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AMC3 UAS.SPEC.050(1)(d) Responsibilities of the UAS operator

ED Decision 2022/002/R

UAS OPERATION-SPECIFIC ENDORSEMENT MODULES

Depending on the type and risk of the intended UAS operation, the UAS operator may propose, as part of the application for an operational authorisation, additional theoretical knowledge training in combination with the practical-skills training that is specific to the intended UAS operation as described in the OM.

The practical-skills training should at least contain the practical competencies that are described in AMC2 UAS.OPEN.030(2)(b) ‘UAS operations in subcategory A2’, which may include relevant emergency and contingency procedures. However, the UAS operator may adapt that training to the level of automation of the UAS.

During the practical-skills training, the remote pilot should list the relevant emergency and contingency procedures, which are defined in the OM and are peculiar to flight over known populated areas or over assemblies of people or increased air risk, in a given area of operation, and should describe the basic conditions for each kind of emergency as well as the related recovery techniques to be applied during flight for the emergencies that are defined in the OM. Depending on the criticality of the situation and on the available time to react, the remote pilot should memorise some procedures, while for other procedures, they may consult a checklist. The emergency and contingency procedures may involve also other personnel; in that case, the UAS operator should define the practical-skills training needed for them.

The remote pilot only needs to complete the relevant operation-specific endorsement modules that reflect the intended UAS operation. For example, in case of transport of cargo, the remote pilot should complete the related training module ‘Transport and/or dropping of cargo’; however, if the cargo contains dangerous goods, then the remote pilot should also complete the training module ‘Transport of dangerous goods’.

The assurance level of the operation-specific endorsement modules is determined by the related assurance integrity level (e.g. SAIL) according to the respective specific operational risk assessment.

Relevant UAS operation-specific endorsement modules should be reflected in the documentation of the remote pilot’s competencies.

The following UAS operation-specific endorsement modules and the areas to be covered are recommended:

(a)night operations;

(b)overflight (flight over known populated areas or over assemblies of people);

(c)BVLOS operations;

(d)low-altitude (below 500 ft) operations;

(e)flights in non-segregated airspace;

(f)transport and/or dropping of cargo;

(g)transport of dangerous goods;

(h)operations with multiple UASs and swarms;

(i)UA launch and recovery using special equipment;

(j)flying over mountainous terrain.

Note: The ‘Rationale’ in grey-font italics under the ‘Learning objectives’ column is provided for explanatory purposes and does not form part of the proposed rule text.

