Easy Access Rules for Air Operations

ED Decision 2022/014/R

RESOURCE MANAGEMENT (CRM) TRAINING – MULTI CABIN CREW OPERATIONS

(a)General

(1)Training environment

CRM training should be conducted in the non-operational environment (classroom and computer-based) and in the operational environment (cabin training device and aircraft). Tools such as group discussions, team task analysis, team task simulation and feedback should be used.

(2)Classroom training

Whenever possible, classroom training should be conducted in a group session away from the pressures of the usual working environment, so that the opportunity is provided for cabin crew members to interact and communicate in an environment conducive to learning.

(3)Computer-based training

Computer-based training should not be conducted as a stand-alone training method, but may be conducted as a complementary training method.

(4)Cabin training devices and aircraft

Whenever practicable, relevant parts of CRM training should be conducted in representative cabin training devices that reproduce a realistic operational environment, or in the aircraft. During practical training, interaction should be encouraged.

(5)Integration into cabin crew training

CRM principles should be integrated into relevant parts of cabin crew training and operations, including checklists, briefings and emergency procedures.

(6)Combined CRM training for flight crew and cabin crew

(i)Operators should provide combined training for flight crew and cabin crew during recurrent CRM training.

(ii)The combined training should address at least:

(A)effective communication, coordination of tasks and functions of flight crew and cabin crew; and

(B)mixed multinational and cross-cultural flight crew and cabin crew, and their interaction, if applicable.

(iii)Combined CRM training should be conducted by flight crew CRM trainer or cabin crew CRM trainer.

(iv)There should be an effective liaison between flight crew and cabin crew training departments. Provision should be made for transfer of relevant knowledge and skills between flight crew and cabin crew CRM trainers.

(7)Management system

CRM training should address hazards and risks identified by the operator’s management system described in ORO.GEN.200.

(8)Competency-based CRM training

Whenever practicable, the compliance-based approach concerning CRM training may be substituted by a competency-based approach. In this context, CRM training should be characterised by a performance orientation, with emphasis on standards of performance and their measurement, and the development of training to the specified performance standards.

(9)Contracted CRM training

If the operator chooses not to establish its own CRM training, another operator, a third party or a training organisation may be contracted to provide the training in accordance with ORO.GEN.205. In case of contracted CRM training, the operator should ensure that the content of the course covers the specific culture, the type of operations and the associated procedures of the operator. When crew members from different operators attend the same course, the CRM training should be specific to the relevant flight operations and to the trainees concerned.

(b)Operator’s CRM training

The operator’s CRM training should cover all elements listed in Table 1 of (g). Several training elements are specified as ‘not required’ for the operator’s CRM training, since they are covered under the introductory CRM course for cabin crew as required in Annex V (Part-CC) to Commission Regulation (EU) No 1178/2011.

(c)Operator aircraft type conversion CRM training

If the cabin crew member undertakes the operator’s conversion training on an aircraft type, the applicable CRM training elements should be covered as specified in Table 1 of (g).

(d)Annual recurrent CRM training

(1)Annual recurrent CRM training should be provided in such a way that all CRM training elements specified for the annual recurrent training in Table 1 of (g) are covered over a period not exceeding 3 years.

(2)Operators should update their recurrent CRM training programme over a period not exceeding 3 years. The revision of the programme should take into account information from the operator’s management system.

(e)Senior cabin crew member course

(1)CRM training for senior cabin crew members should be the application of knowledge gained in previous CRM training and operational experience relevant to the specific duties and responsibilities of a senior cabin crew member. The operator should ensure that for the senior cabin crew member course the CRM training elements are integrated into the training, as specified in Table 1 of (g).

(2)During the training the senior cabin crew member should demonstrate the ability:

(i)to manage the operation; and

(ii)to take appropriate leadership and management decisions.

(f)Training elements

The CRM training elements to be covered are specified in Table 1 of (g). The operator should ensure that the following aspects are addressed:

(1)Resilience development

CRM training should address the main aspects of resilience development. The training should cover:

(i)Mental flexibility

Cabin crew should be trained to:

(A)understand that mental flexibility is necessary to recognise critical changes;

(B)reflect on their judgement and adjust it to the unique situation;

(C)avoid fixed prejudices and over-reliance on standard solutions; and

(D)remain open to changing assumptions and perceptions.

(ii)Performance adaptation

Cabin crew should be trained to:

(A)mitigate frozen behaviours, overreactions and inappropriate hesitation; and

(B)adjust actions to current conditions.

(2)Surprise and startle effect

CRM training should address unexpected, unusual and stressful situations including interruptions and distractions. Therefore, CRM training should be designed to prepare cabin crew to master sudden events and associated uncontrolled reactions.

(3)Cultural differences

CRM training should cover cultural differences of multinational and cross-cultural crews. This includes recognising that:

(i)different cultures may have different communication specifics, ways of understanding and approaches to the same situation or problem;

(ii)difficulties may arise when crew members with different mother tongue communicate in a common language which is not their mother tongue; and

(iii)cultural differences may lead to different methods for identifying a situation and solving a problem.

(4)Operator’s safety culture and company culture

CRM training should cover the operator’s safety culture, its company culture, the type of operations and the associated procedures of the operator. This should include areas of operations that may lead to particular difficulties or involve unusual hazards.

(5)Case studies

(i)CRM training should cover aircraft type-specific case studies, based on the information available within the operator’s management system, including:

(A)accident and serious incident reviews to analyse and identify any associated non-technical causal and contributory factors, and instances or examples of lack of CRM; and

(B)analysis of occurrences that were well managed.

(ii)If relevant aircraft type-specific or operator-specific case studies are not available, the operator should consider other case studies relevant to the scale and scope of its operations.

(g)CRM training syllabus

Table 1 below specifies which CRM training elements should be covered in each type of training. The levels of training in Table 1 can be described as follows:

(1)‘Required’ means training that should be instructional or interactive in style to meet the objectives specified in the CRM training programme or to refresh and strengthen knowledge gained in a previous training.

(2)‘In-depth’ means training that should be instructive or interactive in style taking full advantage of group discussions, team task analysis, team task simulation, etc., for the acquisition or consolidation of knowledge, skills and attitudes. The CRM training elements should be tailored to the specific needs of the training phase being undertaken.

Table 1 — Cabin crew CRM training

ED Decision 2022/014/R

CREW RESOURCE MANAGEMENT (CRM) TRAINING — SINGLE CABIN CREW OPERATIONS

For single cabin crew operations, AMC1 ORO.CC.115(e) should be applied with the following differences:

(a)Relevant training elements

CRM training should focus on the elements specified in Table 1 of (g) of AMC1 ORO.CC.115(e) which are relevant to single cabin crew operations. Therefore, single cabin crew CRM training should include, among others:

(1)situation awareness;

(2)workload management;

(3)decision-making;

(4)resilience development;

(5)surprise and startle effect; and

(6)effective communication and coordination with

(i)the flight crew; and

(ii)other operational personnel and ground services.

(b)Virtual classroom training

Notwithstanding (a)(2) of AMC1 ORO.CC.115(e), classroom training may take place remotely, using a videoconferencing tool for a cabin crew member operating on aircraft with a maximum operational passenger seating configuration of 19 or less. The tool should permit real-time interaction between the trainees and the trainer, including speech and elements of body language. It should also be capable of transmitting any document to the trainee that the trainer wishes to present. The CRM trainer should establish the list of trainees in advance. Their number should be limited to 6 to ensure a sufficient level of interaction during the training session.

ED Decision 2015/022/R

CABIN CREW CRM TRAINER

(a)Applicability

The provisions described herein:

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

(2)are not applicable to trainers or instructors conducting training other than CRM training, but integrating CRM elements into this training. Nevertheless, trainers or instructors who are integrating CRM elements into the aircraft type training, recurrent training or senior cabin crew member training should have acquired relevant knowledge of human performance and limitations, and have completed appropriate CRM training.

