Easy Access Rules for Air Operations

ED Decision 2025/010/R

AERODROME MOVING MAP DISPLAY (AMMD) APPLICATION WITH OWN-SHIP POSITION

(a)General

An AMMD application should not be used as the primary means of navigation for taxiing and should be only used in conjunction with other materials and procedures identified within the operating concept (see paragraph e)).

When an AMMD is in use, the primary means of navigation for taxiing remains the use of normal procedures and direct visual observation out of the flight-crew-compartment window.

Thus, as recognised in ETSO-C165a, an AMMD application with a display of own-ship position is considered to have a minor safety effect for malfunctions that cause the incorrect depiction of aircraft position (own-ship), and the failure condition for the loss of function is classified as ‘no safety effect’.

(b)Minimum requirements

AMMD software that complies with European Technical Standard Order ETSO-C165a is considered to be acceptable.

In addition, the system should provide the means to display the revision number of the software installed.

To achieve the total system accuracy requirements of ETSO-C165a, an airworthiness-approved sensor using the global positioning system (GPS) in combination with a medium-accuracy database compliant with EUROCAE ED-99C/RTCA DO-272C, ‘User Requirements for Aerodrome Mapping Information,’ (or later revisions) is considered one acceptable means.

Alternatively, the use of non-certified commercial off-the-shelf (COTS) position sources may be acceptable in accordance with AMC7 SPA.EFB.100(b)(3).

(c)Data provided by the AMMD software application developer

The operator should ensure that the AMMD software application developer provides the appropriate data including:

(1)installation instructions or the equivalent as per ETSO-C165a Section 2.2 that address:

(i)the identification of each specific EFB system computing platform (including the hardware platform and the operating system version) with which this AMMD software application and database was demonstrated to be compatible;

(ii)the installation procedures and limitations for each applicable platform (e.g. required memory resources, configuration of Global Navigation Satellite System (GNSS) antenna position);

(iii)the interface description data including the requirements for external sensors providing data inputs; and

(iv)means to verify that the AMMD has been installed correctly and is functioning properly.

(2)any AMMD limitations, and known installation, operational, functional, or performance issues of the AMMD.

(d)AMMD software installation in the EFB

The operator should review the documents and the data provided by the AMMD developer, and ensure that the installation requirements of the AMMD software in the specific EFB platform and aircraft are addressed. Operators are required to perform any verification activities proposed by the AMMD software application developer, as well as identify and perform any additional integration activities that need to be completed; and

(e)Operational procedures

Changes to operational procedures of the aircraft (e.g. flight crew procedures) should be documented in the operations manual or user’s guide as appropriate. In particular, the documentation should highlight that the AMMD is only designed to assist flight crew members in orienting themselves on the aerodrome surface so as to improve the flight crew members’ positional awareness during taxiing, and that it is not to be used as the basis for ground manoeuvring.

(f)Training requirements

The operator may use flight crew procedures to mitigate some hazards. These should include limitations on the use of the AMMD function or application. As the AMMD could be a compelling display and the procedural restrictions are a key component of the mitigation, training should be provided in support of an AMMD.

All mitigation means that rely on flight crew procedures should be included in the flight crew training. Details of the AMMD training should be included in the operator’s overall EFB training.

ED Decision 2025/010/R

USE OF COMMERCIAL OFF-THE-SHELF (COTS) POSITION SOURCES

COTS positions sources may be used for AMMD EFB applications and for EFB applications displaying the own-ship position in-flight when the following considerations are complied with:

(a)Characterisation of the receiver:

The position should originate from an airworthiness approved GNSS receiver, or from a COTS GNSS receiver fully characterised in terms of technical specifications and featuring an adequate number of channels (12 or more).

The EFB application should, in addition to position and velocity data, receive a sufficient number of parameters related to the fix quality and integrity to allow compliance with the accuracy requirements (e.g. the number of satellites and constellation geometry parameters such as dilution of position (DOP), 2D/3D fix).

(b)Installation aspects:

If the COTS position sources are stand-alone PEDs, they should be treated as C-PEDs and their installation and use should follow the requirements of point CAT.GEN.MPA.140 or point IAM.GEN.VCA.140 and associated AMC and GM.

If an external COTS position source transmits wirelessly, cybersecurity aspects have to be considered.

Non-certified securing systems should be assessed according to point (h) of AMC1 CAT.GEN.MPA.141(a) as applicable to operations with aeroplanes, helicopters and VCA.

(c)Practical evaluation:

As variables can be introduced by the placement of the antennas in the aircraft and the characteristics of the aircraft itself (e.g. heated and/or shielded windshield effects), the tests have to take place on the type of aircraft in which the EFB will be operated, with the antenna positioned at the location to be used in service.

(1)COTS used as a position source for AMMD

The test installation should record the data provided by the COTS position source to the AMMD application.

The analysis should use the recorded parameters to demonstrate that the AMMD requirements are satisfactorily complied with in terms of the total system accuracy (taking into account database errors, latency effects, display errors, and uncompensated antenna offsets) within 50 metres (95 %). The availability should be sufficient to prevent distraction or increased workload due to frequent loss of position.

When demonstrating compliance with the following requirements of DO-257A, the behaviour of the AMMD system should be evaluated in practice:

(i)indication of degraded position accuracy within 1 second (Section 2.2.4 (22)); and

(ii)indication of a loss of positioning data within 5 seconds (Section 2.2.4 (23)); conditions to consider are both a loss of the GNSS satellite view (e.g. antenna failure) and a loss of communication between the receiver and the EFB.

(2)COTS position source used for applications displaying own-ship position in flight:

Flight trials should demonstrate that the COTS GNSS availability is sufficient to prevent distraction or increased workload due to frequent loss of position.

ED Decision 2019/008/R

CHART APPLICATIONS

The navigation charts that are depicted should contain the information necessary, in an appropriate form, to perform the operation safely. Consideration should be given to the size, resolution and position of the display to ensure legibility whilst retaining the ability to review all the information required to maintain adequate situational awareness.

In the case of chart application displaying own-ship position in-flight, AMC10 SPA.EFB.100(b)(3) is applicable.

ED Decision 2019/008/R

IN-FLIGHT WEATHER APPLICATIONS

(a)General

An in-flight weather (IFW) application is an EFB function or application enabling the flight crew to access meteorological information. It is designed to increase situational awareness and to support the flight crew when making strategic decisions.