Operation-specific endorsement modules	Areas to be covered	Learning objectives
Night operations	General	Recognise the meaning of the definition of ‘night’ or other similar wording that is used for night flight. Rationale: In Regulation (EU) No 1178/2011 (the ‘Aircrew Regulation’), ‘night’ for manned aviation ‘means the period between the end of evening civil twilight and the beginning of morning civil twilight or such other period between sunset and sunrise as may be prescribed by the appropriate authority’. Some national laws use the sunset and sunrise times for the definition of a night flight. ‘Sunset’ is defined as the daily disappearance of the upper limb of the sun below the horizon. This time depends on the latitude and longitude of the viewpoint. There are many websites and apps to find out the sunset and sunrise times at a specific location. Recognise the benefits of illuminating the operational area, especially during the critical phases of take-off and landing. Recognise that during night flight it is hard to estimate the distance between the UA and other obstacles if visibility is only ensured by the lights of the UA. Recognise that a visual obstacle avoidance system may be less accurate in night-time operations. Understand that if the sight of the UA is lost at night, return-to-home (RTH) should be immediately followed. Rationale: During daytime, it is sometimes difficult to see the position of the UA, which is even more difficult at night. Recognise that an infrared radiation (IR) camera allows one to see enough at night. Turning off the front green flashing light might improve the view because there will be no reflection in the on-board camera. Recognise that the IR camera does not help in case of rain/humidity, and that the IR visibility significantly decreases. Explain the use of the green flashing light at night. Explain the use of navigation lights, position lights, anti-collision lights, and other lights for UA controllability. Explain the use of lights (e.g. navigation, position, or anti-collision lights) for recognising the presence of manned aircraft. Rationale: Those lights show where the UA is positioned and the direction in which the UA is aligned. For manned aircraft, a red navigation light is located on the leading edge of the left-wing tip and a green navigation light on the leading edge of the rightwing tip (for helicopters, on the left and right sides of the cockpit). A white navigation light is positioned on the tail as far aft as possible. High-intensity strobe lights are also located in those positions. They are used as anti-collision lights and flash twice after a short break. A red rotating beacon is also part of the anti-collision lights.
		Degradation of visual acuity	Recognise that flying the UA at night degrades visual perception. Recognise night myopia, caused by the increasing pupil size. At low-light levels, without distant objects to focus on, the focusing mechanism of the eye may go to a resting myopic position. If night-vision goggles are used, know how they function.
		Night illusions	Define the term ‘night illusion’. Recognise and overcome visual illusions that are caused by darkness, and understand the physiological conditions that may degrade night vision. State the limitations of night vision techniques at night and by day.
		Altered visual-scanning techniques	State the limitations of the different visual-scanning techniques at night and by day. Rationale: Despite the value of electronic means of conflict detection, physical lookout remains an important defence against the loss of visual separation for all types of aircraft. To avoid collisions, the remote pilot should visually scan effectively from the moment the UA starts moving until it comes to a stop at the end of the flight. Collision threats are present everywhere. Before take-off, the remote pilot should visually check the take-off area to ensure that there are no other objects. After take-off, the remote pilot should continue to visually scan to ensure a safe departure of the UA with no obstacles.
		Altered identification of obstacles	Explain the effect of obstacles on the take-off distance that is required at night. Rationale: The remote pilot should know the flight area where the UA will fly at night. Objects look different and power lines are nearly invisible at night. It is, therefore, advisable that the remote pilot conduct a test flight during the daytime.
Overflight (flight over known populated areas or over assemblies of people)	Identification of populated areas and assemblies of people	Explain the definition of ‘populated area’ and ‘assemblies of people’.
		Optimising flight paths to reduce risk of exposure	Explain the effects of the following variables on the flight path and take-off distances: —take-off procedure; —obstacle clearances both laterally and vertically; —understand the lethality of a UAS including debris area through flying parts after a crash; and —recognise the importance of a defined emergency landing area.
		Likely operating sites and alternative sites	Recognise the different operating sites and alternative sites on the route of the overflight.
		Adequate clearance for wind effects, especially in urban environment	Explain how the wind changes at very low height due to its interaction with orography and buildings.
		Obstructions (wires, masts, buildings, etc.)	Explain the effect of obstacles on the required takeoff distance. Interpret all available procedures, data, and information regarding obstructions that could be encountered during overflight
		Avoiding third-party interference with the UA	Explain how to avoid third-party interference with the UA.
		Minimum separation distances from persons, vessels, vehicles, and structures	Explain the importance of minimum separation distances from persons, vessels, vehicles, and structures.
		Impact of electromagnetic interference, i.e. highintensity radio transmissions	Describe the physical phenomenon ‘interference’. Explain in which situations electromagnetic interference could occur, particularly with regard to electromagnetic emissions and signal reflections peculiar to an urban environment. Explain their impact on the UAS system (i.e. C2 link GNSS quality, etc.)
		Crowd control strategies and public access	Explain the importance of ensuring that no one is endangered within the take-off and landing area. Describe the different crowd control strategies. Explain the importance of having knowledge of public access.
BVLOS operations	Operation planning: airspace, terrain, obstacles, expected air traffic, and restricted areas	Explain the operation planning for BVLOS operations: —check the flying conditions (e.g. geographical zone, NOTAM) and obstacles along the planned route; —secure the necessary documentation before the BVLOS operation; —know and comply with the local conditions in the area where the BVLOS operation takes place; —ensure communication with the air traffic controller (ATCO), depending on the type of airspace within which the BVLOS operation is planned to be conducted; —plan the BVLOS operation including flight route and response to contingency and emergency events; —in uncontrolled airspace, check the actual traffic level of manned traffic along the planned route, including low-level traffic such as paragliders, hang gliders, helicopters, model aircraft, seaplanes and other possible traffic; —in uncontrolled airspace, verify that the UAS operation has been notified to manned aviation using, e.g. NOTAM, or other means used by manned aviation; —how to employ airspace observers (AOs), when needed; —consider the C2 link limitations (e.g. maximum range and presence of obstacles); and —use of conspicuity devices or traffic information / detection of incoming aircraft / deconfliction and emergency manoeuvres.
		Sensor systems and their limitations	State the limitations of the different sensor systems. Rationale: UASs that are used for BVLOS operations should maintain precise positioning to avoid traffic conflict and to successfully carry out their mission. Environmental features, such as tunnels and urban canyons, can weaken GNSS signals or even cause them to be lost completely. To maintain accuracy in GNSS-denied environments, UA may use real-time kinematic (RTK) capable inertial navigation systems (INSs) that provide information from accelerometers and gyroscopes to accurately estimate position, velocity, heading, and attitude.
		Cooperative and noncooperative aircraft (airspace surveillance)	Identify the cooperative and non-cooperative detect-and-avoid (DAA) sensor/system capabilities for UA, if applicable. Rationale: Cooperative and non-cooperative DSAA capabilities are key enablers for UA to safely and routinely access all airspace classes.
		Roles and responsibilities of the remote pilot to remain clear of collision	Explain the traffic alert system and traffic collision avoidance system (TCAS) phraseologies, and how these systems work. Identify the roles and responsibilities of the remote pilot to remain clear of collision. Explain the collision avoidance methodology that is used in the operation to keep the UA clear of other traffic. Rationale: Collision avoidance is emerging as a key enabler for UAS operations in civil airspace. The operational and technical challenges of UAS collision avoidance are complicated by the wide variety of UA, of their associated missions, and of their ground control capabilities. Numerous technological solutions for collision avoidance are being explored in the UAS community.
		Command, control and communication (C3) link performance and limitations	Know the definition of ‘C3’. Understand the relation between communications and effective command and control (C2). Understand the basic C3 structure. Understand the use of true and relative motion displays. Understand the problems inherent in C3. Rationale: C3 cannot be accomplished without twoway communications. C3 would be impossible unless the remote pilot can collect feedback in some form. Basic to any C3 system is the incorporation of a reliable communications network.
		Signal or communications latency for the C2 link	Understand the impact of signal or communications latency on the C2 link. Explain what can cause, and how to detect, a signal or communications latency. Describe the actions that are required following a signal or communications latency. Rationale: BVLOS control may require a satellite communications link that implies a level of signal delay, or signal latency, which may impact on the accuracy of the BVLOS operation.
		Planning for the loss of C2 link or for system failure	Understand the impact of a loss of C2 link. Explain what can cause, and how to detect, a system failure. Describe the actions that are required following a loss of C2 link. Describe how to plan the contingency routes in case of a loss of the C2 link. Rationale: It is of utmost importance to keep track of the UASs in civil airspace, and to know what happens if the C2 link between the remote pilot’s ground control station and the UAS is disrupted. In such a loss-of-the-C2-link situation, the UA usually flies on a pre-programmed contingency route based on its flight altitude, orientation, and bearing. The absence of situational awareness and direct communication from the UA makes it difficult or impossible for the ATCOs to discover the real position of the UA and identify if the preprogrammed contingency route is properly followed impairing the possibility to clear the traffic along its intended route.
		Interpreting separate data sources	Interpret different data sources to identify whether during flight the UA follows the planned route.
		Crew resource management (CRM)	Explain the importance of CRM for BVLOS operations.
Low-altitude (below 500 ft) operations	Air traffic management (ATM) procedures	Describe the ATM procedures for low-altitude operations.
		Radio communications and phraseology	Define the meaning of ‘standard words and phrases’. Recognise, describe, and use the correct standard phraseology for each phase of a visual flight rules (VFR) flight. Explain the selective calling (SelCal) system and aircraft communications addressing and reporting system (ACARS) phraseologies. Explain the traffic alert and collision avoidance system (TCAS) phraseologies.
		Situational awareness	Keep situational awareness, especially with lowlevel manned aircraft and, if necessary, employ airspace observers (AOs).
		Advanced aviation terminology	Explain the meaning of low-altitude operations related terminology.
Flight in nonsegregated airspace	Clear roles and responsibilities	Describe the relationship between the initiating causes (or threats), the hazard (top (main) event), the risk mitigations (the controls and barriers), and the potential consequential results (loss states) when conducting a flight in a non-segregated airspace.
Flight in nonsegregated airspace		Wake turbulence	State the wake turbulence categories for UA. State the wake turbulence separation minima.
Transport and/or dropping of cargo	Weight and balance	Describe the relationship between UA mass and structural stress. Describe why mass should be limited to ensure adequate margins of strength. Describe the relationship between UA mass and aircraft performance. Describe why UA mass should be limited to ensure adequate aircraft performance. Depending on the type of operation, describe the relationship between centre-of-gravity (CG) position and stability/controllability of the UA. Describe the consequences if the CG is in front of the forward limit. Describe the consequences if the CG is behind the aft limit. Describe the relationship between CG position and aircraft performance. Describe the effects of the CG position on the performance parameters (speed, altitude, endurance, and range). Be familiar with the abbreviations regarding mass and balance, e.g. (maximum) take-off mass ((M)TOM), (maximum) landing mass ((M)LM), basic empty mass (BEM), dry operating mass (DOM), operating mass (OM), and zero-fuel mass (ZFM). Describe the effects of changes in the load when dropping an object. Describe the effects of an unintended loss of the load. Rationale: Mass and balance are extremely important for a UA. A UA that is not in balance may become difficult to control. Therefore, the overall balance should be considered when adding payloads, attaching gimbals, etc.
Transport and/or dropping of cargo		Load securing and awareness of dangerous goods	Calculate the MTOM and the MLM. Explain the reasons for restraining or securing cargo loads. Describe the basic methods of restraining or securing loads. Explain why the transport of dangerous goods by air is subject to an additional training module. State that certain articles and substances, which would otherwise be classified as dangerous goods, may be exempted if they are part of the UA equipment. Rationale: The safe operation of the UAS requires to weigh all cargo in the UA (or provide an accurate estimate of weight using ‘standard’ values), load it correctly, and secure it to prevent loss or movement of the cargo during the flight. Loading should be performed in accordance with the applicable regulations and limitations. The UAS operator’s loading procedures should be in accordance with the instructions given by the person that has the overall responsibility for the loading process for a particular UA flight. These loading instructions should match the requirements for cargo distribution that are included in the UA load and trim sheet.
Transport of dangerous goods	Safe transport of dangerous goods	Explain the terminology relevant to dangerous goods. Be able to recognise dangerous goods and understand their labelling. Be able to interpret the documentation related to dangerous goods. Recognise dangerous goods by using ‘safety data sheets’ and the consumer labelling of the Globally Harmonized System of Classification and Labelling of Chemicals (GHS). Explain that the provisions for the transport of dangerous goods by air are included in ICAO Doc 9284 ‘Technical Instructions for the Safe Transport of Dangerous Goods by Air’. State the emergency/reporting procedures in case of an event with dangerous goods, including that in the event of a dangerous-goods-related emergency regarding the UA, the remote pilot should inform the ATC organisation of the transport of dangerous goods. Explain the principles of compatibility and segregation of dangerous goods. Explain the special requirements for loading radioactive materials. Explain the use of the dangerous goods list. Explain the procedures for collecting safety data, e.g. reporting accidents, incidents, and occurrences with dangerous goods. Note: The learning objectives should be derived from the Technical Instructions and should be commensurate with the personnel responsibilities.
Operations with multiple UASs and swarms	Limitations related to human factors	Understand the human performance limitations in an operation with multiple UASs, including UAS swarms. List the vital actions that the remote pilot and the persons who assist the remote pilot should perform in case of an emergency descent of the multiple/swarming UASs.
		CRM	Explain the importance of CRM for operations with multiple UASs and swarms.
		Navigating multiple platforms	Describe how to navigate multiple platforms.
		Recognising system failures	Describe the different failures that may potentially occur during multiple/swarming UAS operations. Explain what to do in the event of a failure. Recognise that the remote pilot can override the system in the event of a failure.
		Emergency containment procedures	List the different emergency containment procedures and describe the basic conditions for each kind of emergency. Describe the recovery techniques in the event of engine or battery failure during multiple/swarming UAS operations.
UAS launch and recovery using special equipment	Operating procedures	Explain the specific procedures for launch and recovery operations. Explain the impact on the UA’s behaviour when the systems for launch and recovery are operated from a moving vehicle, including ships.
UAS launch and recovery using special equipment		Recognising failures	Describe the different failures that may occur during launch and recovery operations. Explain what to do in the event of a failure. Describe the cases where the remote pilot can override the system in the event of a failure.
Flying over hilly environment	Temperature inversions	Describe the following: —the effect of thermic-induced turbulence near the Earth’s surface; —surface effects; —diurnal and seasonal variations; —the effect of clouds; and —the effect of wind. Rationale: The temperature can affect the density altitude. If the UA flies on a hot and humid day, the remote pilot will experience poor UA performance: as the temperature increases, the air molecules spread out. As a result, the propellers or motors of the UA do not have much air to grab on to.
		Orographic lifting	Describe the effect of exploiting orographic lifting (i.e. slope or ridge) and the actions required. Describe the vertical movements, wind shear, and turbulence, which are typical of hilly environment. Rationale: Orographic lifting occurs when an air mass is forced from a low elevation to a higher elevation as it moves over rising terrain. As the air mass gains altitude, it quickly cools down adiabatically, which can raise the relative humidity to 100 %, create clouds and, under the right conditions, cause precipitation¹⁶⁹.
		Higher winds through passes	Describe the effects of wind shear and the actions required when wind shear is encountered at take-off and approach. Describe the precautions to be taken when wind shear is suspected at take-off and approach. Describe the effects of wind shear and the actions required following entry into strong downdraught wind shear. Describe the influence of a mountainous area on a frontal passage. Rationale: In mountainous environment, the wind blows smoothly on the windward side of the mountain. On the leeward side, the wind follows the contours of the terrain and can be quite turbulent: this is called a katabatic wind. The stronger the wind, the higher the downward pressure. Such a wind will push the UA down towards the surface of the mountain. If the remote pilot does not know how to recognise a downdraft, which is downward moving air, the situation can become quite challenging.
		Mountain waves	Explain the origin and formation of mountain waves. State the conditions necessary for the formation of mountain waves. Describe the structure and properties of mountain waves. Explain how mountain waves may be identified through their associated meteorological phenomena. Explain that mountain wave effects may exceed the performance or structural capability of the UA. Explain that mountain wave effects may be propagated from low to high levels. Indicate the turbulent zones (mountain waves, rotors) on a drawing of a mountain chain.
		High- and low-pressure patterns	Describe the movements of fronts and pressure systems, and the life cycle of a midlatitude depression. State the rules for predicting the direction and the speed of movement of fronts. State the difference in the speed of cold and warm fronts. State the rules for predicting the direction and the speed of frontal depressions.
		Density altitude effects	Define pressure altitude and air density altitude. Explain the effects of all-up mass (AUM), pressure, temperature, density altitude, and humidity. Explain the influence of density altitude on the equilibrium of forces and moments in a stable hover, if applicable. Rationale: Higher-density altitude means thinner air, and thinner air means that the remote pilot will experience poor UA performance. The propellers or motors of the UA do not have much air to grab on to. Lower-density altitude means thicker, denser air, and higher UA performance. This knowledge is very important when the remote pilot flies in a mountainous or other high-elevation environment.

GM1 UAS.SPEC.050(1)(d)(iii) Responsibilities of the UAS operator

ED Decision 2022/002/R

COORDINATION OF THE UAS OPERATOR WITH THE DESIGNATED ENTITY(IES)

For UAS operations that require an operational authorisation, the training of the remote pilots must be provided in coordination with the entity(ies) that is (are) designated by the competent authority, only if the competent authority has nominated entities that meet the applicable criteria to provide the required training. If the competent authority has not designated any entity, then such coordination is not required.

AMC1 UAS.SPEC.050(1)(g) Responsibilities of the UAS operator

ED Decision 2019/021/R

LOGGING OF FLIGHT ACTIVITIES AND RECORD-KEEPING

(a)An acceptable means to log and record the flight activities is to use a logbook, which may be electronic.

(b)The information to be recorded should be indicated in the declaration or in the operational authorisation, which may include the following:

(1)the identification of the UAS (manufacturer, model/variant (e.g. serial number);

NOTE: if the UAS is not subject to registration, the identification of the UAS may be done using the serial number of the UAS.

(2)the date, time, and location of the take-off and landing;

(3)the duration of each flight;

(4)the total number of flight hours/cycles;

(5)in the case of a remotely piloted operation, the name of the remote pilot responsible for the flight;

(6)the activity performed (add the reference to the STS or the authorisation number, as applicable);

(7)any significant incident or accident¹⁷⁰ that occurred during the operation;

(8)a completed pre-flight inspection;

(9)any defects and rectifications;

(10)any repairs and changes to the UAS configuration; and

(11)the information required to comply with UAS.SPEC.100.