(b)Qualification of cabin crew CRM trainer

(1)A training and standardisation programme for cabin crew CRM trainers should be established.

(2)The cabin crew CRM trainer, in order to be suitably qualified, should:

(i)have adequate knowledge of the relevant flight operations;

(ii)have received instructions on human performance and limitations (HPL);

(iii)have completed an introductory CRM course, as required in Annex V (Part-CC) to Commission Regulation (EU) No 1178/2011, and an operator’s CRM training, as specified in AMC1 ORO.CC.115(e);

(iv)have received training in group facilitation skills;

(v)have received additional training in the fields of group management, group dynamics and personal awareness; and

(vi)have demonstrated the knowledge, skills and credibility required to train the CRM training elements in the non-operational environment, as specified in Table 1 of AMC1 ORO.CC.115(e).

(3)An experienced CRM trainer may become a cabin crew CRM trainer if he/she demonstrates a satisfactory knowledge of the relevant flight operations and the cabin crew working environment, and fulfils the provisions specified in (2)(ii) to (2)(vi).

(c)Training of cabin crew CRM trainer

(1)Training of cabin crew CRM trainers should be both theoretical and practical. Practical elements should include the development of specific trainer skills, particularly the integration of CRM into day-to-day operations.

(2)The basic training of cabin crew CRM trainers should include the training elements for cabin crew, as specified in Table 1 of AMC1 ORO.CC.115(e). In addition, the basic training should include the following:

(i)introduction to CRM training;

(ii)operator’s management system; and

(iii)characteristics, as applicable:

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

(B)of combined training; and

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

(3)The refresher training of cabin crew CRM trainers should include new methodologies, procedures and lessons learned.

(4)The training of cabin crew CRM trainers should be conducted by cabin crew CRM trainers with a minimum of 3 years’ experience. Assistance may be provided by experts in order to address specific areas.

(d)Assessment of cabin crew CRM trainer

(1)A cabin crew CRM trainer should be assessed by the operator when conducting the first CRM training course. This first assessment should be valid for a period of 3 years.

(2)Assessment is the process of observing, recording, interpreting and debriefing the cabin crew CRM trainer. The operator should describe the assessment process in the operations manual. All personnel involved in the assessment must be credible and competent in their role.

(e)Recency and renewal of qualification as cabin crew CRM trainer

(1)For recency of the 3-year validity period, the cabin crew CRM trainer should:

(i)conduct at least 2 CRM training events in any 12-month period;

(ii)be assessed within the last 12 months of the 3-year validity period by the operator; and

(iii)complete CRM trainer refresher training within the 3-year validity period.

(2)The next 3-year validity period should start at the end of the previous period.

(3)For renewal, i.e. when a cabin crew CRM trainer does not fulfil the provisions of (1), he/she should, before resuming as cabin crew CRM trainer:

(i)comply with the qualification provisions of (b) and (d); and

(ii)complete CRM trainer refresher training.

ED Decision 2015/022/R

CRM – GENERAL

(a)CRM is the effective utilisation of all available resources (e.g. crew members, aircraft systems, and supporting facilities) to achieve safe and efficient operation.

(b)The objective of CRM is to enhance the communication and management skills of the crew member, as well as the importance of effective coordination and two-way communication between all crew members.

ED Decision 2022/014/R

MINIMUM TRAINING TIMES

(a)The following minimum training times are appropriate:

(1)multi cabin crew operations:

(i)combined CRM training: 6 training hours over a period of 3 years or, for EBT operators which have implemented a competency framework for cabin crew (e.g. ICAO PANS-TRG), a minimum of 3 training hours within 3 years; and

(ii)operator’s CRM training: 6 training hours;

(2)operator’s CRM training for single cabin crew operations: 4 training hours for a cabin crew member operating on aircraft with a maximum operational passenger seating configuration of 19 or less;

(3)cabin crew CRM trainer:

(i)basic training:

(A)18 training hours when the operator can justify that the trainee already has received sufficient and suitable instruction on training skills in order to conduct CRM training courses; or

(B)30 training hours for trainees not fulfilling (A); and

(ii)refresher training: 6 training hours.

(b)‘Training hours’ means actual training time excluding breaks.

ED Decision 2022/014/R

DESIGN, IMPLEMENTATION AND EVALUATION OF CRM TRAINING

The checklist in Table 1 provides guidance on the design, implementation and evaluation of CRM training, and on their incorporation into the operator’s safety culture. Elements of the operator’s management systems and the competency-based approach are incorporated in the checklist.

Table 1 — Checklist for design, implementation, evaluation and incorporation of CRM training

ED Decision 2022/014/R

RESILIENCE DEVELOPMENT

(a)The main aspects of resilience development can be described as the ability to:

(1)learn (‘knowing what has happened’);

(2)monitor (‘knowing what to look for’);

(3)anticipate (‘finding out and knowing what to expect’); and

(4)respond (‘knowing what to do and being capable of doing it’).

(b)Operational safety is a continuous process of evaluation of and adjustment to existing and future conditions. In this context, and following the description in (a), resilience development involves an ongoing and adaptable process including situation assessment, self-review, decision and action. Training on resilience development enables crew members to draw the right conclusions from both positive and negative experiences. Based on those experiences, crew members are better prepared to maintain or create safety margins by adapting to dynamic complex situations.

(c)The training topics in (f)(1) of AMC1 ORO.CC.115(e) are to be understood as follows:

(1)Mental flexibility

(i)The phrase ‘understand that mental flexibility is necessary to recognise critical changes’ means that crew members are prepared to respond to situations for which there is no set procedure.

(ii)The phrase ‘reflect on their judgement and adjust it to the unique situation’ means that crew members learn to review their judgement based on the unique characteristics of the given circumstances.

(iii)The phrase ‘avoid fixed prejudices and over-reliance on standard solutions’ means that crew members learn to update solutions and standard response sets, which have been formed on prior knowledge.

(iv)The phrase ‘remain open to changing assumptions and perceptions’ means that crew members constantly monitor the situation, and are prepared to adjust their understanding of the evolving conditions.

(2)Performance adaptation

(i)The phrase ‘mitigate frozen behaviours, overreactions and inappropriate hesitation’ means that crew members correct improper actions with a balanced response.

(ii)The phrase ‘adjust actions to current conditions’ means that crew members’ responses are in accordance with the actual situation.

ED Decision 2015/022/R

CABIN CREW CRM TRAINER ASSESSMENT

(a)For assessing cabin crew CRM trainers, the operator may nominate experienced cabin crew CRM trainers who have demonstrated continued compliance with the provisions for a cabin crew CRM trainer and capability in that role for at least 3 years.

(b)An operator that does not have the resources to conduct the assessment may employ a contractor. The standard as regards the assessment is confirmed on a 3-year basis by the operator.

(c)The checklist in Table 1 provides guidance on the assessment of a cabin crew CRM trainer. If a cabin crew CRM trainer is competent in his/her role, the response to the questions in Table 1 should be ‘yes’. When answering the questions in Table 1, justifications and examples related to the responses given should be provided.

Table 1 — Cabin crew CRM trainer assessment checklist

ED Decision 2022/014/R

CRM TRAINING — VIRTUAL CLASSROOM TRAINING — SINGLE-CABIN CREW OPERATIONS OF AIRCRAFT WITH AN MOPSC OF 19 OR LESS

(a)A successful virtual classroom training relies on the ability of the trainer to make best use of the associated technologies in the context of CRM training. The cabin crew CRM trainer may need to receive appropriate training covering the following:

(1)learning style;

(2)teaching method associated with virtual classroom instruction, such as videoconferencing, and a familiarisation with the virtual classroom instruction system in use, including management of time, training media and equipment and tools.

(b)The requirement of ORO.GEN.140 for the operator to grant access to the competent authority also applies to the virtual classroom training.

(c)More information on virtual classroom training is provided in the EASA Guidance for allowing virtual classroom instruction and distance learning.