An IFW function or application may be used to access both information required to be on board (e.g. World Area Forecast Centre (WAFC) data) and supplemental weather information.

The use of IFW applications should be non-safety-critical and not necessary for the performance of the flight. In order for it to be non-safety-critical, IFW data should not be used to support tactical decisions and/or as a substitute for certified aircraft systems (e.g. weather radar).

Any current information from the meteorological documentation required to be carried on board or from aircraft primary systems should always prevail over the information from an IFW application.

The displayed meteorological information may be forecasted and/or observed, and may be updated on the ground and/or in flight. It should be based on data from certified meteorological service providers or other reliable sources evaluated by the operator.

The meteorological information provided to the flight crew should be, as far as possible, consistent with the information available to users of ground-based aviation meteorological information (e.g. operations control centre (OCC) staff, flight dispatchers, etc.) in order to establish common situational awareness and to facilitate collaborative decision-making.

(b)Display

Meteorological information should be presented to the flight crew in a format that is appropriate to the content of the information; coloured graphical depiction is encouraged whenever practicable.

The IFW display should enable the flight crew to:

(1)distinguish between observed and forecasted weather data;

(2)identify the currency or age and validity time of the weather data;

(3)access the interpretation of the weather data (e.g. the legend);

(4)obtain positive and clear indications of any missing information or data and determine areas of uncertainty when making decisions to avoid hazardous weather; and

(5)be aware of the status of the data link that enables the necessary IFW data exchanges.

Meteorological information in IFW applications may be displayed, for example, as an overlay over navigation charts, over geographical maps, or it may be a stand-alone weather depiction (e.g. radar plots, satellite images, etc.).

If meteorological information is overlaid on navigation charts, special consideration should be given to HMI issues in order to avoid adverse effects on the basic chart functions.

In case of display of own-ship position in flight, AMC10 SPA.EFB.100(b)(3) is applicable.

The meteorological information may require reformatting to accommodate for example the display size or the depiction technology. However, any reformatting of the meteorological information should preserve both the geo-location and intensity of the meteorological conditions regardless of projection, scaling, or any other types of processing.

(c)Training and procedures

The operator should establish procedures for the use of an IFW application.

The operator should provide adequate training to the flight crew members before using an IFW application. This training should address:

(1)limitations of the use of an IFW application:

(i)acceptable use (strategic planning only);

(ii)information required to be on board; and

(iii)latency of observed weather information and the hazards associated with utilisation of old information;

(2)information on the display of weather data:

(i)type of displayed information (forecasted, observed);

(ii)symbology (symbols, colours); and

(iii)interpretation of meteorological information;

(3)identification of failures and malfunctions (e.g. incomplete uplinks, data-link failures, missing info);

(4)human factors issues:

(i)avoiding fixation; and

(ii)managing workload.

ED Decision 2019/019/R

APPLICATIONS DISPLAYING OWN-SHIP POSITION IN FLIGHT

(a)Limitations

The display of own-ship position in flight as an overlay to other EFB applications should not be used as a primary source of information to fly or navigate the aircraft.

Except on VFR flights over routes navigated by reference to visual landmark, the display of the own-ship symbol is allowed only in aircraft having a certified navigation display (moving map).

In the specific case of IFW applications, the display of own-ship on such applications is restricted to aircraft equipped with a weather radar.

(b)Position source and accuracy

The display of own-ship position may be based on a certified GNSS or GNSS-based (e.g. GPS/IRS) position from certified aircraft equipment or on a portable COTS position source in accordance with AMC7 SPA.EFB.100(b)(3).

The own-ship symbol should be removed and the flight crew notified if:

(1)the position source indicates a degraded accuracy. The threshold to consider that the accuracy is degraded should be commensurate with the navigation performance required for the current phase of flight and should not exceed 200 m when the own-ship is displayed above a terminal chart (i.e. SID, STAR, or instrument approach) or a depiction of a terminal procedure;

(2)the position data is reported as invalid by the GNSS receiver; or

(3)the position data is not received for 5 seconds.

(c)Charting data considerations

If the map involves raster images that have been stitched together into a larger single map, it should be demonstrated that the stitching process does not introduce distortion or map errors that would not correlate properly with a GNSS-based own-ship symbol.

(d)Human machine interface (HMI)

(1)Interface

The flight crew should be able to unambiguously differentiate the EFB function from avionics functions available in the cockpit, and in particular with the navigation display.

A sufficiently legible text label ‘AIRCRAFT POSITION NOT TO BE USED FOR NAVIGATION’ or equivalent should be continuously displayed by the application if the own-ship position depiction is visible in the current display area over a terminal chart (i.e. SID, STAR, or instrument approach) or a depiction of a terminal procedure.

(2)Display of own-ship symbol

The own-ship symbol should be different from the ones used by certified aircraft systems intended for primary navigation.

If directional data is available, the own-ship symbol may indicate directionality. If direction is not available, the own-ship symbol should not imply directionality.

The colour coding should not be inconsistent with the manufacturer philosophy.

(3)Data displayed

The current map orientation should be clearly, continuously and unambiguously indicated (e.g., Track-up vs North-up).

If the software supports more than one directional orientation for the own-ship symbol (e.g., Track-up vs North-up), the current own-ship symbol orientation should be indicated.

The chart display in track-up mode should not create usability or readability issues. In particular, chart data should not be rotated in a manner that affects readability.

The application zoom levels should be appropriate for the function and content being displayed and in the context of providing supplemental position awareness.

The pilot should be able to obtain information about the operational status of the own-ship function (e.g. active, deactivated, degraded).

During IFR, day-VFR without visual references or night VFR flight, the following parameters’ values should not be displayed:

(i)Track/heading;

(ii)Estimated time of arrival (ETA);

(iii)Altitude;

(iv)Geographical coordinates of the current location of the aircraft; and

(v)Aircraft speed.

(4)Controls

If a panning and/or range selection function is available, the EFB application should provide a clear and simple method to return to an own-ship-oriented display.

A means to disable the display of the own-ship position should be provided to the flight crew.

(e)Training and procedures

The procedures and training should emphasise the fact that the display of own-ship position on charts or IFW EFB applications should not be used as a primary source of information to fly or navigate the aircraft or as a primary source of weather information.