(c)Records should be stored for 2 years in a manner that ensures their protection from unauthorised access, damage, alteration, and theft.

(d)The logbook can be generated in one of the following formats: electronic or paper. If the paper format is used, it should contain, in a single volume, all the pages needed to log the holder’s flight time. When one volume is completed, a new one will be started based on the cumulative data from the previous one.

UAS.SPEC.060 Responsibilities of the remote pilot

Regulation (EU) 2020/639

(1)The remote pilot shall:

(a)not perform duties under the influence of psychoactive substances or alcohol or when it is unfit to perform its tasks due to injury, fatigue, medication, sickness or other causes;

(b)have the appropriate remote pilot competency as defined in the operational authorisation, in the standard scenario defined in Appendix 1 or as defined by the LUC and carry a proof of competency while operating the UAS.

(c)be familiar with manufacturer’s instructions provided by the manufacturer of the UAS.

(2)Before starting an UAS operation, the remote pilot shall comply with all of the following:

(a)obtain updated information relevant to the intended operation about any geographical zones defined in accordance with Article 15;

(b)ensure that the operating environment is compatible with the authorised or declared limitations and conditions;

(c)ensure that the UAS is in a safe condition to complete the intended flight safely, and if applicable, check if the direct remote identification is active and up-to-date;

(d)ensure that the information about the operation has been made available to the relevant air traffic service (ATS) unit, other airspace users and relevant stakeholders, as required by the operational authorisation or by the conditions published by the Member State for the geographical zone of operation in accordance with Article 15.

(3)During the flight, the remote pilot shall:

(a)comply with the authorised or declared limitations and conditions;

(b)avoid any risk of collision with any manned aircraft and discontinue a flight when continuing it may pose a risk to other aircraft, people, animals, environment or property;

(c)comply with the operational limitations in geographical zones defined in accordance with Article 15;

(d)comply with the operator’s procedures;

(e)not fly close to or inside areas where an emergency response effort is ongoing unless they have permission to do so from the responsible emergency response services.

AMC1 UAS.SPEC.060(2)(b) Responsibilities of the remote pilot

ED Decision 2019/021/R

OPERATING ENVIRONMENT

(a)The remote pilot, or the UAS operator in the case of an autonomous operation, should check any conditions that might affect the UAS operation, such as the locations of people, property, vehicles, public roads, obstacles, aerodromes, critical infrastructure, and any other elements that may pose a risk to the safety of the UAS operation.

(b)Familiarisation with the environment and obstacles should be conducted through a survey of the area where the operation is intended to be performed.

(c)It should be verified that the weather conditions at the time when the operation starts and those that are expected for the entire period of the operation are compatible with those defined in the manufacturer’s manual, as well as with the operational authorisation or declaration, as applicable.

(d)The remote pilot should be familiar with the light conditions and make a reasonable effort to identify potential sources of electromagnetic energy, which may cause undesirable effects, such as EMI or physical damage to the operational equipment of the UAS.

AMC1 UAS.SPEC.060(2)(c) Responsibilities of the remote pilot

ED Decision 2019/021/R

THE UAS IS IN A SAFE CONDITION TO COMPLETE THE INTENDED FLIGHT

The remote pilot, or the operator in the case of an autonomous operation, should:

(a)update the UAS with data for the geo-awareness function if one is available on the UA;

(b)ensure that the UAS is fit to fly and complies with the instructions and limitations provided by the manufacturer;

(c)ensure that any payload carried is properly secured and installed, respecting the limits for the mass and CG of the UA;

(d)ensure that the UA has enough propulsion energy for the intended operation based on:

(i)the planned operation; and

(ii)the need for extra energy in case of unpredictable events; and

(e)for a UAS equipped with a loss-of-data-link recovery function, ensure that the recovery function allows a safe recovery of the UAS for the envisaged operation; for programmable loss-of-data-link recovery functions, the remote pilot may have to set up the parameters of this function to adapt it to the envisaged operation.

UAS.SPEC.070 Transferability of an operational authorisation

Regulation (EU) 2020/639

An operational authorisation is not transferable.

UAS.SPEC.080 Duration and validity of an operational authorisation

Regulation (EU) 2020/639

(1)The competent authority shall specify the duration of the operational authorisation in the authorisation itself.

(2)Notwithstanding point (1), the operational authorisation remains valid as long as the UAS operator remains compliant with the relevant requirements of this Regulation and with the conditions defined in the operational authorisation.

(3)Upon revocation or surrender of the operational authorisation the UAS operator shall provide an acknowledgment in digital format that must be returned to the competent authority without delay.

UAS.SPEC.085 Duration and validity of an operational declaration

Regulation (EU) 2020/639

The operational declaration shall have a limited duration of 2 years. The declaration shall no longer be considered as complete within the meaning of point (4) of point UAS.SPEC.020 if:

(1)during the oversight of the UAS operator, the competent authority has found that the UAS operation is not conducted in accordance with the operational declaration;

(2)the conditions of the UAS operation have changed to the extent that the operational declaration no longer complies with the applicable requirements of this Regulation;

(3)the competent authority is not granted access in accordance with point UAS.SPEC.090.

UAS.SPEC.090 Access

Regulation (EU) 2020/639

For the purpose of demonstrating compliance with this Regulation, an UAS operator shall grant to any person, that is duly authorised by the competent authority, an access to any facility, UAS, document, records, data, procedures or to any other material relevant to its activity, which is subject to operational authorisation or operational declaration, regardless of whether or not its activity is contracted or subcontracted to another organisation.

UAS.SPEC.100 Use of certified equipment and certified unmanned aircraft

Regulation (EU) 2024/1110

(1)Where the UAS operator uses an unmanned aircraft for which a certificate of airworthiness or a restricted certificate of airworthiness has been issued, the UAS operator shall ensure that the unmanned aircraft system complies with Delegated Regulation (EU) 2024/1107;

(2)Where the UAS operator uses certified equipment on an unmanned aircraft for which neither a certificate of airworthiness nor a restricted certificate of airworthiness have been issued, the UAS operator shall carry out all of the following tasks:

(i)record the operation or service time in accordance with either the instructions or procedures applicable to the certified equipment;

(ii)follow the instructions referred to in the equipment certificate, and also comply with any applicable airworthiness directives issued by the Agency;

(iii)implement any safety measures mandated by the competent authority in accordance with Article 19(4);

(iv)use any relevant mandatory safety information issued by the Agency.

GM1 UAS.SPEC.100 The use of certified equipment and certified unmanned aircraft

ED Decision 2019/021/R

GENERAL

For the purposes of UAS.SPEC.100, ‘certified equipment’ is considered to be any equipment for which the relevant design organisation has demonstrated compliance with the applicable certification specifications and received a form of recognition from EASA that attests such compliance (e.g. an ETSO authorisation). This process is independent from the CE marking process.

The use of certified equipment or certified UA in the ‘specific’ category of operation does not imply a transfer of the flight activities into the ‘certified’ category of operation. However, the use of certified equipment or certified UA in the ‘specific’ category should be considered as a risk reduction and/or mitigation measure in the SORA.

PART C — LIGHT UAS OPERATOR CERTIFICATE (LUC)

UAS.LUC.010 General requirements for an LUC

Regulation (EU) 2020/639

(1)A legal person is eligible to apply for an LUC under this Part.

(2)An application for an LUC or for an amendment to an existing LUC shall be submitted to the competent authority and shall contain all of the following information:

(a)a description of the UAS operator’s management system, including its organisational structure and safety management system;

(b)the name(s) of the responsible UAS operator’s personnel, including the person responsible for authorising operations with UASs;

(c)a statement that all the documentation submitted to the competent authority has been verified by the applicant and found to comply with the applicable requirements.

(3)If the requirements of this Part are met, an LUC holder may be granted the privileges, in accordance with point UAS.LUC.060.

GM1 UAS.LUC.010 General requirements for an LUC

ED Decision 2019/021/R

GENERAL

UAS operators may decide to apply for authorisations or issue declarations, as applicable, for their operations, or apply for an LUC.

An LUC holder is considered to be a UAS operator; therefore, they must register according to Article 14 and can do it in parallel to the LUC application.

AMC1 UAS.LUC.010(2) General requirements for an LUC

ED Decision 2019/021/R

APPLICATION FOR AN LUC

The application should include at least the following information:

(a)Name and address of the applicant’s principal place of business.

(b)Statement that the application serves as a formal application for a LUC.

(c)Statement that all the documentation submitted to the competent authority has been verified by the applicant and found to comply with the applicable requirements.

(d)Desired date for the operation to commence.

(e)Signature of the applicant’s accountable manager.

(f)List of attachments that accompany the formal application (the following is not an exhaustive list):

(i)name(s) of the responsible UAS operator’s personnel, including the accountable manager, operations, maintenance and training managers, the safety manager and security manager, the person responsible for authorising operations with UASs;

(ii)list of UASs to be operated;

(iii)details of the method of control and supervision of operations to be used;

(iv)identification of the operation specifications sought;

(v)OM and safety management manual (SMM). (Note: the OM and SMM may be combined under the LUC Manual);

(vi)schedule of events in the process to gain the LUC certificate with appropriate events addressed and target dates;

(vii)documents of purchase, leases, contracts or letters of intent;

(viii)arrangements for the facilities and equipment required and available; and

(ix)arrangements for crew and ground personnel training and qualification.

UAS.LUC.020 Responsibilities of the LUC holder

Regulation (EU) 2020/639

The LUC holder shall:

(1)comply with the requirements of points UAS.SPEC.050 and UAS.SPEC.060;

(2)comply with the scope and privileges defined in the terms of approval;

(3)establish and maintain a system for exercising operational control over any operation conducted under the terms of its LUC;

(4)carry out an operational risk assessment of the intended operation in accordance with Article 11 unless conducting an operation for which an operational declaration is sufficient according to point UAS.SPEC.020,

(5)keep records of the following items in a manner that ensures protection from damage, alteration and theft for a period at least 3 years for operations conducted using the privileges specified under point UAS.LUC.060:

(a)the operational risk assessment, when required according to point (4), and its supporting documentation;

(b)mitigation measures taken; and

(c)the qualifications and experience of personnel involved in the UAS operation, compliance monitoring and safety management;

(6)keep personnel records referred to in point (5)(c) as long as the person works for the organisation and shall be retained until 3 years after the person has left the organisation.