Regulation (EU) No 965/2012

(a)Each new entrant who does not already hold a valid cabin crew attestation issued in accordance with Annex V (Part-CC) to Regulation (EU) No 1178/2011:

(1)shall be provided with an initial training course as specified in CC.TRA.220 of that Annex; and

(2)shall successfully undergo the associated examination before undertaking other training required by this Subpart.

(b)Elements of the initial training programme may be combined with the first aircraft type specific training and operator conversion training, provided that the requirements of CC.TRA.220 are met and any such element(s) are recorded as elements of the initial training course in the training records of the cabin crew members concerned.

ED Decision 2014/017/R

NEW ENTRANTS IN OPERATIONS OTHER THAN CAT OPERATIONS

(a)When a new entrant to an operator conducting operations other than CAT is a cabin crew member, not holding a valid cabin crew attestation, who has already acquired experience as cabin crew in operations other than CAT, credit may be granted to the elements of the initial training programme he/she has previously completed if such training elements are documented in his/her training records.

(b)In such a case, the operator should ensure that:

(1)the full training programme, as specified in Appendix 1 to Part-CC, has been covered, and

(2)the new entrant successfully undergoes the examination required by ORO.CC.120(a)(2).

Regulation (EU) No 71/2014

(a)Each cabin crew member shall have completed appropriate aircraft type specific training and operator conversion training, as well as the associated checks, before being:

(1)first assigned by the operator to operate as a cabin crew member; or

(2)assigned by that operator to operate on another aircraft type.

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

(c)The aircraft type specific training programme shall:

(1)involve training and practice on a representative training device or on the actual aircraft; and

(2)cover at least the following aircraft type specific training elements:

(i)aircraft description as relevant to cabin crew duties;

(ii)all safety equipment and systems installed relevant to cabin crew duties;

(iii)operation and actual opening, by each cabin crew member, of each type or variant of normal and emergency doors and exits in the normal and emergency modes;

(iv)demonstration of the operation of the other exits including flight crew compartment windows;

(v)fire and smoke protection equipment where installed;

(vi)evacuation slide training, where fitted;

(vii)operation of the seat, restraint system and oxygen system equipment relevant to pilot incapacitation.

(d)The operator conversion training programme for each aircraft type to be operated shall:

(1)involve training and practice on a representative training device or on the actual aircraft;

(2)include training in the operator’s standard operating procedures for cabin crew members to be first assigned to duties by the operator;

(3)cover at least the following operator specific training elements as relevant to the aircraft type to be operated:

(i)description of the cabin configuration;

(ii)location, removal and use of all portable safety and emergency equipment carried on-board;

(iii)all normal and emergency procedures;

(iv)passenger handling and crowd control;

(v)fire and smoke training including the use of all related fire-fighting and protective equipment representative of that carried on-board;

(vi)evacuation procedures;

(vii)pilot incapacitation procedures;

(viii)applicable security requirements and procedures;

(ix)crew resource management.

ED Decision 2014/017/R

TRAINING PROGRAMME — AIRCRAFT TYPE SPECIFIC TRAINING

The following aircraft type specific training elements should be covered as relevant to the aircraft type:

(a)Aircraft description

(1)type of aircraft, principal dimensions, narrow or wide bodied, single or double deck;

(2)speed, altitude, range;

(3)passenger seating capacity;

(4)flight crew number and minimum number of required cabin crew;

(5)cabin doors/exits location and sill height;

(6)cargo and unpressurised areas as relevant;

(7)aircraft systems relevant to cabin crew duties;

(8)flight crew compartment — general presentation, pilot seats and their mechanism, emergency exits, storage;

(9)required cabin crew stations;

(10)flight crew compartment security — general: door components and use;

(11)access to avionics bay where relevant;

(12)lavatories — general: doors, systems, calls and signs; and

(13)least risk bomb location.

(b)Safety and emergency equipment and aircraft systems installed

Each cabin crew member should receive realistic training on, and demonstration of, the location and use of all aircraft type specific safety and emergency equipment and aircraft systems installed, with emphasis on the following:

(1)slides, and where non-self-supporting slides are carried, the use of any associated assisting evacuation means;

(2)life-rafts and slide-rafts, including the equipment attached to, and/or carried in, the raft;

(3)drop-out oxygen system; and

(4)communication equipment.

(c)Operation of doors and exits

This training should be conducted in a representative training device or in the actual aircraft and should include failure of power assist systems where fitted and the action and forces required to operate and deploy evacuation slides. Training should also include operation and actual opening of the flight crew compartment security door when installed.

(d)Fire and smoke protection equipment

Each cabin crew member should be trained in using fire and/or smoke protection equipment where fitted.

(e)Evacuation slide training

(1)Each cabin crew member should descend an evacuation slide from a height representative of the aircraft main deck sill height.

(2)The slide should be fitted to a representative training device or to the actual aircraft.

(3)A further descent should be made when the cabin crew member qualifies on an aircraft type in which the main deck exit sill height differs significantly from any aircraft type previously operated.

(f)Operation of equipment related to pilot incapacitation

The training should cover any type specific elements or conditions relevant to cabin crew actions to be taken in case of pilot incapacitation. Each cabin crew member should be trained to operate all equipment that must be used in case of pilot incapacitation.

ED Decision 2019/019/R

TRAINING PROGRAMME — OPERATOR CONVERSION TRAINING

The following training elements should be covered as relevant to the aircraft type and the related operator’s specifics:

(a)Description of the cabin configuration

The description should cover all elements specific to the operator’s cabin configuration and any differences with those previously covered in accordance with AMC1 ORO.CC.125(c), including:

(1)required and additional cabin crew stations — location (including direct view), restraint systems, control panels;

(2)passenger seats — general presentation and associated operator’s specific features and equipment;

(3)designated stowage areas;

(4)lavatories — operator’s specific features, equipment and systems additional to the aircraft type specific elements;

(5)galley — location, appliances, water and waste system, including shut-off, sinks, drains, stowage, control panels, calls and signs;

and where applicable

(6)crew rest areas — location, systems, controls, safety and emergency equipment;

(7)cabin dividers, curtains, partitions;

(8)lift location, use, controls;

(9)stowage for the containment of waste;

(10)passenger hand rail system or alternative means; and

(11)in-flight entertainment (IFE) system, if installed (e.g. central system or hand-held device(s) such as PEDs for the use by passenger(s) as applicable) and its safety aspects.

(b)Safety and emergency equipment

Each cabin crew member should receive realistic training on and demonstration of the location and use of all safety and emergency equipment carried, including:

(1)life jackets, infant life jackets and flotation devices;

(2)first-aid and drop-out oxygen, including supplementary systems;

(3)fire extinguishers and protective breathing equipment (PBE);

(4)crash axe or crowbar;

(5)emergency lights including torches;

(6)communication equipment, including megaphones;

(7)slide rafts and life rafts’ survival packs and their contents;

(8)pyrotechnics (actual or representative devices);

(9)first-aid kits, emergency medical kits and their contents; and

(10)other portable safety and emergency equipment, where applicable.

(c)Normal and emergency procedures

Each cabin crew member should be trained on the operator’s normal and emergency procedures as applicable, with emphasis on the following:

(1)passenger briefing, safety demonstration and cabin surveillance;

(2)severe air turbulence;

(3)non–pressurisation, slow and sudden decompression, including the donning of portable oxygen equipment by each cabin crew member;

(4)other in-flight emergencies; and

(5)carriage of special categories of passengers (SCPs).

(d)Passenger handling and crowd control

Training should be provided on the practical aspects of passenger preparation and handling, as well as crowd control, in various emergency situations as applicable to the operator’s specific aircraft cabin configuration, and should cover the following:

(1)communications between flight crew and cabin crew and use of all communications equipment, including the difficulties of coordination in a smoke-filled environment;

(2)verbal commands;

(3)the physical contact that may be needed to encourage people out of a door/exit and onto a slide;

(4)redirection of passengers away from unusable doors/exits;

(5)marshalling of passengers away from the aircraft;

(6)evacuation of special categories of passengers with emphasis on passengers with disabilities or reduced mobility; and

(7)authority and leadership.