(1)Procedures:

The following considerations should be addressed in the procedures for the use of charts or IFW EFB application displaying the own-ship position in flight by the flight crew:

(i)Intended use of the display of own-ship position in flight on charts or IFW EFB applications;

(ii)Inclusion of the EFB into the regular scan of flight deck systems indications. In particular, systematic cross-check with avionics before being used, whatever the position source; and

(iii)Actions to be taken in case of identification of a discrepancy between the EFB and avionics.

(2)Training:

Crew members should be trained on the procedures for the use of the application, including the regular cross-check with avionics and the action in case of discrepancy.

ED Decision 2019/008/R

EFB POLICY AND PROCEDURES MANUAL

The items that follow are the typical contents of an EFB policy and procedures manual that can be part of the operations manual. The proposed outline is very extensive. It may be adapted to the specific EFB system and to the size and complexity of the operations in which the operator is involved.

(a)Revision history;

(b)List of effective pages or paragraphs;

(c)Table of contents;

(d)Introduction:

(1)Glossary of terms and acronyms;

(2)EFB general philosophy, environment, and dataflow;

(3)EFB system architecture;

(4)Limitations of the EFB system;

(5)Hardware description;

(6)Operating system description;

(7)Detailed presentation of the EFB applications;

(8)EFB application customisation;

(9)Data management:

(i)data administration;

(ii)organisation and workflows;

(iii)data loading;

(iv)data revision mechanisms;

(v)approval workflow;

(vi)data publishing and dispatch;

(vii)customisation;

(viii)how to manage operator-specific documents;

(ix)airport data management;

(x)aircraft fleet definition;

(10)Data authoring:

(i)navigation and customisation;

(e)Hardware and operating system control and configuration:

(1)Purpose and scope;

(2)Description of the following processes:

(i)hardware configuration and part number control;

(ii)operating system configuration and control;

(iii)accessibility control;

(iv)hardware maintenance;

(v)operating system updating;

(3)Responsibilities and accountability;

(4)Records and filing;

(5)Documentary references;

(f)Software application control and configuration:

(1)Purpose and scope;

(2)Description of the following processes:

(i)version control;

(ii)software configuration management;

(iii)application updating process;

(3)Responsibilities and accountability;

(4)Records and filing;

(5)Documentary references;

(g)Flight crew:

(1)Training;

(2)Operating procedures (normal, abnormal, and emergency);

(h)Maintenance considerations;

(i)EFB security policy:

(1)Security solutions and procedures.

ED Decision 2019/008/R

FLIGHT CREW TRAINING

The following might be a typical training syllabus, provided that it does not contradict the operational suitability data established in accordance with Regulation (EU) No 748/2012.

(a)Ground-based training:

(1)System architecture overview;

(2)Display unit features and use;

(3)Limitations of the system;

(4)Restrictions on the use of the system:

(i)phases of the flight;

(ii)alternate procedures (e.g. MEL);

(5)Applications as installed;

(6)Use of each application;

(7)Restrictions on the use of each application:

(i)phases of the flight;

(ii)alternate procedures (e.g. MEL);

(8)Data input;

(9)Cross-checking of data inputs and outputs;

(10)Use of data outputs;

(11)Alternate procedures (e.g. MEL);

(b)Flight training:

(1)Practical use of the display unit;

(2)Display unit controls;

(3)Data input devices;

(4)Selection of applications;

(5)Practical use of applications;

(6)Human factors considerations, including CRM;

(7)Situational awareness;

(8)Avoidance of fixation;

(9)Cross-checking of data inputs and outputs;

(10)Practical integration of EFB procedures into SOPs;

(11)Actions following the failure of component(s) of the EFB, including cases of battery smoke or fire; and

(12)Management of conflicting information.

ED Decision 2019/008/R

SECURITY

Examples of typical safety and security defences are contained in the following non-exhaustive list:

(a)Individual system firewalls;

(b)The clustering of systems with similar safety standards into domains;

(c)Data encryption and authentication;

(d)Virus scans;

(e)Keeping the OS up to date;

(f)Initiating air–ground connections only when required and always from the aircraft;

(g)‘Whitelists’ for allowed internet domains;

(h)Virtual private networks (VPNs);

(i)Granting of access rights on a need-to-have basis;

(j)Troubleshooting procedures that consider security threats as potential root causes of EFB misbehaviour, and provide for responses to be developed to prevent future successful attacks when relevant;

(k)Virtualisation; and

(l)Forensic tools and procedures.

ED Decision 2019/008/R

IN-FLIGHT WEATHER (IFW) APPLICATIONS

‘Reliable sources’ of data used by IFW applications are the organisations evaluated by the operator as being able to provide an appropriate level of data assurance in terms of accuracy and integrity. It is recommended that the following aspects be considered during that evaluation:

(a)The organisation should have a quality assurance system in place that covers the data source selection, acquisition/import, processing, validity period check, and the distribution phase;

(b)Any meteorological product provided by the organisation that is within the scope of the meteorological information included in the flight documentation as defined in MET.TR.215(e) (Annex V (Definitions of terms used in Annexes II to XIII) to Commission Implementing Regulation (EU) 2016/1377⁹¹) should originate only from authoritative sources or certified providers and should not be transformed or altered, except for the purpose of packaging the data in the correct format. The organisation’s process should provide assurance that the integrity of those products is preserved in the data for use by the IFW application.

ED Decision 2025/010/R

USE OF COMMERCIAL OFF-THE-SHELF (COTS) POSITION SOURCES — PRACTICAL EVALUATION

The tests should consist of a statistically relevant sample of taxiing. It is recommended to include taxiing at aerodromes that are representative of the more complex aerodromes typically accessed by the operator. Taxiing segment samples should include data that is derived from runways/FATO and taxiways, and should include numerous turns, in particular of 90 degrees or more, and segments in straight lines at the maximum speed at which the own-ship symbol is displayed. Taxiing segment samples should include parts in areas of high buildings such as terminals.

The analysis should include at least 25 inbound and/or outbound taxiing segments between the parking location and the runway/FATO.

During the tests, any unusual events (such as observing the own-ship symbol in a location on the map that is notably offset compared to the actual position, the own-ship symbol changing to non-directional when the aircraft is moving, and times when the own-ship symbol disappears from the map display) should be noted. For the test, the pilot should be instructed to diligently taxi on the centre line.

