PROFICIENCY TRAINING AND CHECKING

(a)Line checks, route and vertiport knowledge, and recent experience requirements are intended to ensure the flight crew member’s ability to operate efficiently under normal conditions, whereas other checks and emergency and safety equipment training are primarily intended to prepare the flight crew member for abnormal/emergency procedures.

(b)The line check is considered a particularly important factor in the development, maintenance and refinement of high operating standards, and can provide the operator with a valuable indication of the usefulness of its training policy and methods. Line checks are a test of a flight crew member’s ability to perform a complete line operation, including pre-flight and post-flight procedures and the use of the equipment provided, and an opportunity for an overall assessment of their ability to perform the duties required as specified in the operations manual. The line check is not intended to determine knowledge of any particular route.

(c)Operator proficiency training and checking

When an FSTD is used, the opportunity should be taken, where possible, to use LOFT.

MAJOR FAILURES — VCA

(d)The list of major failures, as defined by the operator under AMC1 ORO.FC.430 for training purposes, may be more extensive than the list covered in the triennial operator proficiency checking programme for the following reasons:

(1)it may happen that several training elements are covered by a single check; and

(2)certain complex system malfunctions are best explored in recurrent training, where the trainee will derive more benefit, and training to proficiency is also employed.

Regulation (EU) 2024/1111

(a)The procedures or operational restrictions for conducting operations on more than one type or variant established in the operations manual and approved by the competent authority shall cover:

(1)the flight crew members’ minimum experience required;

(2)the minimum experience required for a given type or variant before commencing training in and operation on another type or variant;

(3)the process whereby flight crew members qualified on one type or variant will be trained in and qualify for another type or variant; and

(4)all applicable recent experience requirements for each type or variant.

(b)Flight crew members should not operate more than three aircraft types or groups of types, including at least one VCA.

ED Decision 2025/010/R

MORE THAN ONE VCA TYPE OR VARIANT

(a)For operations on more than one VCA type or variant, the following should be met:

(1)the recency requirements and the requirements for recurrent training and checking should be met and confirmed prior to the commencement of IAM operations on any VCA type/variant, and the minimum number of flights on each VCA type/variant should be specified in the operations manual;

(2)point ORO.FC.430 requirements with regard to recurrent training; and

(3)point ORO.FC.430 requirements with regard to IAM operator proficiency checks. When credits related to the training, checking and recent experience requirements are defined in the OSD established in accordance with Commission Regulation (EU) No 748/2012 for the relevant VCA types or variants, the requirements of point ORO.FC.430 with regard to proficiency checks may be met by a check every 6 months on any one VCA type or variant operated. However, a proficiency check on each VCA type or variant operated should be completed every 12 months.

(b)For any combination of aircraft types or groups of types, including at least one VCA, the following should be met:

(1)when more than one VCA type or variant is operated in IAM operations as part of the combination, the applicable requirements are those specified in point (a) with respect to the VCA types/variants;

(2)when the combination consists of aeroplanes and/or helicopters, operated in CAT, NCC and/or SPO, and at least one VCA operated in IAM, the applicable requirements with regard to those aeroplanes and/or helicopters are contained in point ORO.FC.240.

ED Decision 2025/010/R

GROUP OF HELICOPTER TYPES

Information about the ‘group of types of helicopters’ is provided in AMC1 ORO.FC.240.

SUBPART CC: CABIN CREW

Regulation (EU) No 800/2013

This Subpart establishes the requirements to be met by the operator when operating an aircraft with cabin crew and comprises:

(a)Section 1 specifying common requirements applicable to all operations; and

(b)Section 2 specifying additional requirements only applicable to commercial air transport operations.

SECTION 1 – Common requirements

Regulation (EU) 2019/1384

(a)For the operation of aircraft with an MOPSC of more than 19, at least one cabin crew member shall be assigned when carrying one or more passenger(s).

(b)For the purpose of complying with point (a), the minimum number of cabin crew members shall be the greatest number amongst the following:

(1)the number of cabin crew members established during the aircraft certification process in accordance with the applicable certification specifications, for the aircraft cabin configuration used by the operator;

(2)if the number under point (1) has not been established, the number of cabin crew members established during the aircraft certification process for the maximum certified passenger seating configuration reduced by 1 for every whole multiple of 50 passenger seats of the aircraft cabin configuration used by the operator falling below the maximum certified seating capacity;

(3)one cabin crew member for every 50, or fraction of 50, passenger seats installed on the same deck of the aircraft to be operated.

(c)For operations with more than one cabin crew member, the operator shall nominate one cabin crew member accountable to the pilot-in-command or the commander.

(d)By way of derogation from point (a), non-commercial operations with aircraft with an MOPSC of more than 19 may be performed without an operating cabin crew member, subject to the prior approval by the competent authority. To obtain the approval, the operator shall ensure that all of the following conditions are fulfilled:

(1)there are maximum 19 passengers on board;

(2)the operator has developed procedures for that operation.

