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Are there differences between the European Air Ops rules for NCC and ICAO SARPs?

Do NCC operators with non-EU registered aircraft need to maintain two different Operations Manuals?

My operations manual (OM) uses a template provided by a recognised industry standard. Is this sufficient for me to be compliant with the rules?

What is the intent of the declaration?

How can an NCC operator establish if its organisation is complex or non-complex?

Is the European State of the Operator principle for NCC operations in contradiction to the Chicago Convention?

Is a CAMO required for a European NCC operator using a third-country registered aircraft?

Why are non-commercial operations treated in two Parts, i.e. Part NCC (non-commercial with complex motor-powered aircraft and a Part NCO (non-commercial with other-than-complex motor-powered-aircraft)?

Which requirements does an ATO need to follow? Is Part ORO applicable?

What is the meaning of the term NCC?

Which is the competent authority responsible for the oversight of the NCC operations in Europe?

Which Annexes of Regulation (EU) No 965/2012 are applicable to NCC operations?

May a European NCC or NCO operator use third-country registered aircraft?

Which pilot licence is required for flying a third-country registered aircraft in the EU?

Why do European rules require a list of specific approvals?

Do the European rules recognise if an operator conforms to European industry standards?

How should I start building my SMS if I have a very small organisation (up to 2-3 persons) and I operate a complex aeroplane or helicopter?

We are an aero-club authorised by Member State X to perform skydiving operations. We operate a non-complex aircraft dry-leased from an operator registered in Member State Y. Our skydivers and the tandem passengers are registered members of the aero-club; there is no profit distributed outside our organisation. Which Parts of Regulation (EU) 965/2012 apply to us? Which is our competent authority?

Does an NCO operator established in an EU Member State and operating an aircraft registered in a third country need to comply with the Airworthiness Directives (AD) issued by EASA, in addition to the ADs issued by the State of Registry?