ED Decision 2019/008/R

APPLICATIONS DISPLAYING OWN-SHIP POSITION IN FLIGHT

The depiction of a circle around the EFB own-ship symbol may be used to differentiate it from the avionics one.

SUBPART N: HELICOPTER POINT-IN-SPACE APPROACHES AND DEPARTURES WITH REDUCED VFR MINIMA (PINS-VFR)

Regulation (EU) 2023/1020

(a)The operator shall only use reduced VFR operating minima where both of the following conditions are met:

(1)the operations are not conducted under a HEMS approval;

(2)the operator has been granted an approval by the competent authority.

(b)Reduced VFR operating minima shall apply only to a helicopter flight that includes a segment flown under IFR, and only in one of the following cases:

(1)the segment of the flight flown under VFR takes place immediately after a helicopter PinS approach with the intention of landing at a nearby heliport or operating site;

(2)the segment of the flight flown under VFR takes place immediately after a helicopter PinS approach with the intention of conducting hoist operations at a nearby HEC or HHO site;

(3)the segment of the flight flown under VFR is a departure with the intention of transitioning to IFR at a nearby initial departure fix.

(c)The operator shall define operating procedures that are applicable when flying with reduced VFR operating minima.

(d)The operator shall ensure that the flight crew members are experienced and trained to operate with reduced VFR operating minima.

ED Decision 2023/007/R

GENERAL

(a)The operating minima prescribed in the Annex (Rules of the air) to Regulation (EU) No 923/2012 should apply under VFR, unless one of the following applies:

(1)The VFR segment of the flight follows a PinS approach and the distance from the missed approach point (MAPt) to the destination is less than 5 km.

(2)The VFR segment of the flight is a departure with the intention of transitioning to IFR at the IDF and the distance from the take-off to the initial departure fix (IDF) is less than 5 km.

(3)The VFR segment of the flight follows the planned cancellation of the IFR flight plan at or above the MAPt or decision point of an instrument approach, the destination is different from the aerodrome attached to the instrument approach, the distance from the planned point of cancellation of IFR to the destination is less than 5 km, and the operator charts the obstacle environment on the VFR segment of the flight.

(b)By day, if either (a)(1) or (a)(2) applies, the operating minima in Tables 1 and 2 should apply and visual references to the ground should be maintained.

(c)By night, if either (a)(1) or (a)(2) applies, the operating minima in Tables 3 and 4 should apply and visual references to the ground should be maintained.

(d)If (a)(3) applies, Table 1 applies by day, Table 3 applies by night, and visual references to the ground should be maintained. The MDH in the table should be understood as the DH/MDH of the IAP, whichever is higher.

Table 1

Note: In Class B/C/D airspace, a special VFR clearance is needed and may require higher minima in accordance with local airspace restrictions.

* Whichever is higher.

Table 2

Note: In Class B/C/D airspace, a special VFR clearance is needed and may require higher minima in accordance with local airspace restrictions.

* Whichever is higher.

Table 3

* Whichever is higher.

Table 4

* Whichever is higher.

(e)The operator should define SOPs that describe the VFR segment of the departure and approach, including the transition from IFR to VFR and the transition from VFR to IFR.

(f)The operator should provide a thorough description of the following elements; the description may be provided by means of a chart and should be included in the operations manual or other document:

(1)the environment in the vicinity of the VFR segment of the flight;

(2)the visual cues that are useful for the purpose of VFR navigation and that should be available on departure or for the continuation of the flight at the MAPt;

(3)the relevant obstacles.

(g)The operator should ensure that the elements in (f) are updated on a regular basis.

(h)The operator should encourage occurrence reporting and have a safety analysis capability.

(i)The pilot-in-command/commander should have at least 1 000 hours of flying experience on helicopters, and 100 hours of instrument time on helicopters.

(j)The pilot-in-command/commander should undergo initial and yearly recurrent FSTD training or checking, covering the following items:

(1)3D approach operation to minima;

(2)go-around on instruments;

(3)2D approach operation to minima;

(4)at least one of the 3D or 2D approach operations should be a PinS approach followed by a transition to VFR and a VFR landing;

(5)in the case of multi-engined helicopters, a simulated failure of one engine should be included in either the 3D or 2D approach operation to minima;

(6)where appropriate to the helicopter type, approach with flight control system/flight director system malfunctions, flight instrument and navigation equipment failures;

(7)recovery from unusual attitudes by instrument;

(8)loss of VMC during the VFR segment of flight;

(9)VFR departure followed by a manoeuvre back to the take-off location;

(10)VFR departure to the IDF followed by an IFR departure.

(k)The training and checking elements of an approved training programme may be credited towards compliance with point (j) and need not be duplicated.

(l)The training under (j) should take place on a suitable FSTD, corresponding to the helicopter type on which the operations take place.

SUBPART O: EMERGENCY MEDICAL SERVICE OPERATIONS WITH MANNED VTOL-CAPABLE AIRCRAFT (VEMS)

Regulation (EU) 2024/1111

(a)An IAM operator shall only conduct emergency medical service operations with manned VTOL-capable aircraft (VEMS) if the operator has been granted an approval by the competent authority for such operations.

(b)To obtain such approval by the competent authority, the IAM operator shall:

(1)hold an AOC in accordance with Annex III (Part-ORO);

(2)conduct operations in accordance with the relevant requirements of Annex IX (Part-IAM); and

(3)demonstrate to the competent authority compliance with the requirements contained in this Subpart.

(c)The IAM operator shall use adequate vertiports for its VEMS operating base and hospital sites unless approved by the competent authority to use a public interest site (PIS) at a hospital site.

(d)The IAM operator may use adequate operating sites for the purpose of VEMS missions or VEMS training flights taking into account:

(1)the aircraft performance requirements applicable for take-off and landing;

(2)operating site characteristics, including dimensions, obstacles, and surface condition;

(3)the safe separation of VTOL-capable aircraft (VCA) from people on the ground; and

(4)privacy, data protection, liability, insurance, security, and environmental protection requirements.

ED Decision 2025/010/R

PUBLIC INTEREST SITE (PIS)

The VEMS operator should include in its operations manual a diagram or annotated photograph of each PIS used that shows its main aspects, dimensions, main hazards and the contingency plan in case of an incident. The VEMS operator should keep this information up to date.