(e)Fire and smoke training

(1)Each cabin crew member should receive realistic and practical training in the use of all fire-fighting equipment, including protective clothing representative of that carried in the aircraft.

(2)Each cabin crew member should:

(i)extinguish an actual fire characteristic of an aircraft interior fire except that, in the case of halon extinguishers, an alternative extinguishing agent may be used; and

(ii)exercise the donning and use of PBE in an enclosed simulated smoke-filled environment with particular emphasis on identifying the actual source of fire and smoke.

(f)Evacuation procedures

Training should include all the operator’s procedures that are applicable to planned or unplanned evacuations on land and water. It should also include, where relevant, the additional actions required from cabin crew members responsible for a pair of doors/exits and the recognition of when doors/exits are unusable or when evacuation equipment is unserviceable.

(g)Pilot incapacitation procedures

Unless the minimum flight crew is more than two, each cabin crew member should be trained in the procedure for pilot incapacitation. Training in the use of flight crew checklists, where required by the operator's standard operating procedures (SOPs), should be conducted by a practical demonstration.

(h)CRM

(1)The operator should ensure that all applicable CRM training elements, as specified in Table 1 of AMC1 ORO.CC.115(e), are covered to the level required in the column ‘Operator aircraft type conversion training’.

(2)The operator's CRM training and the CRM training covered during the operator aircraft type conversion training should be conducted by at least one cabin crew CRM instructor.

ED Decision 2014/017/R

TRAINING PROGRAMMES

The programmes and syllabi of aircraft type specific training, operator conversion training and differences training should take into account the cabin crew member's previous training as documented in his/her training records.

ED Decision 2014/017/R

NON-MANDATORY (RECOMMENDATIONS) ELEMENTS OF OPERATIONAL SUITABILITY DATA

When developing the training programmes and syllabi for aircraft-type specific training and for differences training, the operator should consider the non-mandatory (recommendations) elements for the relevant type that are provided in the operational suitability data established in accordance with Commission Regulation (EU) No 748/2012⁷².

Regulation (EU) No 71/2014

(a)In addition to the training required in ORO.CC.125, the cabin crew member shall complete appropriate training and checking covering any differences before being assigned on:

(1)a variant of an aircraft type currently operated; or

(2)a currently operated aircraft type or variant with different:

(i)safety equipment;

(ii)safety and emergency equipment location; or

(iii)normal and emergency procedures.

(b)The differences training programme shall:

(1)be determined as necessary on the basis of a comparison with the training programme completed by the cabin crew member, in accordance with ORO.CC.125(c) and (d), for the relevant aircraft type; and

(2)involve training and practice in a representative training device or the actual aircraft as relevant to the difference training element to be covered.

(c)When establishing a differences training programme and syllabus for a variant of an aircraft type currently operated, the operator shall include, where available, the relevant elements defined in the mandatory part of the operational suitability data established in accordance with Regulation (EU) No 748/2012.

ED Decision 2014/017/R

TRAINING PROGRAMMES

The programmes and syllabi of aircraft type specific training, operator conversion training and differences training should take into account the cabin crew member's previous training as documented in his/her training records.

ED Decision 2014/017/R

NON-MANDATORY (RECOMMENDATIONS) ELEMENTS OF OPERATIONAL SUITABILITY DATA

When developing the training programmes and syllabi for aircraft-type specific training and for differences training, the operator should consider the non-mandatory (recommendations) elements for the relevant type that are provided in the operational suitability data established in accordance with Commission Regulation (EU) No 748/2012⁷³.

Regulation (EU) No 965/2012

After completion of aircraft type specific training and operator conversion training on an aircraft type, each cabin crew member shall complete appropriate supervised familiarisation on the type before being assigned to operate as a member of the minimum number of cabin crew required in accordance with ORO.CC.100.

ED Decision 2019/019/R

FAMILIARISATION FLIGHTS AND AIRCRAFT FAMILIARISATION VISITS

(a)For CAT operations, familiarisation of cabin crew to a new aircraft type or variant should be completed in accordance with the following, as relevant:

(1)New entrant cabin crew

Each new entrant cabin crew member having no previous comparable operating experience should participate in:

(i)a familiarisation visit, as described in (c), to the aircraft to be operated; and

(ii)familiarisation flights, as described in (b).

(2)Cabin crew operating on a subsequent aircraft type

A cabin crew member assigned to operate on a subsequent aircraft type with the same operator should participate either in:

(i)a familiarisation flight, as described in (b); or

(ii)a familiarisation visit, as described in (c), to the aircraft type to be operated.

(b)Familiarisation flights

(1)During familiarisation flights, the cabin crew member should be assigned in addition to the minimum number of cabin crew required in accordance with ORO.CC.100 and if applicable ORO.CC.200.

(2)Familiarisation flights should be:

(i)conducted under the supervision of the senior cabin crew member;

(ii)structured and conducted with the cabin crew member participating in pre-flight, in-flight and post-flight safety duties;

(iii)operated with the cabin crew member wearing the operator’s cabin crew uniform; and

(iv)recorded in the training record of the cabin crew member.

(c)Aircraft familiarisation visits

(1)Aircraft visits should enable the cabin crew member to become familiar with the aircraft environment and its equipment. Accordingly, aircraft visits should be conducted by appropriately qualified persons. The aircraft visit should provide an overview of the aircraft’s exterior, interior and aircraft systems with emphasis on the following:

(i)interphone and public address systems;

(ii)evacuation alarm systems;

(iii)emergency lighting;

(iv)smoke detection systems;

(v)safety and emergency equipment;

(vi)flight crew compartment;

(vii)cabin crew stations;

(viii)lavatories;

(ix)galleys, galley security and water shut-off;

(x)cargo areas if accessible from the passenger compartment during flight;

(xi)circuit breaker panels located in the passenger compartment;

(xii)crew rest areas;

(xiii)doors/exits location and environment; and

(xiv)IFE system used for conveying safety-related information.

(2)An aircraft familiarisation visit may be combined with the aircraft type specific training or operator conversion training required by ORO.CC.125.

(d)For cabin crew members assigned to operations other than CAT, familiarisation should be completed by means of an aircraft familiarisation visit, or a familiarisation flight, as appropriate taking into account the aircraft type to be operated by the cabin crew member.

Regulation (EU) No 965/2012

(a)Each cabin crew member shall complete annually recurrent training and checking.

(b)Recurrent training shall cover the actions assigned to each member of the cabin crew in normal and emergency procedures and drills relevant to each aircraft type and/or variant to be operated.

(c)Aircraft type specific training elements:

(1)Recurrent training shall include annually touch-drills by each cabin crew member for simulating the operation of each type or variant of normal and emergency doors and exits for passenger evacuation.

(2)Recurrent training shall also include at intervals not exceeding three years:

(i)operation and actual opening by each cabin crew member, in a representative training device or in the actual aircraft, of each type or variant of normal and emergency exits in the normal and emergency modes;

(ii)actual operation by each cabin crew member, in a representative training device or in the actual aircraft, of the flight crew compartment security door, in both normal and emergency modes, and of the seat and restraint system, and a practical demonstration of the oxygen system equipment relevant to pilot incapacitation;

(iii)demonstration of the operation of all other exits including the flight crew compartment windows; and

(iv)demonstration of the use of the life-raft, or slide raft, where fitted.

(d)Operator specific training elements:

(1)Recurrent training shall include annually:

(i)by each cabin crew member:

(A)location and handling of all safety and emergency equipment installed or carried on board; and

(B)the donning of life-jackets, portable oxygen and protective breathing equipment (PBE);

(ii)stowage of articles in the passenger compartment;

(iii)procedures related to aircraft surface contamination;

(iv)emergency procedures;

(v)evacuation procedures;

(vi)incident and accident review;

(vii)crew resource management;

(viii)aero-medical aspects and first aid including related equipment;

(ix)security procedures.