AMC1 UAS.LUC.020(3) Responsibilities of the LUC holder

ED Decision 2019/021/R

OPERATIONAL CONTROL

The organisation and methods established by the LUC holder to exercise operational control within its organisation should be included in the OM as an additional chapter in relation to the template provided in GM1 UAS.SPEC.030(3)(e).

GM1 UAS.LUC.020(3) Responsibilities of the LUC holder

ED Decision 2019/021/R

OPERATIONAL CONTROL

‘Operational control’ should be understood as the responsibility for the initiation, continuation, termination or diversion of a flight in the interest of safety.

‘System’ in relation to operational control should be understood as the organisation, methods, documentation, personnel and training of those personnel for the initiation, continuation, termination or diversion of a flight in the interest of safety.

AMC1 UAS.LUC.020(5) Responsibilities of the LUC holder

ED Decision 2019/021/R

RECORD-KEEPING — GENERAL

The record-keeping system should ensure that all records are stored in a manner that ensures their protection from damage, alteration and theft. They should be accessible on request of the NAA, whenever needed within a reasonable time. These records should be organised in a way that ensures traceability, availability and retrievability throughout the required retention period. The retention period starts when the record was created or last amended. Adequate backups should be ensured.

UAS.LUC.030 Safety management system

Regulation (EU) 2020/639

(1)An UAS operator who applies for an LUC shall establish, implement and maintain a safety management system corresponding to the size of the organisation, to the nature and complexity of its activities, taking into account the hazards and associated risks inherent in these activities.

(2)The UAS operator shall comply with all of the following:

(a)nominate an accountable manager with authority for ensuring that within the organisation all activities are performed in accordance with the applicable standards and that the organisation is continuously in compliance with the requirements of the management system and the procedures identified in the LUC manual referred to in point UAS.LUC.040;

(b)define clear lines of responsibility and accountability throughout the organisation;

(c)establish and maintain a safety policy and related corresponding safety objectives;

(d)appoint key safety personnel to execute the safety policy;

(e)establish and maintain a safety risk management process including the identification of safety hazards associated with the activities of the UAS operator, as well as their evaluation and the management of associated risks, including taking action to mitigate those risks and verify the effectiveness of the action;

(f)promote safety in the organisation through:

(i)training and education;

(ii)communication;

(g)document all safety management system key processes for making personnel aware of their responsibilities and of the procedure for amending this documentation; key processes include:

(i)safety reporting and internal investigations;

(ii)operational control;

(iii)communication on safety;

(iv)training and safety promotion;

(v)compliance monitoring;

(vi)safety risk management;

(vii)management of change;

(viii)interface between organisations;

(ix)use of sub-contractors and partners;

(h)include an independent function to monitor the compliance and adequacy of the fulfilment of the relevant requirements of this Regulation, including a system to provide feedback of findings to the accountable manager to ensure effective implementation of corrective measures as necessary;

(i)include a function to ensure that safety risks inherent to a service or product delivered through subcontractors are assessed and mitigated under the operator’s safety management system.

(3)If the organisation holds other organisation certificates within the scope of Regulation (EU) 2018/1139, the safety management system of the UAS operator may be integrated with the safety management system that is required by any of those additional certificate(s).

AMC1 UAS.LUC.030(2) Safety management system

ED Decision 2019/021/R

PERSONNEL REQUIREMENTS — GENERAL

(a)The accountable manager should have the authority to ensure that all activities are carried out in accordance with the requirements of the UAS Regulation.

(b)The safety manager should:

(1)facilitate hazard identification, risk analysis, and risk management;

(2)monitor the implementation of risk mitigation measures;

(3)provide periodic reports on safety performance;

(4)ensure maintenance of the safety management documentation;

(5)ensure that there is safety management training available and that it meets acceptable standards;

(6)provide all the personnel involved with advice on safety matters; and

(7)ensure the initiation and follow-up of internal occurrence investigations.

(c)Management and other personnel of the LUC holder should be qualified for the planned operations in order to meet the relevant requirements of the UAS Regulation.

(d)The LUC holder should ensure that its personnel receive appropriate training to remain in compliance with the relevant requirements of the UAS Regulation.

GM1 UAS.LUC.030(2)(a) Safety management system

ED Decision 2019/021/R

ACCOUNTABLE MANAGER

The accountable manager is a single, identifiable person who has the responsibility for the effective and efficient performance of the LUC holder’s safety management system.

AMC1 UAS.LUC.030(2)(c) Safety management system

ED Decision 2019/021/R

SAFETY POLICY

(a)The safety policy should:

(1)be endorsed by the accountable manager;

(2)reflect organisational commitments regarding safety, and its proactive and systematic management;

(3)be communicated, with visible endorsement, throughout the organisation;

(4)include internal reporting principles, and encourage personnel to report errors related to UAS operations, incidents and hazards; and

(5)recognise the need for all personnel to cooperate with compliance monitoring and safety investigations.

(b)The safety policy should include a commitment to:

(1)improve towards the highest safety standards;

(2)comply with all applicable legislation, meet all applicable standards, and consider best practices;

(3)provide appropriate resources;

(4)apply the human factors principles;

(5)enforce safety as a primary responsibility of all managers; and

(6)apply ‘just culture’ principles and, in particular, not to make available or use the information on occurrences:

(i)to attribute blame or liability to someone for reporting something which would not have been otherwise detected; or

(ii)for any purpose other than the improvement of safety.

(c)The senior management of the UAS operator should:

(1)continually promote the UAS operator’s safety policy to all personnel, and demonstrate their commitment to it;

(2)provide the necessary human and financial resources for the implementation of the safety policy; and

(3)establish safety objectives and associated performance standards.

GM1 UAS.LUC.030(2)(c) Safety management system

ED Decision 2019/021/R

SAFETY POLICY

The safety policy is the means whereby an organisation states its intention to maintain and, where practicable, improve safety levels in all its activities and to minimise its contribution to the risk of an accident or serious incident as far as is reasonably practicable. It reflects the management’s commitment to safety, and should reflect the organisation’s philosophy of safety management, as well as be the foundation on which the organisation’s safety management system is built. It serves as a reminder of ‘how we do business here’. The creation of a positive safety culture begins with the issuance of a clear, unequivocal direction.

The commitment to apply ‘just culture’ principles forms the basis for the organisation’s internal rules that describe how ‘just culture’ principles are guaranteed and implemented.

For organisations that have their principal place of business in a MS, Regulation (EU) No 376/2014 defines the ‘just culture’ principles to be applied (refer in particular to Article 16(11) thereof).

GM1 UAS.LUC.030(2)(d) Safety management system

ED Decision 2019/021/R

PERSONNEL REQUIREMENTS

The functions of the safety manager may be fulfilled by the accountable manager or another person charged by the UAS operator with the responsibility of ensuring that the UAS operator remains in compliance with the requirements of the UAS Regulation.

Where the safety manager already fulfils the functions of the compliance monitoring manager, the accountable manager cannot be the safety manager.

Depending on the size of the organisation and the nature and complexity of its activities, the safety manager may be assisted by additional safety personnel for the performance of all the safety management tasks.

Regardless of the organisational set-up, it is important that the safety manager remains the unique focal point as regards the development, administration, and maintenance of the organisation’s management system.

GM2 UAS.LUC.030(2)(d) Safety management system

ED Decision 2019/021/R

PERSONNEL REQUIREMENTS

A UAS operator may include a safety committee in the organisational structure of its safety management system and, if needed, one or more safety action groups.

(a)Safety committee

A safety committee may be established to support the accountable manager in their safety responsibilities. The safety committee should monitor:

(1)the UAS operator’s performance against safety objectives and performance standards;

(2)whether safety action is taken in a timely manner; and

(3)the effectiveness of the UAS operator’s safety management processes.

(b)Safety action group

(1)Depending on the scope of the task and the specific expertise required, one or more safety action groups should be established to assist the safety manager in their functions.

(2)The safety action group should be comprised of managers, supervisors and personnel from operational areas, depending on the scope of the task and the specific expertise required.

(3)The safety action group should at least perform the following:

(i)monitor operational safety and assess the impact of operational changes on safety;

(ii)define actions to mitigate the identified safety risks; and

(iii)ensure that safety measures are implemented within agreed timescales.

GM3 UAS.LUC.030(2)(d) Safety management system

ED Decision 2019/021/R

KEY SAFETY PERSONNEL

The UAS operator should appoint personnel to manage key fields of activity such as operations, maintenance, training, etc.

AMC1 UAS.LUC.030(2)(g) Safety management system

ED Decision 2019/021/R

DOCUMENTATION

The safety management system documentation of the LUC holder should be included in an SMM or in the LUC manual. If that documentation is contained in more than one operator’s manual and is not duplicated, cross references should be provided.

GM1 UAS.LUC.030(2)(g)(i) Safety management system

ED Decision 2019/021/R

SAFETY REPORTING AND INTERNAL INVESTIGATIONS

The purpose of safety reporting and internal investigations is to use reported information to improve the level of safety performance of the UAS operator. The purpose is not to attribute blame or liability.

The specific objectives of safety reporting and internal investigations are to:

(a)enable assessments of the safety implications of each relevant incident and accident, including previous similar occurrences, so that any necessary action can be initiated; and

(b)ensure that knowledge of relevant incidents and accidents is disseminated so that other persons and UAS operators may learn from them.

All occurrence reports that are considered to be reportable by the person who submits the report should be retained, as the significance of such reports may only become obvious at a later date.

AMC1 UAS.LUC.030(2)(g)(iii) Safety management system

ED Decision 2019/021/R

COMMUNICATION ON SAFETY

(a)The organisation should establish communication about safety matters that:

(1)ensures that all personnel are aware of the safety management activities as appropriate for their safety responsibilities;

(2)conveys safety-critical information, especially information related to assessed risks and analysed hazards;

(3)explains why particular actions are taken; and

(4)explains why safety procedures are introduced or changed.

(b)Regular meetings with personnel, where information, actions, and procedures are discussed, may be used to communicate safety matters.

GM1 UAS.LUC.030(2)(g)(iv) Safety management system

ED Decision 2019/021/R

TRAINING AND SAFETY PROMOTION

Training, combined with safety communication and information sharing form part of safety promotion and supplement the organisation’s policies, encouraging a positive safety culture and creating an environment that is favourable to the achievement of the organisation’s safety objectives.

Safety promotion can also be the instrument for the development of a just culture.

Depending on the particular risk, safety promotion may constitute or complement a risk mitigation action and an effective reporting system.