ED Decision 2025/010/R

PRE-SURVEYED VEMS OPERATING SITES

(a)The operator should have in place a procedure for the survey of VEMS operating sites by a competent person. Alternatively, the operator may use reliable survey information provided by site owners.

(b)The operator should address the following when using adequate pre-surveyed VEMS operating sites for VEMS missions or VEMS training, in a particular region of operation:

(1)at strategic planning level:

(i)the location of adequate pre-surveyed operating sites taking into account the CMP following a CFP;

(ii)the adequacy of pre-surveyed VEMS operating sites which should be regularly assessed, at least on an annual basis, using publicly available information or by conducting on-site surveys;

(iii)possible changes to the site characteristics which may have taken place since last surveyed;

(iv)information on the operating region’s prevailing weather conditions, available from local or other sources; this includes:

(A)local observations;

(B)regional weather information (e.g. significant weather charts); and

(C)METAR/TAF of the nearest aerodromes (vertiports);

(2)in the pre-flight planning phase:

(i)the expected weather conditions along the route and at the VEMS operating site should not affect the capability of the VCA to reach a VEMS operating site under CMP following a CFP;

(ii)aerodromes (vertiports) or locations suitable for diversion should be programmed into the navigation system, if such system is available on board, so that track and distance to such aerodromes (vertiports) or diversion locations are continuously available and immediately displayed when required.

(c)The operator should specify in the operations manual the VEMS operating sites that are pre-surveyed. The operations manual should contain diagrams and/or ground and aerial photographs, and depiction (pictorial) and description of:

(1)the overall dimensions of the operating site;

(2)the location and height of relevant obstacles in the approach and take-off flight paths and in the manoeuvring area;

(3)the approach and take-off flight paths;

(4)the surface condition (blowing dust/snow/sand);

(5)how third parties ensure control at the site, if applicable;

(6)lighting, if applicable;

(7)site adequacy with reference to aircraft performance;

(8)procedure for activating the operating site in accordance with national regulations, if applicable; and

(9)other useful information; for example, details of the appropriate ATS agency and frequency.

ED Decision 2025/010/R

NON-PRE-SURVEYED VEMS OPERATING SITES

(a)For the use of non-pre-surveyed VEMS operating sites, the operator should have in place a procedure that enables the PIC to make a judgement on the suitability of a site for a safe landing and take-off with a reasonable expectation of no injuries to persons in the VCA and to persons on the ground.

(b)All information that is reasonably practicable to acquire should be used by the operator to allow the PIC to establish the suitability of a non-pre-surveyed VEMS operating site considering the items of point AMC2 SPA.VEMS.100(c) as applicable.

(c)When intending to use a non-pre-surveyed and unfamiliar site, the PIC should gather as much information as possible about the area allowing the best estimate of obstacles, area slope and terrain to reduce the risk to a level as low as reasonably practicable.

ED Decision 2025/010/R

NON-PRE-SURVEYED VEMS OPERATING SITES — PROCEDURE

(a)Even after all reasonably practicable precautions have been taken, a residual risk remains at VEMS operating sites, which is acceptable.

(b)A reconnaissance turn may be flown prior to landing at a non-pre-surveyed and unfamiliar site, at a sufficient altitude from the air, to enable the PIC to determine:

(1)the direction and speed of the wind;

(2)the touchdown point;

(3)suitable approach and departure paths; and

(4)the obstacles in the approach and departure paths.

(c)Whenever necessary, additional reconnaissance turns may be flown until the PIC is satisfied that a safe landing can be conducted. Decision to land or go around should be made before or at the LDP.

(d)A ground reconnaissance prior to take-off may be performed to determine the best take-off path, considering the load, height of obstacles, shape of the area, direction of the wind and surface conditions (dust, sand, snow, mud, rocks). The PIC should consider positioning the VCA at the most downwind position of the site to be able to take off into the wind.

Regulation (EU) 2024/1111

(a)The installation on a VTOL-capable aircraft (VCA) of all dedicated medical equipment and any subsequent modifications to that installation and, where appropriate, its operation, shall be approved in accordance with Regulation (EU) No 748/2012.

(b)For VFR flights by day over routes or areas navigated by reference to visual landmarks, the VCA shall be equipped with tools providing own-ship position and obstacles on a moving map display. The map and obstacle database(s) shall be kept up to date.

(c)For VFR flights by day, the VCA shall be equipped with a means of measuring and displaying to the pilot the attitude and the stabilised heading or with other equivalent tools to mitigate pilot disorientation in case of reduced visual cues.

(d)Any VCA used in VEMS missions shall be equipped with tools having an ADS-B Out capability.

(e)Instruments and equipment required under point (d) shall be certified in accordance with the applicable airworthiness requirements.

(f)The IAM operator shall ensure that all relevant information is documented in the minimum equipment list (MEL).

ED Decision 2025/010/R

MOVING MAP DISPLAYS

The moving map display should show the relative altitude of the surrounding terrain and obstacles to that of the VCA, and should be one of the following:

(a)a TAWS that is airworthiness approved;

(b)a display that is integrated in the cockpit environment and is airworthiness approved;

(c)a type B EFB software application.

The database should cover the area where the VCA usually performs VEMS operations.

ED Decision 2025/010/R

GENERAL

Approval requirements in accordance with Regulation (EU) No 748/2012 apply to permanently installed equipment.

Non-permanently installed equipment is not subject to the airworthiness approval requirements of Regulation (EU) No 748/2012. In addition, no licensed personnel are required to install or remove non-permanently installed equipment.

In any case, no equipment (medical or not, installed or not) can affect the airworthiness or the safe operation of the aircraft even in the case of failure or malfunction.

ED Decision 2025/010/R

AUTOPILOT

If the VEMS operator chooses to install an autopilot on the VCA, the autopilot should have at least the following functions:

(a)attitude hold,

(b)altitude hold mode, and

(c)heading hold mode.

ED Decision 2025/010/R

MOVING MAPS — TRAINING

Point ORO.FC.125 requires differences training or familiarisation when introducing new equipment and procedures. For EFB applications, AMC4 SPA.EFB.100(b)(3) defines the related training.

In either case, the training focuses not only on the usage of the equipment or the EFB application, but also on its limitations, including the following limitations of moving maps:

(a)Not all terrain and obstacles will be included in the database.