(2)Recurrent training shall also include at intervals not exceeding three years:

(i)use of pyrotechnics (actual or representative devices);

(ii)practical demonstration of the use of flight crew checklists;

(iii)realistic and practical training in the use of all fire-fighting equipment, including protective clothing, representative of that carried in the aircraft;

(iv)by each cabin crew member:

(A)extinguishing a fire characteristic of an aircraft interior fire;

(B)donning and use of PBE in an enclosed simulated smoke-filled environment.

(e)Validity periods:

(1)The annual recurrent training validity period shall be 12 calendar months counted from the end of the month when the check was taken.

(2)If the recurrent training and checking required in (a) are undertaken within the last three calendar months of the validity period, the new validity period shall be counted from the original expiry date.

(3)For the additional triennial training elements specified in (c)(2) and (d)(2), the validity period shall be 36 calendar months counted from the end of the month when the checks were taken.

ED Decision 2016/004/R

TRAINING PROGRAMMES

(a)Elements of the annual recurrent training programme

(1)Training on the location and handling of safety and emergency equipment should include all relevant oxygen systems, and any equipment such as defibrillators if carried on board.

(2)Training on emergency procedures should cover pilot incapacitation procedures and crowd control techniques.

(3)CRM training should satisfy the following:

(i)the applicable training elements specified in Table 1 of AMC1 ORO.CC.115(e)should be covered within a 3-yearcycle to the level required by column ‘Annual Recurrent Training’;

(ii)the definition and implementation of the CRM training programme should be managed by a cabin crew CRM trainer; and

(iii)when CRM training is provided by stand-alone modules, it should be conducted by at least one cabin crew CRM trainer.

(b)Additional triennial elements of recurrent training programme

(1)Training on the operation of normal and emergency doors/exits should cover failure of power assist systems where fitted. This should include the actions and forces required to operate and deploy evacuation slides, and additional training when relevant for cabin crew members responsible for a pair of doors/exits.

(2)Training in the use of all firefighting equipment, including protective clothing, representative of that carried in the aircraft should include individual practice by each cabin crew member to extinguish a fire characteristic of an aircraft interior fire except that, in the case of halon extinguishers, an alternative extinguishing agent may be used. Training should place particular emphasis on identifying the actual source of fire or smoke.

(3)Training on normal and emergency procedures for special categories of passengers (SCPs) should cover the specific procedures established by the operator for the carriage of SCPs. The operator may determine that such training is to be completed at shorter intervals, taking into account the route structure, passenger profiles, aircraft types operated, seasonal demands and operations.

Regulation (EU) No 965/2012

(a)When a cabin crew member, during the preceding six months within the validity period of the last relevant recurrent training and checking:

(1)has not performed any flying duties, he/she shall, before being reassigned to such duties, complete refresher training and checking for each aircraft type to be operated; or

(2)has not performed flying duties on one particular aircraft type, he/she shall, before being reassigned to duties, complete on that aircraft type:

(i)refresher training and checking; or

(ii)two familiarisation flights in accordance with ORO.CC.135.

(b)The refresher training programme for each aircraft type shall at least cover:

(1)emergency procedures;

(2)evacuation procedures;

(3)operation and actual opening, by each cabin crew member, of each type or variant of normal and emergency exits and of the flight crew compartment security door in the normal and emergency modes;

(4)demonstration of the operation of all other exits including the flight crew compartment windows;

(5)location and handling of all relevant safety and emergency equipment installed or carried on-board.

(c)The operator may elect to replace refresher training by recurrent training if the reinstatement of the cabin crew member’s flying duties commences within the validity period of the last recurrent training and checking. If that validity period has expired, refresher training may only be replaced by aircraft type specific and operator conversion training as specified in ORO.CC.125.

ED Decision 2014/017/R

TRAINING PROGRAMME

(a)Training on emergency procedures should include pilot incapacitation procedures and crowd control techniques as applicable to the aircraft type; and

(b)Operation of doors and exits by each cabin crew member should include failure of power assist systems where fitted as well as the action and forces required to operate and deploy evacuation slides.

ED Decision 2014/017/R

FREQUENCY OF REFRESHER TRAINING

For aircraft with complex equipment or procedures, the operator should consider the need for refresher training to be completed by cabin crew members who have been absent from flying duties for less than 6 months.

SECTION 2 – Additional requirements for commercial air transport operations

Regulation (EU) No 965/2012

(a)When more than one cabin crew member is required, the composition of the cabin crew shall include a senior cabin crew member nominated by the operator.

(b)The operator shall nominate cabin crew members to the position of senior cabin crew member only if they:

(1)have at least one year of experience as operating cabin crew member; and

(2)have successfully completed a senior cabin crew training course and the associated check.

(c)The senior cabin crew training course shall cover all duties and responsibilities of senior cabin crew members and shall include at least the following elements:

(1)pre-flight briefing;

(2)cooperation with the crew;

(3)review of operator requirements and legal requirements;

(4)accident and incident reporting;

(5)human factors and crew resource management (CRM); and

(6)flight and duty time limitations and rest requirements.

(d)The senior cabin crew member shall be responsible to the commander for the conduct and coordination of normal and emergency procedures specified in the operations manual, including for discontinuing non-safety-related duties for safety or security purposes.

(e)The operator shall establish procedures to select the most appropriately qualified cabin crew member to act as senior cabin crew member if the nominated senior cabin crew member becomes unable to operate. Changes to these procedures shall be notified to the competent authority.

ED Decision 2014/017/R

TRAINING PROGRAMME

The senior cabin crew member training course should at least cover the following elements:

(a)Pre-flight briefing:

(1)operating as a crew;

(2)allocation of cabin crew stations and responsibilities; and

(3)consideration of the particular flight, aircraft type, equipment, area and type of operation, including extended range operations with two-engine aeroplanes (ETOPS) and special categories of passengers with emphasis on passengers with disabilities or reduced mobility, infants and stretcher cases.

(b)Cooperation within the crew:

(1)discipline, responsibilities and chain of command;

(2)importance of coordination and communication; and

(3)pilot incapacitation.

(c)Review of operator requirements and legal requirements:

(1)passenger briefing, safety briefing cards;

(2)securing of galleys;

(3)stowage of cabin baggage;

(4)electronic equipment;

(5)procedures when fuelling with passengers on board;

(6)turbulence; and

(7)documentation.

(d)Accident and incident reporting.

(e)Human factors and CRM:

The operator should ensure that all applicable elements specified in Table 1 of AMC1 ORO.CC.115(e) are integrated into the training and covered to the level required by Column ‘Senior Cabin Crew Course’.

(f)Flight and duty time limitations and rest requirements (FTL).

ED Decision 2014/017/R

RESPONSIBILITY TO THE COMMANDER

When the level of turbulence so requires, and in the absence of any instructions from the flight crew, the senior cabin crew member should be entitled to discontinue non-safety-related duties and advise the flight crew of the level of turbulence being experienced and the need for the fasten seat belt signs to be switched on. This should be followed by the cabin crew securing the passenger cabin and other relevant areas.

ED Decision 2015/005/R

UNABLE TO OPERATE

(a)Replacement of senior cabin crew member at a base of the operator

A senior cabin crew member who did not report for or cannot commence the assigned flight or series of flights originating from a base of the operator should be replaced without undue delay. The flight should not depart unless another senior cabin crew member has been assigned.

(b)Replacement of incapacitated or unavailable senior cabin crew member

(1)A senior cabin crew member, who becomes incapacitated during a flight or series of flights, or unavailable at a stopover (layover) point, should be replaced without undue delay by another senior cabin crew member qualified on the concerned aircraft type/variant. If there is no other senior cabin crew member, the most appropriately qualified cabin crew member should be assigned to act as senior cabin crew member in order to reach a base of the operator.