ED Decision 2014/017/R

DETERMINATION OF THE NUMBER AND COMPOSITION OF CABIN CREW

(a)When determining the minimum number of cabin crew required to operate aircraft engaged in CAT operations, factors to be taken into account should include:

(1)the number of doors/exits;

(2)the type(s) of doors/exits and the associated assisting evacuation means;

(3)the location of doors/exits in relation to cabin crew stations and the cabin layout;

(4)the location of cabin crew stations taking into account direct view requirements and cabin crew duties in an emergency evacuation including:

(i)opening floor level doors/exits and initiating stair or slide deployment;

(ii)assisting passengers to pass through doors/exits; and

(iii)directing passengers away from inoperative doors/exits, crowd control and passenger flow management;

(5)actions required to be performed by cabin crew in ditching, including the deployment of slide-rafts and the launching of life-rafts;

(6)additional actions required to be performed by cabin crew members when responsible for a pair of doors/exits; and

(7)the type and duration of the flight to be operated.

(b)When scheduling cabin crew for a flight, the operator should establish procedures that take account of the experience of each cabin crew member. The procedures should specify that the required cabin crew includes some cabin crew members who have at least 3 months experience as an operating cabin crew member.

ED Decision 2019/019/R

MINIMUM NUMBER OF CABIN CREW

(a)When determining the minimum required cabin crew for its specific aircraft cabin configuration, the operator should:

(1)request information regarding the minimum number of cabin crew established by the aircraft type certificate (TC) holder or other design organisation responsible for showing compliance with the evacuation requirements of the applicable Certification Specifications; and

(2)take into account the factors specified in AMC1 ORO.CC.100, as applicable.

(b)The number of cabin crew referred to in ORO.CC.100(b)(1) means either:

(1)the number of cabin crew who actively participated in the aircraft cabin during the relevant emergency evacuation demonstration, or who were assumed to have taken part in the relevant analysis, carried out by the aircraft TC holder when demonstrating the maximum passenger seating capacity (MPSC) of the aircraft type at the time of initial type certification; or

(2)a lower number of cabin crew who actively participated in a subsequent emergency evacuation demonstration, or who were assumed to have taken part in the relevant analysis, and for which approval has been obtained for a cabin configuration other than the MPSC, either by the TC holder or by another design organisation. The operator should obtain a clear indication of that number which is specified in the related documentation.

ED Decision 2019/019/R

PROCEDURES FOR NON-COMMERCIAL OPERATIONS WITH NO OPERATING CABIN CREW ON BOARD AN AIRCRAFT WITH AN MOPSC OF MORE THAN 19 AND MAXIMUM 19 PASSENGERS

The operator should asses the risk of operating a flight with no cabin crew member and ensure that the following procedures mitigate the risks and provide appropriate level of protection of the aircraft occupants:

(a)Flight crew members assigned to these flights should receive training on operations where no cabin crew is required in accordance with ORO.FC.220 and ORO.FC.230.

(b)The operator should consider the categories of passengers to be carried on such flights, who may be knowledgeable or not about the aircraft type and procedures in normal, abnormal and emergency situations.

(c)The procedures should cover at least the following elements, if applicable:

(1)communication and coordination between flight crew members and passengers;

(2)flight crew member incapacitation;

(3)cabin surveillance;

(4)rapid egress from the aircraft in case of rapid disembarkation or evacuation;

(5)operation and use of emergency exits and assisting evacuation means;

(6)location and use of oxygen;

(7)location and use of life jackets;

(8)passenger seating in order to maintain:

(i)an easy access to emergency exits;

(ii)timely communication with flight crew member(s); and

(iii)the required mass and balance of the aircraft;

(9)passenger briefing in accordance with Annex IV (Part-CAT), including information on the location and use of equipment not displayed in the operator’s safety briefing material, such as a fire extinguisher, first-aid equipment (e.g. first-aid kit, defibrillator), smoke hood, etc.; and

(10)any additional safety instructions that are deemed necessary to ensure passenger protection.

ED Decision 2019/019/R

CATEGORIES OF PASSENGERS

(a)The operator should adapt the procedures for non-commercial operations with an aircraft with an MOPSC of more than 19 and maximum 19 passengers and no operating cabin crew on board to the categories of passengers to be carried on such flight. This includes but is not limited to the following groups:

(1)Passengers who are already familiar with the aircraft environment, the procedures in normal operations, abnormal and emergency situations or trained on the aircraft type, e.g. non-operating aircrew members, maintenance personnel, etc.

(2)Passengers who are not familiar with the aircraft environment or procedures in normal operations, abnormal and emergency situations, e.g. operator’s guests, employees, etc.

(3)Passengers who travel frequently on such flights. The operator may consider providing these passengers with training covering all safety and emergency procedures for the given aircraft type as described in AMC1.1 CAT.OP.MPA.170. The operator should be able to show evidence of their training. These passengers may also be provided with an extended briefing to facilitate communication with flight crew and coordination of all passengers in case of an abnormal or emergency situation.

(4)Special categories of passengers (see CAT.OP.MPA.155).