(b)In VFR, the proper selection of altitude and efficient visual scanning of the environment remain the primary means of obstacle and terrain avoidance.

(c)A type B EFB software application can only be used for increased situational awareness.

Regulation (EU) 2024/1111

In addition to the requirements for instruments and equipment applicable to VCA in manned configuration, VCA used for VEMS flights shall have communication equipment capable of conducting two-way communication with the organisation for which the VEMS flight is conducted and, where possible, to communicate with ground emergency service personnel at the scene of the operation.

Regulation (EU) 2024/1111

The minima for the dispatch and en-route phase of the VEMS flight shall be those established in accordance with point SERA.5001. If during the en-route phase the weather conditions fall below the applicable minima:

(a)VCA certified for flights only under VFR by day shall land as soon as practicable or return to the VEMS base.

(b)Reserved.

ED Decision 2025/010/R

REDUCED VISIBILITY MINIMA

(a)It is possible, in accordance with point SERA.5001, that the competent authority permit VEMS flights (missions) with reduced flight visibility in Class F and Class G airspace. This means that the VEMS flight is conducted:

—during day with the surface in sight; and

—in-flight visibility of not less than 1 500 m, and at a speed of 140 kt IAS or less to have a reasonable opportunity to observe other traffic and any obstacles in time to avoid a collision.

(b)Reduced visibility minima also apply to VEMS training flights.

Regulation (EU) 2024/1111

VCA used for VEMS operations shall be operated in accordance with the applicable performance requirements established in point UAM.POL.VCA.100.

ED Decision 2025/010/R

VEMS OPERATING SITE DIMENSIONS AND FEATURES

(a)A non-pre-surveyed VEMS operating site, when selected from the air, should have a minimum dimension of at least 2 × D.

The operator may establish alternative criteria for non-pre-surveyed VEMS operating sites, when selected from the air, together with operating procedures and training, which mitigate the risks identified in the operator’s risk assessment to a level as low as reasonably practicable. In this case, the operator may choose not to define minimum site dimensions.

(b)A pre-surveyed VEMS operating site should have a minimum dimension of at least 2 × D.

(c)The VEMS operating site features should enable the VCA to adequately clear all obstructions.

ED Decision 2025/010/R

LEVEL OF RISK AS LOW AS REASONABLY PRACTICABLE

When landing at a VEMS operating site where additional controls and mitigation measures are not economically or reasonably practicable, in particular after LDP, the associated risk is considered as low as reasonably practicable.

Regulation (EU) 2024/1111

(a)Selection. The IAM operator shall establish criteria for the selection of flight crew members for VEMS operations, taking their prior experience into account.

(b)Operational training. Crew members shall successfully complete operational training in accordance with the VEMS procedures contained in the operations manual.

(c)Reserved.

(d)Crew composition

(1)Day flight. The minimum crew composition at dispatch for a VEMS flight under VFR day shall be two pilots or one pilot and one VEMS technical crew member.

After landing at the VEMS operating site, subsequent flights may be conducted by one pilot:

(i)if there is a need for additional medical supplies, refuel /battery recharge or reposition while the VEMS technical crew member provides medical assistance on the ground; or

(ii)if the VEMS technical crew member provides medical assistance to the medical patient in flight or during transport in another vehicle.

(2)Reserved.

(3)The IAM operator shall ensure that the continuity of the crew concept is maintained throughout the VEMS mission.

(e)Flight and technical crew training and checking

(1)Training and checking shall be conducted by suitably qualified personnel in accordance with a syllabus included in the operations manual and approved by the competent authority.

(2)Crew members

(i)All relevant elements of the crew training programme shall improve crew knowledge of the VEMS working environment and equipment, improve crew coordination, and include measures to minimise the risks associated with an en-route transit to low-visibility conditions, the selection of VEMS operating sites, and approach and departure profiles.

(ii)The measures referred to in point (i) shall be assessed during both of the following:

(A)VMC day proficiency checks;

(B)line checks.

(iii)The VEMS components of the proficiency checks and line checks referred to in point (ii) shall have a validity period of 6 and 12 calendar months respectively.

ED Decision 2025/010/R

VEMS PILOT-IN-COMMAND (PIC) MINIMUM EXPERIENCE

(a)The experience requirements for the PIC that conducts VEMS flights should be as follows:

(1)either:

(i)a minimum of 1 000 hours as PIC/commander of any aircraft, of which 500 hours are as PIC/commander on helicopters and/or VCA; or

(ii)a minimum of 1 000 hours as co-pilot in VEMS or HEMS operations, of which at least 500 hours are as PIC under supervision, and 100 hours as PIC/commander on helicopters and/or VCA; and

(2)a minimum of 500 hours of operating experience in helicopters and/or VCA, gained in an operational environment similar to that of the intended operation; and

(3)RESERVED

(4)RESERVED

(b)As regards the minimum experience requirements for a commander that conducts VEMS flights, the geographical characteristics of the operation (sea, mountain, big cities with heavy traffic, etc.) should be taken into account.

ED Decision 2025/010/R

VEMS TECHNICAL CREW MEMBER

(a)When the crew is composed of a PIC and a VEMS technical crew member, the latter should be seated in a forward-facing front seat during the flight, so as to be able to carry out his or her primary tasks of assisting the PIC in:

(1)collision avoidance;

(2)the selection of the VEMS operating site;

(3)the detection of obstacles during the approach and take-off phases; and

(4)the reading of checklists.

(b)By day, the VEMS technical crew member may be seated in the cabin, at the discretion of the PIC, provided all the following conditions are met:

(1)the VEMS technical crew member provides medical assistance to the medical patient in flight; and

(2)the flight is conducted to or from a VEMS operating site.

(c)The PIC may delegate other aviation tasks to the VEMS technical crew member, as necessary:

(1)assistance in navigation;

(2)assistance in the selection of radio-communication/radio-navigation means;

(3)if properly qualified and licensed, assistance in radio communications; and

(4)monitoring of parameters.

(d)The PIC may also delegate to the VEMS technical crew member tasks on the ground, such as:

(1)assistance in preparing the VCA and the dedicated medical specialist equipment for a subsequent VEMS departure; or

(2)assistance in the application of safety measures during ground operations with lift and thrust units powered on (including, as applicable, crowd control, embarking and disembarking of passengers, refuelling, battery recharging or swapping, etc.).