(2)If during the series of flights the aircraft transits via a base of the operator, the assigned cabin crew member acting as senior cabin crew member should be replaced by another senior cabin crew member.

ED Decision 2015/005/R

MOST APPROPRIATELY QUALIFIED CABIN CREW MEMBER

Selection of the most appropriately qualified cabin crew member should take into account if the individual’s experience as operating cabin crew member is adequate for the conduct of duties required of a senior cabin crew member. The selected cabin crew member should have operational experience on the concerned aircraft type/variant.

ED Decision 2015/005/R

REPLACEMENT OF INCAPACITATED OR UNAVAILABLE SENIOR CABIN CREW MEMBER BY ANOTHER SENIOR CABIN CREW MEMBER

To ensure that another senior cabin crew member is assigned without undue delay, the operator should take appropriate measures. These include, but are not limited to, the following:

(a)to ensure that a flight or series of flights do not depart from an aerodrome where a senior cabin crew member is available or can be made available, the operator may:

(1)appoint a senior cabin crew member originally assigned to another flight and who is available at the concerned base or stopover (layover) point if the reporting time for that flight provides sufficient time to find a replacement; or

(2)assign a senior cabin crew member who is on standby to operate the flight or to position to the destination where the nominated senior cabin crew member has become incapacitated or unavailable to operate;

(b)the operator should utilise another senior cabin crew member if she/he is among the operating crew on the same flight;

(c)in case of unavailable senior cabin crew member, the operator should use the available time and resources to replace him/her at the stopover (layover) point with another senior cabin crew member;

(d)the operator should consider including the identification of the most appropriately qualified cabin crew member in pre-flight briefings.

ED Decision 2015/005/R

FLIGHT OR SERIES OF FLIGHTS

Flight or series of flights refers to a period that commences when a cabin crew member is required to report for duty, which includes a sector or a series of sectors, and finishes when the aircraft finally comes to rest and the engines are shut down, at the end of the last sector on which the cabin crew member acts as an operating crew member.

Regulation (EU) 2019/1384

(a)Whenever passengers are on board an aircraft, the minimum number of cabin crew members required in accordance with point ORO.CC.100 shall be present in the aircraft and ready to act.

(b)By way of derogation from point (a), the minimum number of cabin crew members may be reduced in either of the following cases:

(1)during normal ground operations not involving refuelling or defuelling when the aircraft is at its parking station;

(2)in unforeseen circumstances if the number of passengers carried on the flight is reduced. In this case, a report shall be submitted to the competent authority after completion of the flight;

(3)for the purpose of providing in-flight rest during the cruise phase, either in accordance with point ORO.FTL.205(e) or as a fatigue mitigation implemented by the operator.

(c)For the purposes of points (b)(1) and (b)(2), the operator's procedures of the operations manual shall ensure that:

(1)an equivalent level of safety is achieved with the reduced number of cabin crew members, in particular for evacuation of passengers;

(2)despite the reduced number of cabin crew members a senior cabin crew member is present in accordance with point ORO.CC.200;

(3)at least one cabin crew member is required for every 50, or fraction of 50, passengers present on the same deck of the aircraft;

(4)in the case of normal ground operations with aircraft requiring more than one cabin crew member, the number determined in accordance with point (3) shall be increased by one cabin crew member per each pair of floor level emergency exits.

(d)For the purposes of point (b)(3), the operator shall:

(1)conduct a risk assessment to determine the number of cabin crew members who are to be present and ready to act at all times during cruise;

(2)identify measures to mitigate the effects of having a lower number of cabin crew members being present and ready to act during cruise;

(3)establish in the operations manual specific procedures, including for the in-flight rest of the senior cabin crew member, that ensure at all times appropriate passenger handling and efficient management of any abnormal or emergency situations;

(4)specify, in the flight time specification scheme in accordance with point ORO.FTL.125, the conditions under which in-flight rest may be provided to the cabin crew members.

ED Decision 2019/019/R

CABIN CREW PRESENT AND READY TO ACT

‘Present and ready to act’ means that cabin crew members should be awake and in a state of alertness that enables them to fulfil their responsibilities and perform their duties as required by any situation in accordance with all applicable normal and emergency procedures established in the operations manual.

ED Decision 2015/005/R

UNFORESEEN CIRCUMSTANCES

Unforeseen circumstances in this context refer to incapacitation and unavailability of a senior cabin crew member or a cabin crew member as follows:

(a)‘Incapacitation’ means a sudden degradation of medical fitness that occurs during flight duty period either in-flight or during a flight transit of the same flight duty period away from operator’s base and that precludes the senior cabin crew member or cabin crew member from performing his/her duties. Incapacitation prior to dispatch of the aircraft from a base of the operator does not substantiate a reduction of the cabin crew complement below the minimum required.

(b)‘Unavailability’ means circumstances at a stopover (layover) destination that preclude the senior cabin crew member or cabin crew member from reporting for the flight duty period, such as traffic jams that prevent the senior cabin crew member or cabin crew member from presenting himself/herself at the crew pick-up point in time, difficulties with local authorities, health problems, death, etc. Unavailability does not refer to insufficient number or absence of cabin crew members on standby, or absence from work due to pregnancy, maternity/paternity leave, parental leave, medical leave, sick leave, or any other absence from work.

ED Decision 2019/019/R

PROCEDURES WITH REDUCED NUMBER OF CABIN CREW

(a)During ground operations, if reducing the applicable minimum required number of cabin crew, the operator should ensure that the procedures required by ORO.CC.205(c)(1) specify that:

(1)electrical power is available on the aircraft;

(2)a means of initiating an evacuation is available to the senior cabin crew member or at least one member of the flight crew is in the flight crew compartment;

(3)cabin crew stations and associated duties are specified in the operations manual; and

(4)cabin crew remain aware of the position of servicing and loading vehicles at and near the exits.

Additionally, in the case of passengers’ embarkation:

(5)the senior cabin crew member should have performed the pre-boarding safety briefing to the cabin crew; and

(6)the pre-boarding cabin checks should have been completed.

(b)If, in unforeseen circumstances, the number of cabin crew members is reduced below the applicable minimum required number, for example in the event of incapacitation or unavailability of cabin crew, the procedures established for this purpose in the operations manual should take into consideration at least the following:

(1)reduction of passenger numbers;

(2)reseating of passengers with due regard to doors/exits and other applicable limitations; and

(3)relocation of cabin crew taking into account the factors specified in AMC1 ORO.CC.100 and any change of procedures.

ED Decision 2019/019/R

RISK ASSESSMENT FOR CRUISE PHASE OPERATION WITH A LOWER NUMBER OF CABIN CREW MEMBERS

When conducting the risk assessment required under ORO.CC.205(d), the operator should:

(a)assess the risks as relevant to the type and duration of the flight to be operated, aeroplane type, cabin configuration, passenger seating capacity, the number and qualification of the operating cabin crew members, and the particular flight duty period (FDP);

(b)determine how many cabin crew members should be present and ready to act at any time to realistically manage the normal and emergency procedures to be applied during cruise; and

(c)evaluate the time and conditions necessary for the cabin crew members taking in-flight rest to reach their assigned cabin crew stations in case of an emergency.

ED Decision 2019/019/R

SPECIFIC PROCEDURES FOR CRUISE PHASE OPERATION WITH A LOWER NUMBER OF CABIN CREW MEMBERS IN THE PASSENGER COMPARTMENT

(a)When establishing the specific procedures for cruise phase operation with a lower number of cabin crew members in the passenger compartment, the operator should at least consider the following:

(1)Normal procedures including at least:

(i)surveillance of the passenger compartment, including the lavatories and the galleys;

(ii)management of, and assistance to, passengers;

(iii)crew communication and coordination, including the necessary contact with and support to the flight crew as specified by the operator.