AMC1 UAS.LUC.030(2)(g)(v) Safety management system

ED Decision 2022/002/R

COMPLIANCE MONITORING

(a)The accountable manager should designate a manager to monitor the compliance of the LUC holder with:

(1)the terms of approval, the privileges, the risk assessment and the resulting mitigation measures;

(2)all operator’s manuals and procedures; and

(3)training standards.

(b)The compliance monitoring manager should:

(1)have knowledge of, and experience in, compliance monitoring;

(2)have direct access to the accountable manager to ensure that findings are addressed, as necessary; and

(3)not be one of the other persons referred to in UAS.LUC.030(2)(d).

(c)The tasks of the compliance monitoring manager may be performed by the safety manager, provided that the latter has knowledge of, and experience in, compliance monitoring.

(d)The compliance monitoring function should include audits and inspections of the LUC holder. The audits and inspections should be carried out by personnel who are not responsible for the function, procedure or products being audited.

(e)An organisation should establish an audit plan to show when and how often the activities as required by the UAS Regulation will be audited.

(f)The independent audit should ensure that all aspects of compliance, including all the subcontracted activities, are checked within a period defined in the scheduled plan, and agreed by the competent authority.

(g)Where the organisation has more than one approved location, the compliance monitoring function should describe how these locations are integrated into the system and include a plan to audit each location in a risk-based programme as agreed by the competent authority.

(h)A report should be raised each time an audit is carried out, describing what was checked and the resulting findings against applicable requirements and procedures.

(i)The feedback part of the compliance monitoring function should address who is required to rectify any non-compliance in each particular case, and the procedure to be followed if rectification is not completed within appropriate timescales. The procedure should lead to the accountable manager.

(j)The LUC holder should be responsible for the effectiveness of the compliance monitoring function, in particular for the effective implementation and follow-up of all corrective measures.

GM1 UAS.LUC.030(2)(g)(v) Safety management system

ED Decision 2019/021/R

COMPLIANCE MONITORING

The primary objective of the compliance monitoring function is to enable the UAS operator to ensure a safe operation and to remain in compliance with the UAS Regulation.

An external organisation may be contracted to perform compliance monitoring functions. In such cases, that organisation should designate the compliance monitoring manager.

The compliance monitoring manager may use one or more auditors to carry out compliance audits and inspections of the LUC holder under their own responsibility.

AMC1 UAS.LUC.030(2)(g)(vi) Safety management system

ED Decision 2022/002/R

SAFETY RISK MANAGEMENT

The LUC holder should have a safety management system that is able to perform at least the following:

(a)identify hazards through reactive, proactive, and predictive methodologies, using various data sources, including safety reporting and internal investigations;

(b)collect, record, analyse, act on and generate feedback about hazards and the associated risks that affect the safety of the operational activities of the UAS operator;

(c)develop an operational risk assessment as required by Article 11;

(d)carry out internal safety investigations;

(e)monitor and measure safety performance through safety reports, safety reviews, in particular during the introduction and deployment of new technologies, safety audits, including periodically assessing the status of safety risk controls, and safety surveys;

(f)manage the safety risks related to a change, using a documented process to identify any external and internal change that may have an adverse effect on safety; the management of change should make use of the UAS operator’s existing hazard identification, risk assessment, and mitigation processes;

(g)manage the safety risks that stem from products or services delivered through subcontractors, by using its existing hazard identification, risk assessment, and mitigation processes, or by requiring that the subcontractors have an equivalent process for hazard identification and risk management; and

(h)respond to emergencies using an ERP that reflects the size, nature, and complexity of the activities performed by the organisation, considering AMC3 UAS.SPEC.030(3)(e). The ERP should:

(1)contain the action to be taken by the UAS operator or the specified individuals in an emergency;

(2)provide for a safe transition from normal to emergency operations and vice versa;

(3)ensure coordination with the ERPs of other organisations, where appropriate; and

(4)describe emergency training/drills, as appropriate.

GM1 UAS.LUC.030(2)(g)(vi) Safety management system

ED Decision 2022/002/R

SAFETY RISK MANAGEMENT

In very broad terms, the objective of safety risk management is to eliminate risk, where practical, or reduce the risk (likelihood/severity) to acceptable levels, and to manage the remaining risk to avoid or mitigate any possible undesirable outcome. Safety risk management is, therefore, integral to the development and application of effective safety management.

Safety risk management can be applied at many levels in an organisation. It can be applied at the strategic level and at operational levels. The potential for human error, its influences and sources, should be identified and managed through the safety risk management process. Human factors risk management should allow the organisation to determine where it is vulnerable to human performance limitations.

GM1 UAS.LUC.030(2)(g)(vii) Safety management system

ED Decision 2019/021/R

MANAGEMENT OF CHANGE

Unless properly managed, changes in organisational structures, facilities, the scope of work, personnel, documentation, policies and procedures, etc. can result in the inadvertent introduction of new hazards, which expose the organisation to new, or increased risk. Effective organisations seek to improve their processes, with conscious recognition that changes can expose the organisations to potentially latent hazards and risks if the changes are not properly and effectively managed.

Regardless of the magnitude of a change, large or small, proactive consideration should always be given to the safety implications. This is primarily the responsibility of the team that proposes and/or implements the change. However, change can only be successful if all the personnel affected by the change are engaged and involved, and they participate in the process. The magnitude of a change, its safety criticality, and its potential impact on human performance should be assessed in any change management process.

The process for the management of change typically provides principles and a structured framework for managing all aspects of the change. Disciplined application of change management can maximise the effectiveness of the change, engage staff, and minimise the risks inherent in change.

Change is the catalyst for an organisation to perform the hazard identification and risk management processes.

Some examples of change include, but are not limited to:

(a)changes to the organisational structure;

(b)a new type of UAS being employed;

(c)additional UASs of the same or similar type being acquired;

(d)significant changes in personnel (affecting key personnel and/or large numbers of personnel, high turn-over);

(e)new or amended regulations;

(f)changes in financial status;

(g)new location(s), equipment, and/or operational procedures; and

(h)new subcontractors.

A change may have the potential to introduce new human factors issues, or exacerbate pre-existing issues. For example, changes in computer systems, equipment, technology, personnel (including the management), procedures, the work organisation, or work processes are likely to affect performance.

The purpose of integrating human factors into the management of change is to minimise potential risks by specifically considering the impact of the change on the people within a system.

Special consideration, including any human factors issues, should be given to the ‘transition period’. In addition, the activities utilised to manage these issues should be integrated into the change management plan.

Effective management of change should be supported by the following:

(a)implementation of a process for formal hazard analyses/risk assessment for major operational changes, major organisational changes, changes in key personnel, and changes that may affect the way a UAS operation is carried out;

(b)identification of changes likely to occur in business which would have a noticeable impact on:

(1)resources — material and human;

(2)management guidance — processes, procedures, training; and

(3)management control;

(c)safety case/risk assessments that are focused on aviation safety; and

(d)involvement of key stakeholders in the change management process as appropriate.

During the change management process, previous risk assessments and existing hazards are reviewed for possible effects.

GM1 UAS.LUC.030(2)(g)(viii) Safety management system

ED Decision 2022/002/R

SAFETY RISK MANAGEMENT — INTERFACES BETWEEN ORGANISATIONS

Safety risk management processes should specifically address the planned implementation of, or participation in, any complex arrangements (such as when multiple organisations are contracted, or when multiple levels of contracting/subcontracting are included).

Hazard identification and risk assessment start with the identification of all parties involved in the arrangement, including independent experts and non-approved organisations. This extends to the overall control structure, and assesses in particular the following elements across all subcontract levels and all parties within such arrangements:

(a)coordination and interfaces between the different parties;

(b)applicable procedures;

(c)communication between all the parties involved, including reporting and feedback channels;

(d)task allocation, responsibilities and authorities; and

(e)the qualifications and competency of key personnel.

Safety risk management should focus on the following aspects:

(a)clear assignment of accountability and allocation of responsibilities;

(b)only one party is responsible for a specific aspect of the arrangement — there should be no overlapping or conflicting responsibilities, in order to eliminate coordination errors;

(c)the existence of clear reporting lines, both for occurrence reporting and progress reporting; and

(d)the possibility for staff to directly notify the organisation of any hazard by suggesting an obviously unacceptable safety risk as a result of the potential consequences of this hazard.

Regular communication between all parties to discuss work progress, risk mitigation actions, changes to the arrangement, as well as any other significant issues, should be ensured.

AMC1 UAS.LUC.030(2)(g)(ix) Safety management system

ED Decision 2019/021/R

USE OF SUBCONTRACTORS

(a)When an LUC holder uses products or services delivered through a subcontractor that is not itself approved in accordance with this Subpart, the subcontractor should work under the terms of the LUC.

(b)Regardless of the certification status of the subcontractor, the LUC holder is responsible for ensuring that all subcontracted products or services are subject to the hazard identification, risk management, and compliance monitoring of the LUC holder.

UAS.LUC.040 LUC manual

Regulation (EU) 2020/639

(1)An LUC holder shall provide the competent authority with an LUC manual describing directly or by cross reference its organisation, the relevant procedures and the activities carried out.

(2)The manual shall contain a statement signed by the accountable manager that confirms that the organisation will at all times work in accordance with this Regulation and with the approved LUC manual. When the accountable Manager is not the Chief Executive Officer of the organisation, the chief executive officer shall countersign the statement.

(3)If any activity is carried out by partner organisations or subcontractors, the UAS operator shall include in the LUC manual procedures on how the LUC holder shall manage the relationship with those partner organisations or subcontractors.

(4)The LUC manual shall be amended as necessary to retain an up-to-date description of the LUC holder’s organisation, and copies of amendments shall be provided to the competent authority.

(5)The UAS operator shall distribute the relevant parts of the LUC manual to all its personnel in accordance with their functions and duties.

AMC1 UAS.LUC.040 LUC manual

ED Decision 2019/021/R

GENERAL

(a)The LUC holder should ensure that all personnel are able to understand the language in which those parts of the LUC manual which pertain to their duties and responsibilities are written.

(b)The LUC manual should contain a statement signed by the accountable manager that confirms that the organisation will at all times work in accordance with the UAS Regulation, as applicable, and with the approved LUC manual. When the accountable manager is not the chief executive officer of the organisation, then the chief executive officer shall countersign the statement.

AMC2 UAS.LUC.040 LUC manual

ED Decision 2022/002/R

GENERAL

The LUC manual may contain references to the OM, where an OM is compiled in accordance with AMC1 UAS.SPEC.030(3)(e).

The LUC manual should contain at least the following information, customised according to the complexity of the UAS operator.