(e)There may be exceptional circumstances when it is not possible for the VEMS technical crew member to carry out his or her primary tasks as defined under point (a). This is to be regarded as exceptional and the tasks are only to be undertaken at the discretion of the PIC, taking into account the dimensions and environment of the VEMS operating site.

(f)RESERVED

(g)When selecting flight crews for single-pilot operations in accordance with point SPA.VEMS.130(a), the operator should consider the experience of both the PIC and the VEMS technical crew member.

The operator should consider a VEMS technical crew member as inexperienced until the VEMS technical crew member has completed 25 VEMS missions. The operator may include VEMS missions flown during line flying under supervision and simulated VEMS missions.

When an inexperienced VEMS technical crew member is part of the crew, the following should apply:

(1)the PIC has completed 10 flight hours on the VCA type within a period of 60 days since the completion of the operator’s conversion course on the VCA type; or

(2)the PIC has completed 20 flight hours on the VCA type after the completion of the operator’s conversion course on the VCA type.

(h)A smaller number of VEMS missions or flight hours than those defined in point (g) may be acceptable to the competent authority and subject to any conditions which the competent authority may impose, when either of the following applies:

(1)a new operator commences operations;

(2)an operator introduces a new VCA type;

(3)the PIC has previously completed a type conversion course with the same operator (reconversion);

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

ED Decision 2025/010/R

OPERATIONS WITH NO TECHNICAL CREW MEMBER ABOARD

(a)The PIC should decide whether the VEMS technical crew member can be relieved from aviation tasks to provide medical assistance to the medical patient on the ground or in flight, or during the transport of the medical patient in another vehicle.

(b)When relieved from aviation tasks, the VEMS technical crew member should take part in the departure briefing that summarises the relevant obstacles and threats.

ED Decision 2025/010/R

FLIGHT CREW TRAINING AND CHECKING SYLLABUS

(a)The flight crew initial and recurrent training syllabus should include the following items:

(1)meteorological training focusing on the understanding and interpretation of available weather information;

(2)preparing the VCA and the specialist medical equipment for subsequent VEMS departure;

(3)practice of VEMS departures;

(4)assessment from the air of the suitability of VEMS operating sites;

(5)medical effects that air transport may have on the patient;

(6)in-flight replanning, including fuel/energy replanning and CMP constraints.

(b)Single-pilot operations

(1)The flight crew training syllabus should include initial and annual recurrent VCA/FSTD training focusing on crew cooperation with the technical crew member.

(2)The initial training should include at least 4 hours of flight instruction dedicated to crew cooperation, unless the PIC:

(i)holds a certificate of satisfactory completion of a multi-crew cooperation course in accordance with Commission Regulation (EU) No 1178/2011; or

(ii)has at least 500 hours in either multi-pilot operations or single-pilot operations with a VEMS or HEMS technical crew member, or a combination of these.

(3)The training described in points (1) and (2) should be organised with a crew composition of a PIC and a technical crew member.

(4)The training described in points (1) and (2) should be provided by a suitably qualified PIC/commander with a minimum experience of 350 hours total flight time in either multi-pilot operations or single-pilot operations with a VEMS or HEMS technical crew member, or a combination of these.

(c)The flight crew checking syllabus should include:

(1)proficiency checks, which should include landing and take-off profiles likely to be used at VEMS operating sites; and

(2)line checks, with special emphasis on all the following:

(i)local area meteorology;

(ii)VEMS flight planning and in-flight replanning;

(iii)VEMS departures;

(iv)the selection from the air of VEMS operating sites;

(v)familiarity with established VEMS operating sites and diversion locations in the operator’s local area register;

(vi)crew cooperation.

ED Decision 2025/010/R

VEMS TECHNICAL CREW MEMBER TRAINING AND CHECKING SYLLABUS

INITIAL AND RECURRENT TRAINING COVERING PRIMARY TASKS

(a)The VEMS technical crew member’s initial and recurrent training and checking syllabus covering primary tasks should include the following items:

(1)applicable laws and regulations;

(2)VCA general knowledge:

(i)stowage, cabin safety and use of on-board medical equipment;

(ii)general knowledge of VCA operations;

(3)meteorology;

(4)operational procedures:

(i)operator’s procedures;

(ii)duties in the VEMS role;

(iii)response to VEMS dispatch;

(iv)VEMS operating site selection and use;

(v)patients;

(vi)portable electronic devices (PEDs) and electronic flight bags (EFBs), as applicable;

(5)crew coordination, including checklists;

(6)human performance and limitations, and CRM in accordance with AMC1 ORO.FC.115;

(7)flight safety:

(i)general flight safety in VCA operations;

(ii)obstacle and traffic clearance;

(iii)handling of abnormal and emergency situations, including checklists;

(iv)dangerous goods (DG), as relevant for VEMS operation;

(8)security.

NAVIGATION TRAINING

(b)If the VEMS technical crew member is tasked to provide assistance in navigation, the initial and recurrent training and checking syllabus should also include the following items:

(1)applicable parts of SERA, as relevant to the navigation tasks of the VEMS crew member;

(2)basic navigation training;

(3)principles and use of navigation aids;

(4)airspace, restricted areas, and noise-abatement procedures;

(5)crew coordination.

COMMUNICATION TRAINING

(c)If the VEMS technical crew member is tasked to provide assistance in radio communications, the initial and recurrent training and checking syllabus should also include the following items:

(1)operation of relevant radio equipment;

(2)crew coordination.

MONITORING TRAINING

(d)If the VEMS technical crew member is tasked to provide assistance in the monitoring of the flight path and instruments, the initial and recurrent training and checking syllabus should also include the following items:

(1)general knowledge of VCA operations;

(2)monitoring function;

(3)crew coordination;

(4)handling of abnormal and emergency situations, as applicable.

GROUND CREW TRAINING

(e)If the VEMS technical crew member is tasked to provide assistance to the VCA on the ground, the initial and recurrent training and checking syllabus should also include the following items as applicable to their tasks:

(1)safety and security at the VEMS operating site;

(2)the dangers to self and others posed by rotors or propellers or other rotating parts;

(3)preparing the VCA and the specialist medical equipment for subsequent departure;

(4)conducting refuelling, and conducting refuelling with lift and thrust units powered on;

(5)marshalling signals;

(6)safety at the aerodrome (vertiport) and the operating site, including fire prevention and ramp safety areas;

(7)towing of VCA/trolley; and

(8)risks arising from damaged VCA batteries.