(2)Emergency procedures including at least those to be applied in case of:

(i)medical emergency;

(ii)unruly behaviour;

(iii)unlawful interference or bomb threat;

(iv)slow depressurisation;

(v)decompression;

(vi)fire or smoke event;

(vii)emergency descent, taking into account that the procedure to be applied may vary depending on the causing event (e.g. depressurisation or fire).

(c)Specific procedures for cruise phase operation with a lower number of cabin crew should describe:

(1)how to re-assign duties and responsibilities of cabin crew members or senior crew members who take in-flight rest to another cabin crew member considering the experience and qualification of the cabin crew member or senior cabin crew member; and

(2)how cabin crew members taking in-flight rest can be again ready to act and reach their assigned cabin crew stations in case of an emergency.

Regulation (EU) No 965/2012

Cabin crew members shall only be assigned to duties, and operate, on a particular aircraft type or variant if they:

(a)hold a valid attestation issued in accordance with Annex V (Part-CC) to Regulation (EU) No 1178/2011;

(b)are qualified on the type or variant in accordance with this Subpart;

(c)comply with the other applicable requirements of this Subpart and Annex IV (Part-CAT);

(d)wear the operator’s cabin crew uniform.

ED Decision 2014/017/R

OPERATOR’S CABIN CREW UNIFORM

The uniform to be worn by operating cabin crew should be such as not to impede the performance of their duties, as required for the safety of passengers and flight during operations, and should allow passengers to identify the operating cabin crew including in an emergency situation.

Regulation (EU) No 965/2012

(a)Training and checking programmes including syllabi required by this Subpart shall be approved by the competent authority and specified in the operations manual.

(b)After a cabin crew member has successfully completed a training course and the associated check, the operator shall:

(1)update the cabin crew member’s training records in accordance with ORO.MLR.115; and

(2)provide him/her with a list showing updated validity periods as relevant to the aircraft type(s) and variant(s) on which the cabin crew member is qualified to operate.

ED Decision 2014/017/R

LIST OF AIRCRAFT TYPE/VARIANT QUALIFICATION(S)

When providing the updated validity list of aircraft type/variant qualifications to cabin crew members having successfully completed a training course and the associated checking, the operator may use the following format. If using another format, at least the elements in (a) to (d) and in columns (1) and (2) should be indicated to show validity of qualification(s).

Regulation (EU) No 71/2014

(a)A cabin crew member shall not be assigned to operate on more than three aircraft types, except that, with the approval of the competent authority, the cabin crew member may be assigned to operate on four aircraft types if for at least two of the types:

(1)safety and emergency equipment and type-specific normal and emergency procedures are similar; and

(2)non-type-specific normal and emergency procedures are identical.

(b)For the purpose of (a) and for cabin crew training and qualifications, the operator shall determine:

(1)each aircraft as a type or a variant taking into account, where available, the relevant elements defined in the mandatory part of the operational suitability data established in accordance with Regulation (EU) No 748/2012 for the relevant aircraft type or variant; and

(2)variants of an aircraft type to be different types if they are not similar in the following aspects:

(i)emergency exit operation;

(ii)location and type of portable safety and emergency equipment;

(iii)type-specific emergency procedures.

ED Decision 2014/017/R

DETERMINATION OF AIRCRAFT TYPES AND VARIANTS

(a)When determining similarity of location and type of portable safety and emergency equipment, the following factors should be assessed:

(1)all portable safety and emergency equipment is stowed in the same, or in exceptional circumstances, in substantially the same location;

(2)all portable safety and emergency equipment requires the same method of operation;

(3)portable safety and emergency equipment includes:

(i)fire-fighting equipment;

(ii)protective breathing equipment (PBE);

(iii)oxygen equipment;

(iv)crew life-jackets;

(v)torches;

(vi)megaphones;

(vii)first-aid equipment;

(viii)survival and signalling equipment; and

(ix)other safety and emergency equipment, where applicable.

(b)The type-specific emergency procedures to be considered should include at least the following:

(1)land and water evacuation;

(2)in-flight fire;

(3)non-pressurisation, slow and sudden decompression; and

(4)pilot incapacitation.

(c)When determining similarity of doors/exits in the absence of operational suitability data established in accordance with Commission Regulation (EU) No 748/2012 for the relevant aircraft type(s) or variant(s), the following factors should be assessed, except for self-help exits, such as type III and type IV exits, that need not be included in the assessment:

(1)door/exit arming and disarming;

(2)direction of movement of the operating handle;

(3)direction of door/exit opening;

(4)power assist mechanisms; and

(5)assisting evacuation means.

ED Decision 2014/017/R

SAFETY BRIEFING FOR CABIN CREW

When changing aircraft type or variant during a series of flight sectors, the cabin crew safety briefing should include a representative sample of type-specific normal and emergency procedures and safety and emergency equipment applicable to the actual aircraft to be operated for the immediately subsequent flight sector.

Regulation (EU) No 965/2012

(a)The operator shall select, recruit, train and check the proficiency of cabin crew members to be assigned to single cabin crew member operations according to criteria appropriate to this type of operation.

(b)Cabin crew members who have no previous operating experience as single cabin crew member shall only be assigned to such type of operation after they have:

(1)completed training as required in (c) in addition to other applicable training and checking required by this Subpart;

(2)successfully passed the checks verifying their proficiency in discharging their duties and responsibilities in accordance with the procedures specified in the operations manual; and

(3)undertaken familiarisation flying of at least 20 hours and 15 sectors on the relevant aircraft type under the supervision of an appropriately experienced cabin crew member.

(c)The following additional training elements shall be covered with particular emphasis to reflect single cabin crew operations:

(1)responsibility to the commander for the conduct of normal and emergency procedures;

(2)importance of coordination and communication with the flight crew, in particular when managing unruly or disruptive passengers;

(3)review of operator requirements and legal requirements;

(4)documentation;

(5)accident and incident reporting; and

(6)flight and duty time limitations and rest requirements.

SUBPART TC: TECHNICAL CREW IN HEMS, HHO OR NVIS OPERATIONS

Regulation (EU) 2024/1111

This Subpart establishes the requirements to be met by an air operator when operating an aircraft with technical crew members in commercial air transport helicopter emergency medical service (HEMS) operations, emergency medical service operations with VCA (VEMS), night-vision imaging system (NVIS) operations, or helicopter hoist operations (HHO).

Regulation (EU) 2024/1111

(a)Technical crew members involved in commercial air transport HEMS, VEMS, HHO or NVIS operations shall only be assigned duties provided they:

(1)are at least 18 years of age;

(2)are physically and mentally fit to safely discharge their assigned duties and responsibilities;

(3)have completed all applicable training required by this Subpart to perform their assigned duties;

(4)have been checked and found to be proficient to perform all their assigned duties in accordance with the procedures specified in the operations manual.

(b)Before assigning to duties technical crew members who are self-employed and/or 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 technical crew member to other operator(s) to determine in particular:

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

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

ED Decision 2025/010/R

GENERAL

(a)The technical crew member in HEMS, VEMS, HHO or NVIS operations should undergo an initial medical examination or assessment and, if applicable, a reassessment before undertaking duties.

(b)Any medical assessment or re-assessment should be carried out according to best aero-medical practice by a medical practitioner who has sufficiently detailed knowledge of the applicant’s medical history.

(c)The operator should maintain a record of medical fitness for each technical crew member.

(d)Technical crew members should:

(1)be in good health;

(2)be free from any physical or mental illness that might lead to incapacitation or inability to perform crew duties;

(3)have normal cardio-respiratory function;

(4)have normal central nervous system;

(5)have adequate visual acuity 6/9 with or without glasses;

(6)have adequate hearing;

(7)have normal function of ear, nose and throat; and

(8)be colour safe for night operations.