LUC MANUAL TEMPLATE

Operator’s name

Table of contents

1.Introduction (the information under Chapter 1 of the OM may be duplicated here or simply referenced in the OM)

2.SMM

2.1.Safety policy (provide details of the UAS operator’s safety policy, safety targets)

2.2.Organisational structure (include the organogram and brief description thereof)

2.3.Duties and responsibilities of the accountable manager and key management personnel; (in addition, clearly identify the person who authorises operations)

2.4.Safety management system (provide a description of the safety management system, including the lines of responsibilities with regard to safety matters)

2.5.Operational control system (provide a description of the procedures and responsibilities necessary to exercise operational control with respect to flight safety)

2.6.Compliance monitoring (provide a description of the compliance monitoring function)

2.7.Safety risk management (the information about hazard identification, safety risk assessment and mitigation under Chapter A of the OM may be duplicated here or simply referenced to the OM)

2.8.Management of change (description of the process to identify safety-critical changes within the organisation and its operation and to eliminate or modify safety risk controls that are no longer needed or effective due to such changes)

2.9.Development and approval of an operational scenario (provide a description of the process)

2.10.Interface with subcontractors and partners (describe the relationship with any subcontractor delivering products or services to the UAS operator as well as with partners, if available)

2.11.Documentation of key management system processes

3.OM (the information under Chapters 2-11 of the OM may be duplicated here or references to the OM may be provided)

4.Handling, notifying and reporting accidents, incidents and occurrences

5.Handling of dangerous goods (specify the relevant regulations and instructions to crew members concerning the transport of dangerous goods such as pesticides and chemicals, etc. and the use of dangerous goods during operations such as batteries and fuel cells, engines, magnetising materials, pyrotechnics, flares and firearms)

AMC1 UAS.LUC.040(3) LUC manual

ED Decision 2019/021/R

PROCEDURES FOR SUBCONTRACTORS

If any activity is carried out by partner organisations or subcontractors, the LUC manual should include a relevant statement of how the LUC holder is able to ensure compliance with UAS.LUC.030(2)(i), and should contain, directly or by cross reference, descriptions of, and information on, the activities of those organisations or subcontractors, as necessary to substantiate this statement.

UAS.LUC.050 Terms of approval of the LUC holder

Regulation (EU) 2020/639

(1)The competent authority shall issue an LUC after it is satisfied that the UAS operator complies with points UAS.LUC.020, UAS.LUC.030 and UAS.LUC.040.

(2)The LUC shall include:

(a)the UAS operator identification;

(b)the UAS operator’s privileges;

(c)authorised type(s) of operation;

(d)the authorised area, zone or class of airspace for operations, if applicable;

(e)any special limitations or conditions, if applicable;

AMC1 UAS.LUC.050 Terms of approval of an LUC holder

ED Decision 2019/021/R

FORM FOR THE TERMS OF APPROVAL OF AN LUC HOLDER

LIGHT UAS OPERATOR CERTIFICATE (LUC) (Terms of approval of an LUC holder)
(3)	State of the operator (1):		(3)
		Issuing competent authority(2):
LUC # (4):	Operator name (5): Registration number of the UAS operator (6): Operator address (8): Telephone (9): Email (10):			Contact details, at which operational management can be contacted without undue delay (7):

This certificate certifies that ……………………..(5) is authorised to perform UAS operations, as defined in the attached UAS operations specifications, in accordance with the LUC manual, with the Annex to Regulation (EU) No 2019/947 and with Annex IX to Regulation (EU) 2018/1139.
Date of issue (11):____		Name and signature (12):________ Title: _______

1.Enter the name of the State of the operator.

2.Enter the identification of the issuing competent authority.

3.Reserved for use of the competent authority.

4.Enter the approval reference (digital and/or letter code) of the LUC, as issued by the competent authority.

5.Enter the name of the legal entity of the UAS operator and UAS operator’s trading name, if different from the name of the legal entity.

6.Enter the registration number of the UAS operator, provided according to Article 14 of the UAS Regulation.

7.Enter contact details such as the telephone numbers, including the country code, and the email address at which operational management can be contacted without undue delay for issues related to UAS operations, the airworthiness of UAS, remote crew competency and other matters as appropriate.

8.Enter the UAS operator’s principal place of business address.

9.Enter the UAS operator’s principal place of business telephone details, including the country code.

10.Enter the UAS operator’s email.

11.Enter the issue date of the LUC (dd-mm-yyyy).

12.Enter the title, name and signature of the competent authority representative. In addition, an official stamp may be applied on the LUC.

UAS OPERATIONS SPECIFICATIONS
LUC (1):
Operator name (2):
The UAS operator (2)__________ has the privilege to ___________________(3), subject to the following:
UAS model (4): _______________; UAS serial number or registration mark (5): _________________
Type(s) of UAS operation (6) or :	Specifications (7):	Special limitations (8):	Remarks(9)
1._____________; 2._____________;
Issuing competent authority (10): Telephone(11): Email(12):
Date (13):
Signature(14):

1.Enter the approval reference (digital and/or letter code) of the LUC, as issued by the competent authority.

2.Enter the name of the legal entity of the UAS operator and UAS operator’s trading name, if different from the name of the legal entity.

3.Enter any privilege listed in AMC1 UAS.LUC.060 that has been granted.

4.Enter the UAS model.

5.Enter the UAS serial number or the UAS registration mark if applicable.

6.Specify the type(s) of UAS operation (e.g. STS, PDRA when applicable, or type of UAS operations in case the operation is not covered by an STS or a PDRA; the type of UAS operation may be: survey, linear inspection, urban delivery; agricultural, photography, advertising, calibration, construction work, stringing power line, aerial mapping, pollution control, news media, television and movie, flying display, competition, etc.).

7.Enter the relevant specifications describing where the operation is allowed to take place (area of operation or class of airspace for operations; maximum height, BVLOS/VLOS; range; etc.).

8.Enter the limitations related to: restriction of the ground area (i.e. controlled ground area, population density; ground risk buffer); the UAS performance and equipment (i.e. maximum speed; maximum weight etc.); data link or communications; external systems or loads; carriage of dangerous goods, possibility of handover, etc.

9.Enter remarks such as the remote pilot’s competency; normal, contingency and emergency procedures.

10.Enter the identification of the issuing competent authority.

11.Enter the telephone number of the competent authority, including the country code.

12.Enter the email address of the competent authority.

13.Issue date of the operations specifications (dd-mm-yyyy).

14.Signature of the competent authority representative.

UAS.LUC.060 Privileges of the LUC holder

Regulation (EU) 2020/639

When satisfied with the documentation provided, the competent authority:

(1)shall specify the terms and conditions of the privilege granted to the UAS operator in the LUC; and

(2)may, within the terms of approval, grant to an LUC holder the privilege to authorise its own operations without:

(a)submitting an operational declaration;

(b)applying for an operational authorisation.

AMC1 UAS.LUC.060 Privileges of an LUC holder

ED Decision 2020/022/R

SCOPE OF PRIVILEGES

Within the terms of its approval, the LUC holder should be able:

(a)without prior declaration to the competent authority, to authorise its own operations based on an STS; and

(b)without prior approval of the competent authority, to authorise one or more of the following types of own operations:

(1)one based on a PDRA that requires an authorisation;

(2)one based on one or more modifications of an STS (variants), which does not involve changes in the ConOps, the category of UAS used or the competencies of the remote pilots; or

(3)one that does not correspond to a PDRA, but falls within a type of activity already performed by the UAS operator.

In case of UAS operations that are conducted at SAIL V and VI, the competent authority requires the LUC holder to use a UAS with an EASA TC. In case of UAS operations that are conducted at SAIL III and IV, the competent authority specifies if the LUC holder is required to use a UAS with an EASA TC.

GM1 UAS.LUC.060 Privileges of an LUC holder

ED Decision 2020/022/R

GENERAL

For the purpose of granting privileges to LUC applicants, the competent authority may apply a gradual approach. Depending on the UAS operator’s past safety performance and safety record over a defined period of time (e.g. the previous 6 months), the competent authority may expand the scope of the UAS operator’s privileges.

The gradual approach should not be understood as preventing the competent authority from granting privileges with a greater scope to a first-time LUC applicant who has an adequate structure and competent personnel, an effective safety management system and has demonstrated a good compliance disposition.

For operations that are conducted at SAIL III and IV, and to facilitate harmonisation among EASA Member States, EASA recommends that the competent authority always requires LUC holders to use a UAS with an EASA TC.

UAS.LUC.070 Changes in the LUC management system

Regulation (EU) 2020/639

After an LUC is issued, the following changes require prior approval by the competent authority:

(1)any change in the terms of approval of the UAS operator;

(2)any significant change to the elements of the LUC holder’s safety management system as required by point UAS.LUC.030.

AMC1 UAS.LUC.070(2) Changes in the LUC management system

ED Decision 2019/021/R

CHANGES REQUIRING PRIOR APPROVAL

A change of the accountable manager is considered a significant change that requires a prior approval.

UAS.LUC.075 Transferability of an LUC

Regulation (EU) 2020/639

Except for the change to the ownership of the organisation, approved by the competent authority in accordance with point UAS.LUC.070, an LUC is not transferable.

UAS.LUC.080 Duration and validity of an LUC

Regulation (EU) 2020/639

(1)An LUC shall be issued for an unlimited duration. It shall remain valid subject to:

(a)the LUC holder’s continuous compliance with the relevant requirements of this Regulation and of the Member State that issued the certificate; and

(b)it not being surrendered or revoked.

(2)Upon revocation or surrender of an LUC, the LUC holder shall provide an acknowledgment in digital format that must be returned to the competent authority without delay.

UAS.LUC.090 Access

Regulation (EU) 2020/639

For the purpose of demonstrating compliance with this Regulation, the LUC holder shall grant any person, that is duly authorised by the competent authority, an access to any facility, UAS, document, records, data, procedures or to any other material relevant to its activity, which is subject to certification, operational authorisation or operational declaration, regardless of whether or not its activity is contracted or subcontracted to another organisation.

APPENDICES

Appendix 1 for standard scenarios supporting a declaration

Regulation (EU) 2020/639

CHAPTER I — 1 STS-01 - VLOS over a controlled ground area in a populated environment

UAS.STS-01.010 General provisions

Regulation (EU) 2020/639

(1)During flight, the unmanned aircraft shall be maintained within 120 m from the closest point of the surface of the earth. The measurement of distances shall be adapted accordingly to the geographical characteristics of the terrain, such as plains, hills, mountains.

(2)When flying an unmanned aircraft within a horizontal distance of 50 m from an artificial obstacle taller than 105 metres, the maximum height of the UAS operation may be increased up to 15 m above the height of the obstacle at the request of the entity responsible for the obstacle.