ADDITIONAL TRAINING, AS APPROPRIATE

(f)RESERVED

CONVERSION COURSE GROUND TRAINING AND CHECKING

(g)The conversion course ground training and checking, when changing VCA types, should include the elements of points (a) to (f) that are relevant for the new VCA type.

(h)When changing operators, the conversion course ground training and checking should include the elements of points (a) to (f) that are relevant in the context of changing operators.

INITIAL VCA/FSTD TRAINING

(i)The VEMS technical crew member training syllabus should include VCA/FSTD training focusing on crew cooperation with the PIC.

(1)The initial VCA/FSTD training should include at least 4 hours of instruction dedicated to crew cooperation unless:

(i)the VEMS technical crew member has received such training at another operator; or

(ii)the VEMS technical crew member has performed at least 50 missions in VEMS or in an equivalent role as a technical crew member.

(2)The initial VCA/FSTD training should be organised with a crew composition of a PIC and a VEMS technical crew member.

(3)The initial VCA/FSTD training may be combined with line flying under supervision.

LINE FLYING UNDER SUPERVISION

(j)Line flying under supervision

(1)Line flying under supervision should take place during the operator’s conversion course.

(2)Line flying under supervision provides the opportunity for a VEMS technical crew member to practise the procedures and techniques the VEMS technical crew member should be familiar with regarding ground and flight operations, including any elements that are specific to a particular VCA type. Upon completion of the line flying under supervision, the VEMS technical crew member should be able to safely perform the flight operational duties assigned to him or her according to the procedures of the operator’s operations manual.

(3)Line flying under supervision should include a minimum of 5 VEMS missions involving a minimum of 3 VEMS operating sites the VEMS technical crew member is not familiar with.

RECURRENT VCA/FSTD TRAINING

(k)Recurrent VCA/FSTD training

(1)The recurrent VCA/FSTD training should focus on crew cooperation and should contain a minimum of 2 hours of flight.

(2)The recurrent VCA/FSTD training should take place in the same conditions as the initial training in point (i).

(3)The validity period of the recurrent VCA/FSTD training should be 12 calendar months.

LINE CHECKS

(l)Line checks

(1)The line check should be performed during a VEMS mission or, alternatively, during a flight that is representative of a VEMS mission.

(2)The operator’s conversion course should include a line check. The line check should take place after the completion of the line flying under supervision.

(3)Any task-specific items may be checked by a suitably qualified VEMS technical crew member nominated by the operator and trained in CRM concepts and in the assessment of non-technical skills.

OPERATOR PROFICIENCY CHECKS

(m)Operator proficiency checks

(1)The VEMS technical crew member should complete an operator proficiency check to demonstrate his or her competence in carrying out normal, abnormal and emergency procedures, covering the relevant aspects associated with the flight operational tasks described in the operations manual and not already covered in the line check.

(2)The conversion course should include an operator proficiency check.

(3)The operator proficiency check should be valid for a given VCA type. In order to consider that an operator proficiency check is valid for several VCA types, the operator should demonstrate that the types concerned are sufficiently similar from the technical crew member’s perspective.

PROVISION OF TRAINING AND CHECKING

(n)Use of FSTDs

(1)The line check and line flying under supervision should be performed in the VCA used for the training of the VEMS technical crew member or in another VCA of the same type or variant.

(2)Notwithstanding point (1), the operator may perform the line check in two parts, in a suitable FSTD and on the ground, if all the following conditions are met:

(i)the FSTD part of the line check takes place in a line-oriented evaluation;

(ii)the ground part of the line check takes place at the VEMS operating base and includes all normal operating procedures not checked in the FSTD;

(iii)both parts of the line check are conducted within 3 months;

(iv)for the purpose of AMC1 SPA.VEMS.130, the line check is considered to be performed on the day on which the last part of the line check is completed;

(v)for the purpose of point (ii), the operator should arrange to replicate realistic conditions as much as practicable, so that normal operating procedures that are carried out on the ground at the VEMS operating site are also checked.

(3)Operator proficiency checks and FSTD training should be performed in a suitable FSTD or, if it is not reasonably practicable to gain access to such devices, in the VCA used for the training of the VEMS technical crew member or in another VCA of the same type or variant.

(o)Emergency and safety equipment training should be performed in the VCA involved in VEMS operations or in a representative training device or in a VCA of the same type or variant.

(p)The type of equipment used for the training and checking should be representative of the instrumentation, equipment and layout of the VCA type to be operated by the VEMS technical crew member.

(q)Training and checking in the VCA/FSTD should take place as part of the normal crew complement.

(r)The person conducting the training and checking should be a suitably qualified PIC nominated by the operator. In the case of the training described in points (i) and (k), the person conducting the training should have a minimum of 350 hours of experience in either multi-pilot operations or single-pilot operations with a VEMS/HEMS technical crew member or a combination of these two types of operations. The person conducting a CRM assessment should be trained in CRM concepts and in the assessment of CRM skills.

(s)Notwithstanding point (r), the person conducting the training and checking of tasks conducted in the cabin where crew cooperation is not essential may be a suitably qualified technical crew member nominated by the operator.

CRM ASSESSMENT OF THE VEMS TECHNICAL CREW MEMBER

(t)The CRM assessment should take place during the line check or should take place annually in a line-oriented flight scenario (LOFT or line-oriented section of the operator proficiency check) of an FSTD session in a suitable FSTD. The CRM assessment in the VCA type to be operated by the VEMS technical crew member should take place as described for the pilots in AMC1 ORO.FC.430 point (b)(3)(vi) or (b)(3)(vii).

ED Decision 2025/010/R

LINE CHECKS

If the line check cannot be conducted on an operational flight due to the size, the configuration or the performance of the VCA, it may be conducted on a specially arranged representative flight. This flight may be immediately adjacent to, but not simultaneous with, one of the biannual proficiency checks.

ED Decision 2025/010/R

CONTINUITY OF THE CREW CONCEPT

The crew concept includes the operator’s normal crew composition and variations to it that the operator accepts that will occur during the VEMS mission. The operator ensures the continuity of the crew concept by managing the variations.