(e)Validity of medical assessments and reassessments

(1)The medical assessment or reassessment of points (d)(1) to (d)(4) and (d)(6) and (d)(7) should have a validity period of:

(i)60 months, until the technical crew member reaches the age of 40;

(ii)24 months, for technical crew members aged above 40.

(2)The medical assessment or reassessment of point (d)(5) should have a validity period of:

(i)the duration defined in (e)(1)(i) and (e)(1)(ii), until the technical crew member reaches the age of 50;

(ii)12 months, for technical crew members aged above 50.

(3)The medical assessment of point (d)(8) does not need to be repeated.

(f)A class 2 medical certificate issued in accordance with Commission Regulation (EU) No 1178/2011⁷⁴ meets the requirements of ORO.TC.105(a)(2).

(g)A LAPL medical certificate issued in accordance with Commission Regulation (EU) No 1178/2011, complemented with timely medical reassessments of point (d)(5), meets the requirements of ORO.TC.105(a)(2).

Regulation (EU) 2024/1111

(a)The operator shall establish a training programme in accordance with the applicable requirements of this Subpart to cover the duties and responsibilities to be performed by technical crew members.

(b)Following the completion of initial, operator conversion, and differences training, and following any required familiarisation flights, each technical crew member shall undergo a check to demonstrate their proficiency in carrying out normal and emergency procedures.

(c)Training and checking shall be conducted for each training course by personnel suitably qualified and experienced in the subject to be covered. The operator shall inform the competent authority about the personnel conducting the checks.

(d)The checks that follow the operator conversion training and any required familiarisation flights shall take place prior to operating as a required technical crew member in HEMS, VEMS, HHO or NVIS operations.’

(e)The validity of the technical crew member’s check to demonstrate their proficiency in carrying out normal and emergency procedures shall be 12 calendar months.

ED Decision 2014/017/R

GENERAL

(a)Elements of training that require individual practice may be combined with practical checks.

(b)The checks should be accomplished by the method appropriate to the type of training including:

(1)practical demonstration;

(2)computer-based assessment;

(3)in-flight checks; and/or

(4)oral or written tests.

ED Decision 2023/007/R

VALIDITY PERIOD OF RECURRENT CHECKING

(a)The validity period should be counted from the end of the month when the checking was taken.

(b)When the checking is completed within the last 3 months of the validity period, the new validity period should be counted from the original expiry date.

ED Decision 2015/022/R

CRM TRAINING

The technical crew training programme for initial, operator conversion and recurrent training should include relevant CRM training elements as specified in AMC1 ORO.FC.115.

Regulation (EU) No 965/2012

Before undertaking the operator conversion training, each technical crew member shall complete initial training, including:

(a)general theoretical knowledge on aviation and aviation regulations covering all elements relevant to the duties and responsibilities required of technical crew;

(b)fire and smoke training;

(c)survival training on ground and in water, appropriate to the type and area of operation;

(d)aero-medical aspects and first-aid;

(e)communication and relevant CRM elements of ORO.FC.115 and ORO.FC.215.

ED Decision 2025/010/R

ELEMENTS

(a)The elements of initial training mentioned in point ORO.TC.115 should include in particular:

(1)General theoretical knowledge on aviation and aviation regulations relevant to duties and responsibilities:

(i)the importance of crew members performing their duties in accordance with the operations manual;

(ii)continuing competence and fitness to operate as a crew member with special regard to flight and duty time limitations and rest requirements;

(iii)an awareness of the aviation regulations relating to crew members and the role of the competent and inspecting authority;

(iv)general knowledge of relevant aviation terminology, theory of flight, passenger distribution, meteorology and areas of operation;

(v)pre-flight briefing of the crew members and the provision of necessary safety information with regard to their specific duties;

(vi)the importance of ensuring that relevant documents and manuals are kept up-to-date with amendments provided by the operator;

(vii)the importance of identifying when crew members have the authority and responsibility to initiate an evacuation and other emergency procedures; and

(viii)the importance of safety duties and responsibilities and the need to respond promptly and effectively to emergency situations.

(2)Fire and smoke training:

(i)reactions to emergencies involving fire and smoke and identification of the fire sources, including battery fire;

(ii)the classification of fire and the appropriate type and techniques of application of extinguishing agents, the consequences of misapplication, and of use in a confined space;

(iii)the general procedures of ground-based emergency services at aerodromes;

(iv)the risks of overcharging, overheating, short circuit and fire when charging or swapping VCA batteries; heat generation and ‘thermal runaway’, if applicable.

(3)When conducting extended overwater operations with helicopters or operations with VCA 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, water survival training, including the use of personal flotation equipment.

(4)Before first operating on an aircraft fitted with life-rafts or other similar equipment, training on the use of this equipment, including practice in water.

(5)Survival training appropriate to the areas of operation (e.g. polar, desert, jungle, sea or mountain).

(6)Aero-medical aspects and first aid, including:

(i)instruction on first aid and the use of first-aid kits; and

(ii)the physiological effects of flying.

(7)Effective communication between technical crew members and flight crew members, including common language and terminology.

(8)All elements of CRM training applicable to flight crew members operating in a multi-pilot environment, as described in AMC1 ORO.FC.115, with the following difference: CRM principles should be integrated into relevant parts of technical crew training and operations including checklists, briefings, abnormal and emergency procedures.

Regulation (EU) 2024/1111

Each technical crew member shall complete:

(a)operator conversion training, including relevant CRM elements,

(1)before being first assigned by the operator as a technical crew member; or

(2)when changing to a different aircraft type or class, if any of the equipment or procedures mentioned in (b) are different.

(b)The operator conversion training shall include:

(1)the location and use of all safety and survival equipment carried on board the aircraft;

(2)all normal and emergency procedures;

(3)on-board equipment used to perform duties in the aircraft or on the ground for the purpose of assisting the pilot during HEMS, VEMS, HHO or NVIS operations.

ED Decision 2025/010/R

ELEMENTS

(a)Operator conversion training mentioned in point ORO.TC.120(b) and differences training mentioned in point ORO.TC.125(a) should include the following:

(1)Fire and smoke training, including practical training in the use of all firefighting equipment as well as protective clothing representative of that carried in the aircraft. Each technical crew member should:

(i)extinguish a fire characteristic of an aircraft interior fire except that, in the case of Halon extinguishers, an alternative extinguishing agent may be used;

(ii)practise the donning and use of protective breathing equipment (if fitted) in an enclosed, simulated smoke-filled environment; and

(iii)manage a fire of a battery mounted on a VCA, where applicable.

(2)Practical training in operating and opening all normal and emergency exits for passenger evacuation in an aircraft or representative training device and demonstration of the operation of all other exits.

(3)Evacuation procedures and other emergency situations, including:

(i)recognition of planned or unplanned evacuations on land or water — this training should include recognition of unusable exits or unserviceable evacuation equipment;

(ii)in-flight fire and identification of fire source; and

(iii)other in-flight emergencies.

(4)Training in assisting if a pilot becomes incapacitated, including a demonstration of:

(i)the pilot’s seat mechanism;

(ii)fastening and unfastening the pilot’s seat restraint system;

(iii)use of the pilot’s oxygen equipment, when applicable; and

(iv)use of pilots’ checklists.

(5)Training on, and demonstration of, the location and use of safety equipment, including the following:

(i)life rafts, including the equipment attached to, and/or carried in, the raft, where applicable;

(ii)life jackets, infant life jackets and flotation devices, where applicable;

(iii)fire extinguishers;

(iv)crash axe or crow bar;

(v)emergency lights, including portable lights;

(vi)communication equipment, including megaphones;

(vii)survival packs, including their contents;

(viii)pyrotechnics (actual or representative devices);

(ix)first-aid kits, their contents and emergency medical equipment; and

(x)other safety equipment or systems, where applicable.

(6)Training on passenger briefing/safety demonstrations and preparation of passengers for normal and emergency situations.

(7)Training on the use of dangerous goods, if applicable.

(8)Task-specific training.