(3)The maximum height of the operational volume shall not exceed 30 m above the maximum height allowed in points (1) and (2).

(4)During flight, the unmanned aircraft shall not carry dangerous goods.

UAS.STS-01.020 UAS operations in STS-01

Regulation (EU) 2020/639

(1)UAS operations in STS-01 shall meet all of the following conditions:

(a)be conducted with the unmanned aircraft kept in VLOS at all times;

(b)be conducted in accordance with the operations manual referred to in point (1) of point UAS.STS-01.030;

(c)be conducted over a controlled ground area comprising:

(i)for the operation of an untethered unmanned aircraft:

(A)the flight geography area;

(B)the contingency area, with its external limit(s) at least 10 m beyond the limit(s) of the flight geography area; and

(C)the ground risk buffer, which shall cover a distance beyond the external limit(s) of the contingency area that meets at least the following parameters:

	Minimum distance to be covered by the ground risk buffer for untethered unmanned aircraft
Maximum height above ground	with an MTOM up to 10 kg	with an MTOM above 10 kg
30 m	10 m	20 m
60 m	15 m	30 m
90 m	20 m	45 m
120 m	25 m	60 m

(ii)for operation of a tethered unmanned aircraft, a radius equal to the tether length plus 5 m and centred on the point where the tether is fixed over the surface of the earth.

(d)be conducted at a ground speed of less than 5 m/s in the case of untethered unmanned aircraft;

(e)be conducted by a remote pilot who:

(i)holds a certificate of remote pilot theoretical knowledge in accordance with Attachment A to this Chapter for operations in the standard scenarios issued by the competent authority or by an entity designated by the competent authority of a Member State;

(ii)holds an accreditation of completion of the STS-01 practical skill training, in accordance with Attachment A to this Chapter and issued by:

(A)an entity that has declared compliance with the requirements in Appendix 3 and is recognised by the competent authority of a Member State; or

(B)an UAS operator that has declared to the competent authority of the Member State of registration, compliance with STS-01 and that has declared compliance with the requirements in Appendix 3; and

(f)be conducted with an unmanned aircraft which is marked as class C5 and complies with the requirements of that class, as defined in Part 16 of the Annex to Delegated Regulation (EU) 2019/945, and is operated with active and updated direct remote identification system.

(2)The remote pilot shall obtain the certificate of theoretical knowledge for operations in the standard scenarios after:

(a)having completed an online training course and passed the online theoretical knowledge examination as referred to in point (4)(b) of point UAS.OPEN.020; and

(b)having passed an additional theoretical knowledge examination provided by the competent authority or by an entity designated by the competent authority of a Member State in accordance with Attachment A to this Chapter.

(3)This certificate shall be valid for five years. The revalidation, within its validity period is subject to any of the following:

(a)the demonstration of competencies in accordance with point (2);

(b)the completion of a refresher training addressing the theoretical knowledge subjects as defined in point (2) provided by the competent authority or by an entity designated by the competent authority.

(4)In order to revalidate the certificate upon its expiration, the remote pilot shall comply with point (2).

GM1 UAS.STS-01.020(1)(c) UAS operations in STS-01

ED Decision 2022/002/R

GROUND RISK BUFFER

The values for determining the size of the ground risk buffer that are indicated in the table of point UAS.STS-01.020(1)(c)(i)(C) should be considered as minimum values. However, additional margins should be considered depending on factors that may increase the distance travelled by the UA, e.g. UA flight characteristics, such as autorotation capability, wind, remote pilot’s reaction time, etc.

AMC1 UAS.STS-01.020(1)(e)(i) UAS operations in STS-01 and UAS.STS-02.020(7)(a) UAS operations in STS-02

ED Decision 2022/002/R

CERTIFICATE OF REMOTE PILOT THEORETICAL KNOWLEDGE

Upon receipt of proof that the remote pilot has successfully completed the theoretical knowledge examination, the competent authority or the entity that is designated by the competent authority should provide the remote pilot with a certificate of remote pilot theoretical knowledge in the format that is depicted in the figure below. The certificate may be provided in electronic form.

The remote pilot identification number that is provided by the competent authority, or the entity that is designated by the competent authority, which issues the certificate of remote pilot theoretical knowledge should have the following format:

NNN-RP-xxxxxxxxxxxx

Where:

—‘NNN’ is the ISO 3166 Alpha-3 code of the competent authority that issues the proof of completion;

—‘RP’ is a fixed field meaning ‘remote pilot’; and

—‘xxxxxxxxxxxx’ are 12 alphanumeric characters (lower-case only) defined by the competent authority that issues the proof of completion.

Example: (FIN-RP-123456789abc)

The QR code provides a link to the national database where the information related to the remote pilot is stored. Through the ‘remote pilot identification number’, all information related to the training of the remote pilot can be retrieved by authorised bodies (e.g. competent authorities, law enforcement authorities, etc.) and authorised personnel.

If the remote pilot provides the declaration of the practical-skills self-training as defined in point UAS.OPEN.030(2)(c), before passing the theoretical knowledge examination, the competent authority may include in the certificate also ‘subcategory A2’.

AMC1 UAS.STS-01.020(1)(e)(ii) UAS operations in STS-01 and UAS.STS-02.020(7)(b) UAS operations in STS-02

ED Decision 2022/002/R

REMOTE PILOT PRACTICAL TRAINING FOR STSs

The instructor should gradually compile a ‘progress booklet’ to allow the monitoring of the training and the continuous evaluation of the practical skills of the student remote pilot.

The progress booklet should be signed by the student remote pilot at the end of each practical training cycle. A record of the booklet should be kept for 5 years.

When the student remote pilot reaches the desired level of competence, the organisation that provides the practical training issues an attestation of practical training.

GM1 UAS.STS-01.020(1)(e)(ii) UAS operations in STS-01 and UAS.STS-02.020(7)(b) UAS operations in STS-02

ED Decision 2022/002/R

REMOTE PILOT PRACTICAL TRAINING FOR STSs

Practical training for STSs is provided as a ‘continuous evaluation’ of the student remote pilot by:

(1)either a UAS operator that has declared compliance with:

(a)the relevant STS(s) (the one(s) for which training and assessment are provided); and

(b)the requirements of Appendix 3 to the Annex to the UAS Regulation; or

(2)an entity that has declared compliance with the requirements of Appendix 3 to the Annex to the UAS Regulation.

UAS.STS-01.030 Responsibilities of the UAS operator

Regulation (EU) 2020/639

In addition to the responsibilities defined in UAS.SPEC.050, the UAS operator shall:

(1)develop an operations manual including the elements defined in Appendix 5;

(2)define the operational volume and ground risk buffer for the intended operations, including the controlled ground area covering the projections on the surface of the earth within both the volume and the buffer;

(3)ensure the adequacy of the contingency and emergency procedures through any of the following:

(a)dedicated flight tests;

(b)simulations, provided that the representativeness of the simulation means is appropriate for the intended purpose;

(4)develop an effective emergency response plan (ERP) suitable for the operation that includes at least:

(a)the plan to limit any escalating effects of the emergency situation;

(b)the conditions to alert the relevant authorities and organisations;

(c)the criteria to identify an emergency situation;

(d)clear delineation of the duties of the remote pilot(s) and any other personnel in charge of duties essential to the UAS operation;

(5)ensure that the level of performance for any externally provided service necessary for the safety of the flight is adequate for the intended operation;

(6)define the allocation of the roles and responsibilities between the operator and the external service provider(s), if applicable;

(7)upload updated information into the geo-awareness, if the function is installed on the UAS, when required by the UAS geographical zone for the intended location of operation;

(8)ensure that, before starting the operation, the controlled ground area is in place, effective and compliant with the minimum distance defined in point UAS.STS-01.020(1)(C)(i)(C) and, when required, coordination with the appropriate authorities has been conducted;

(9)ensure that, before starting the operation, all persons present in the controlled ground area:

(a)have been informed of the risks of the operation;

(b)have been briefed or trained, as appropriate, on the safety precautions and measures established by the UAS operator for their protection; and

(c)have explicitly agreed to participate in the operation;

(10)ensure that:

(a)the UAS is accompanied by the corresponding EU declaration(s) of conformity, including the reference to class C5 or reference to class C3 and to the accessories kit; and

(b)the class C5 identification label is affixed to the unmanned aircraft or to the accessories kit.

AMC1 UAS.STS-01.030(1)&(3) and UAS.STS-02.030(1)&(3) Responsibilities of the UAS operator

ED Decision 2022/002/R

OPERATIONAL PROCEDURES

The UAS operator should comply with the conditions for a ‘medium’ level of robustness of AMC2 UAS.SPEC.030(3)(e) as regards:

—the operational procedures contained in the OM, indicated in UAS.STS-01.030(1) and UAS.STS02.030(1); and

—the contingency and emergency procedures, indicated in UAS.STS-01.030(3) and UAS.STS02.030(3).

The flight test to verify the adequacy of the contingency and emergency procedures may be conducted in subcategory A3 of the ‘open’ category. In that case, the UAS operator should ensure that the UAS operation complies with the ‘open’ category requirements.

AMC1 UAS.STS-01.030(4) and UAS.STS-02.030(4) Responsibilities of the UAS operator

ED Decision 2022/002/R

EMERGENCY RESPONSE PLAN (ERP)

The UAS operator should develop an ERP in compliance with the conditions for a ‘medium’ level of robustness as per AMC3 UAS.SPEC.030(3)(e).

GM1 UAS.STS-01.030(5)&(6) and UAS.STS-02.030(5)&(6) Responsibilities of the UAS operator

ED Decision 2022/002/R

EXTERNALLY PROVIDED SERVICES

‘External service’ should be understood as any service that is provided by an external service provider to the UAS operator and which is:

—necessary to ensure the safety of a UAS operation; and

—provided by a service provider other than the UAS operator.