(b)The operator may include in its procedures a ratio of the categories of passengers described in (a) above that can travel on the same flight.

Regulation (EU) No 965/2012

(a)Cabin crew members shall only be assigned to duties on an aircraft if they:

(1)are at least 18 years of age;

(2)have been assessed, in accordance with the applicable requirements of Annex IV (Part-MED) to Regulation (EU) No 1178/2011, as physically and mentally fit to perform their duties and discharge their responsibilities safely; and

(3)have successfully completed all applicable training and checking required by this Subpart and are competent to perform the assigned duties in accordance with the procedures specified in the operations manual.

(b)Before assigning to duties cabin crew members who are working on a freelance or part-time basis, the operator shall verify that all applicable requirements of this Subpart are complied with, taking into account all services rendered by the cabin crew member to any other operator(s), to determine in particular:

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

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

(c)Operating cabin crew members, as well as their role with regard to the safety of passengers and flight, shall be clearly identified to the passengers.

Regulation (EU) No 965/2012

(a)A detailed programme and syllabus shall be established by the operator for each training course in accordance with the applicable requirements of this Subpart, and of Annex V (Part-CC) to Regulation (EU) No 1178/2011 where applicable, to cover the duties and responsibilities to be discharged by the cabin crew members.

(b)Each training course shall include theoretical and practical instruction together with individual or collective practice, as relevant to each training subject, in order that the cabin crew member achieves and maintains the adequate level of proficiency in accordance with this Subpart.

(c)Each training course shall be:

(1)conducted in a structured and realistic manner; and

(2)performed by personnel appropriately qualified for the subject to be covered.

(d)During or following completion of all training required by this Subpart, each cabin crew member shall undergo a check covering all training elements of the relevant training programme, except for crew resource management (CRM) training. Checks shall be performed by personnel appropriately qualified to verify that the cabin crew member has achieved and/or maintains the required level of proficiency.

(e)CRM training courses and CRM modules where applicable shall be conducted by a cabin crew CRM instructor. When CRM elements are integrated in other training, a cabin crew CRM instructor shall manage the definition and implementation of the syllabus.

ED Decision 2014/017/R

EQUIPMENT AND PROCEDURES

The following definitions apply for the purpose of training programmes, syllabi and the conduct of training and checking on equipment and procedures:

(a)‘Safety equipment’ means equipment installed/carried to be used during day-to-day normal operations for the safe conduct of the flight and protection of occupants (e.g. seat belts, child restraint devices, safety card, safety demonstration kit).

(b)‘Emergency equipment’ means equipment installed/carried to be used in case of abnormal and emergency situations that demand immediate action for the safe conduct of the flight and protection of occupants, including life preservation (e.g. drop-out oxygen, crash axe, fire extinguisher, protective breathing equipment, manual release tool, slide-raft).

(c)‘Normal procedures’ means all procedures established by the operator in the operations manual for day-to-day normal operations (e.g. pre-flight briefing of cabin crew, pre-flight checks, passenger briefing, securing of galleys and cabin, cabin surveillance during flight).

(d)‘Emergency procedures’ means all procedures established by the operator in the operations manual for abnormal and emergency situations. For this purpose, ‘abnormal’ refers to a situation that is not typical or usual, deviates from normal operation and may result in an emergency.

ED Decision 2014/017/R

TRAINING METHODS AND TRAINING DEVICES

(a)The operator should establish training methods that take into account the following:

(1)training should include the use of cabin training devices, audio-visual presentations, computer-based training and other types of training, as most appropriate to the training element; and

(2)a reasonable balance between the different training methods should be ensured so that the cabin crew member achieves the level of proficiency necessary for a safe performance of all related cabin crew duties and responsibilities.

(b)When assessing the representative training devices to be used, the operator should:

(1)take into account that a representative training device may be used to train cabin crew as an alternative to the use of the actual aircraft or required equipment;

(2)ensure that those items relevant to the training and checking intended to be given accurately represent the aircraft or equipment in the following particulars:

(i)layout of the cabin in relation to doors/exits, galley areas and safety and emergency equipment stowage as relevant;

(ii)type and location of passenger seats and cabin crew stations;

(iii)doors/exits in all modes of operation, particularly in relation to the method of operation, mass and balance and operating forces, including failure of power-assist systems where fitted; and

(iv)safety and emergency equipment of the type provided in the aircraft (such equipment may be ‘training use only’ items and, for oxygen and protective breathing equipment, units charged with or without oxygen may be used); and

(3)assess the following factors when determining whether a door/exit can be considered to be a variant of another type:

(i)door/exit arming/disarming;

(ii)direction of movement of the operating handle;

(iii)direction of door/exit opening;

(iv)power-assist mechanisms; and

(v)assisting evacuation means such as slides and ropes.

ED Decision 2014/017/R

CHECKING

(a)Checking required for each training course should be accomplished by the method appropriate to the training element to be checked. These methods include:

(1)practical demonstration;

(2)computer-based assessment;

(3)in-flight checks;

(4)oral or written tests.

(b)Training elements that require individual practical participation may be combined with practical checks.