UAS.STS-01.040 Responsibilities of the remote pilot

Regulation (EU) 2024/1110

In addition to the responsibilities defined in UAS.SPEC.060, the remote pilot:

(1)before starting an UAS operation, shall verify that the means to terminate the flight of the unmanned aircraft are operational and check if the direct remote identification is active and uptodate;

(2)during the flight:

(a)shall keep the unmanned aircraft in VLOS and maintain a thorough airspace scan of the airspace surrounding the unmanned aircraft in order to avoid any risk of a collision with any manned aircraft. The remote pilot shall discontinue the flight if the operation poses a risk to other aircraft, people, animals, environment or property;

(b)for the purposes of point (a), may be assisted by an unmanned aircraft observer. In such case, clear and effective communication shall be established between the remote pilot and the unmanned aircraft observer;

(c)shall have the ability to maintain control of the unmanned aircraft, except in the case of a lost command and control (C2) link;

(d)shall operate only one unmanned aircraft at a time;

(e)shall not operate the unmanned aircraft from a moving vehicle;

(f)shall not hand over the control of the unmanned aircraft to another CMU;

(g)shall perform the contingency procedures defined by the UAS operator for abnormal situations, including when the remote pilot has an indication that the unmanned aircraft may exceed the limits of the flight geography; and

(h)shall perform the emergency procedures defined by the UAS operator for emergency situations, including triggering the means to terminate the flight when the remote pilot has an indication that the unmanned aircraft may exceed the limits of the operational volume.

Filters

AMC3 UAS.SPEC.050(1)(d) Responsibilities of the UAS operatorPermalinks

UAS OPERATION-SPECIFIC ENDORSEMENT MODULES

GM1 UAS.SPEC.050(1)(d)(iii) Responsibilities of the UAS operatorPermalinks

COORDINATION OF THE UAS OPERATOR WITH THE DESIGNATED ENTITY(IES)

AMC1 UAS.SPEC.050(1)(g) Responsibilities of the UAS operatorPermalinks

LOGGING OF FLIGHT ACTIVITIES AND RECORD-KEEPING

UAS.SPEC.060 Responsibilities of the remote pilotPermalinks

AMC1 UAS.SPEC.060(2)(b) Responsibilities of the remote pilotPermalinks

OPERATING ENVIRONMENT

AMC1 UAS.SPEC.060(2)(c) Responsibilities of the remote pilotPermalinks

THE UAS IS IN A SAFE CONDITION TO COMPLETE THE INTENDED FLIGHT

UAS.SPEC.070 Transferability of an operational authorisationPermalinks

UAS.SPEC.080 Duration and validity of an operational authorisationPermalinks

UAS.SPEC.085 Duration and validity of an operational declarationPermalinks

UAS.SPEC.090 AccessPermalinks

UAS.SPEC.100 Use of certified equipment and certified unmanned aircraftPermalinks

GM1 UAS.SPEC.100 The use of certified equipment and certified unmanned aircraftPermalinks

GENERAL

PART C — LIGHT UAS OPERATOR CERTIFICATE (LUC)

UAS.LUC.010 General requirements for an LUCPermalinks

GM1 UAS.LUC.010 General requirements for an LUCPermalinks

GENERAL

AMC1 UAS.LUC.010(2) General requirements for an LUCPermalinks

APPLICATION FOR AN LUC

UAS.LUC.020 Responsibilities of the LUC holderPermalinks

AMC1 UAS.LUC.020(3) Responsibilities of the LUC holderPermalinks

OPERATIONAL CONTROL

GM1 UAS.LUC.020(3) Responsibilities of the LUC holderPermalinks

OPERATIONAL CONTROL

AMC1 UAS.LUC.020(5) Responsibilities of the LUC holderPermalinks

RECORD-KEEPING — GENERAL

UAS.LUC.030 Safety management systemPermalinks

AMC1 UAS.LUC.030(2) Safety management systemPermalinks

PERSONNEL REQUIREMENTS — GENERAL

GM1 UAS.LUC.030(2)(a) Safety management systemPermalinks

ACCOUNTABLE MANAGER

AMC1 UAS.LUC.030(2)(c) Safety management systemPermalinks

SAFETY POLICY

GM1 UAS.LUC.030(2)(c) Safety management systemPermalinks

SAFETY POLICY

GM1 UAS.LUC.030(2)(d) Safety management systemPermalinks

PERSONNEL REQUIREMENTS

GM2 UAS.LUC.030(2)(d) Safety management systemPermalinks

PERSONNEL REQUIREMENTS

GM3 UAS.LUC.030(2)(d) Safety management systemPermalinks

KEY SAFETY PERSONNEL

AMC1 UAS.LUC.030(2)(g) Safety management systemPermalinks

DOCUMENTATION

GM1 UAS.LUC.030(2)(g)(i) Safety management systemPermalinks

SAFETY REPORTING AND INTERNAL INVESTIGATIONS

AMC1 UAS.LUC.030(2)(g)(iii) Safety management systemPermalinks

COMMUNICATION ON SAFETY

GM1 UAS.LUC.030(2)(g)(iv) Safety management systemPermalinks

TRAINING AND SAFETY PROMOTION

AMC1 UAS.LUC.030(2)(g)(v) Safety management systemPermalinks

COMPLIANCE MONITORING

GM1 UAS.LUC.030(2)(g)(v) Safety management systemPermalinks

COMPLIANCE MONITORING

AMC1 UAS.LUC.030(2)(g)(vi) Safety management systemPermalinks

SAFETY RISK MANAGEMENT

GM1 UAS.LUC.030(2)(g)(vi) Safety management systemPermalinks

SAFETY RISK MANAGEMENT

GM1 UAS.LUC.030(2)(g)(vii) Safety management systemPermalinks

MANAGEMENT OF CHANGE

GM1 UAS.LUC.030(2)(g)(viii) Safety management systemPermalinks

SAFETY RISK MANAGEMENT — INTERFACES BETWEEN ORGANISATIONS

AMC1 UAS.LUC.030(2)(g)(ix) Safety management systemPermalinks

USE OF SUBCONTRACTORS

UAS.LUC.040 LUC manualPermalinks

AMC1 UAS.LUC.040 LUC manualPermalinks

GENERAL

AMC2 UAS.LUC.040 LUC manualPermalinks

GENERAL

LUC MANUAL TEMPLATE

AMC1 UAS.LUC.040(3) LUC manualPermalinks

PROCEDURES FOR SUBCONTRACTORS

UAS.LUC.050 Terms of approval of the LUC holderPermalinks

AMC1 UAS.LUC.050 Terms of approval of an LUC holderPermalinks

FORM FOR THE TERMS OF APPROVAL OF AN LUC HOLDER

AMC3 UAS.SPEC.050(1)(d) Responsibilities of the UAS operator

GM1 UAS.SPEC.050(1)(d)(iii) Responsibilities of the UAS operator

AMC1 UAS.SPEC.050(1)(g) Responsibilities of the UAS operator

UAS.SPEC.060 Responsibilities of the remote pilot

AMC1 UAS.SPEC.060(2)(b) Responsibilities of the remote pilot

AMC1 UAS.SPEC.060(2)(c) Responsibilities of the remote pilot

UAS.SPEC.070 Transferability of an operational authorisation

UAS.SPEC.080 Duration and validity of an operational authorisation

UAS.SPEC.085 Duration and validity of an operational declaration

UAS.SPEC.090 Access

UAS.SPEC.100 Use of certified equipment and certified unmanned aircraft

GM1 UAS.SPEC.100 The use of certified equipment and certified unmanned aircraft

UAS.LUC.010 General requirements for an LUC

GM1 UAS.LUC.010 General requirements for an LUC

AMC1 UAS.LUC.010(2) General requirements for an LUC

UAS.LUC.020 Responsibilities of the LUC holder

AMC1 UAS.LUC.020(3) Responsibilities of the LUC holder

GM1 UAS.LUC.020(3) Responsibilities of the LUC holder

AMC1 UAS.LUC.020(5) Responsibilities of the LUC holder

UAS.LUC.030 Safety management system

AMC1 UAS.LUC.030(2) Safety management system

GM1 UAS.LUC.030(2)(a) Safety management system

AMC1 UAS.LUC.030(2)(c) Safety management system

GM1 UAS.LUC.030(2)(c) Safety management system

GM1 UAS.LUC.030(2)(d) Safety management system

GM2 UAS.LUC.030(2)(d) Safety management system

GM3 UAS.LUC.030(2)(d) Safety management system

AMC1 UAS.LUC.030(2)(g) Safety management system

GM1 UAS.LUC.030(2)(g)(i) Safety management system

AMC1 UAS.LUC.030(2)(g)(iii) Safety management system

GM1 UAS.LUC.030(2)(g)(iv) Safety management system

AMC1 UAS.LUC.030(2)(g)(v) Safety management system

GM1 UAS.LUC.030(2)(g)(v) Safety management system

AMC1 UAS.LUC.030(2)(g)(vi) Safety management system

GM1 UAS.LUC.030(2)(g)(vi) Safety management system

GM1 UAS.LUC.030(2)(g)(vii) Safety management system

GM1 UAS.LUC.030(2)(g)(viii) Safety management system

AMC1 UAS.LUC.030(2)(g)(ix) Safety management system

UAS.LUC.040 LUC manual

AMC1 UAS.LUC.040 LUC manual

AMC2 UAS.LUC.040 LUC manual

AMC1 UAS.LUC.040(3) LUC manual

UAS.LUC.050 Terms of approval of the LUC holder

AMC1 UAS.LUC.050 Terms of approval of an LUC holder

UAS.LUC.060 Privileges of the LUC holder

AMC1 UAS.LUC.060 Privileges of an LUC holder

GM1 UAS.LUC.060 Privileges of an LUC holder

UAS.LUC.070 Changes in the LUC management system

AMC1 UAS.LUC.070(2) Changes in the LUC management system

UAS.LUC.075 Transferability of an LUC

UAS.LUC.080 Duration and validity of an LUC

UAS.LUC.090 Access

Appendix 1 for standard scenarios supporting a declaration

UAS.STS-01.010 General provisions

UAS.STS-01.020 UAS operations in STS-01

GM1 UAS.STS-01.020(1)(c) UAS operations in STS-01

AMC1 UAS.STS-01.020(1)(e)(i) UAS operations in STS-01 and UAS.STS-02.020(7)(a) UAS operations in STS-02

AMC1 UAS.STS-01.020(1)(e)(ii) UAS operations in STS-01 and UAS.STS-02.020(7)(b) UAS operations in STS-02

GM1 UAS.STS-01.020(1)(e)(ii) UAS operations in STS-01 and UAS.STS-02.020(7)(b) UAS operations in STS-02

UAS.STS-01.030 Responsibilities of the UAS operator

AMC1 UAS.STS-01.030(1)&(3) and UAS.STS-02.030(1)&(3) Responsibilities of the UAS operator

AMC1 UAS.STS-01.030(4) and UAS.STS-02.030(4) Responsibilities of the UAS operator

GM1 UAS.STS-01.030(5)&(6) and UAS.STS-02.030(5)&(6) Responsibilities of the UAS operator

UAS.STS-01.040 Responsibilities of the remote pilot