How do I determine I fall under the ‘open’ category? As these need to take into account any changes made to the Cover Regulation and Implementing Rules by the EASA Committee, European Parliament and Council, the Decisions are published on the Agency website shortly after the date when their corresponding regulation has been published in the Official Journal. For the time being, 8 April 2019 is envisaged as the day from which the new regulatory framework on UPRT will apply. They inform and consult stakeholders on possible rule changes or new rules. Competent authorities who decide to use remote audit should describe the remote audit process in their documented procedures and should consider at least the following elements: Examples of use of ICT during audits may include but are not limited to: An agreement between the competent authority and the organisation should be established when planning a remote audit which should include: The following elements of the equipment and setup should be considered: When using ICT, the competent authority and other involved persons (e.g. In order to be authorised, an operator must comply with all relevant ICAO standards, unless covered by either a) or b) below: a) For reasons of equal treatment, EASA will not require compliance with those ICAO standards for which any EASA Member State has filed a difference to ICAO. Yes. In accordance with AMC1 ATCO.B.025(a)(5);(6), subjects taught during refresher training, such as standard practices and procedures, abnormal and emergency situations and human factors, should be assessed on STD or in other simulated environments and/or examined. EASA is available to provide more technical support on this process on a case by case basis, upon the CAs’ request. Usually an organisation (= a legal entity) is certified, while the scope of services, for which that organisation/legal entity is entitled to provide services are listed in the attachment to the service provider’s certificate. Thus, a licence with an STDI endorsement could be issued to applicants who fulfil the provisions of ATCO.C.035. human factors specialists. Reference: Regulation (EU) No 965/2012 on Air Operations and its amendments. Regulatory reference: Article 21 and Annex part A (UAS.OPEN.020) and (UAS.OPEN.040) of EU Regulation 2019/947. As per ED Decision No. EASA published the associated AMC and GM with ED Decision 2015/005/R. All such cases as specified in this subparagraph shall be reported to the competent authority within seven days of the issuance of such certification authorisation. The applicant does not benefit from the experience reduction and have to fulfil the requirement of 3 years of experience (if recognised as skilled worker) or 5 years. Reference: Regulation (EU) No 965/2012 on Air Operations, Annex II (Part ARO, ARO.GEN and ARO.RAMP). To learn the minimum number of cabin crew on your aircraft, please, consult your Competent Authority. Yes, Part-M is applicable to Part-145 organisations. https://www.easa.europa.eu/document-library/rulemaking-subjects/carriage-special-categories-passengers-scps, Comment Response Document CRD 2014-01 A Part-145 organisation holding an D approval on a particular NDT method. modifications and repairs embodied in the particular a/c, which may require compliance to additional maintenance instructions (by Design Approval Holder), in-service experience collected for the particular a/c or for the fleet and, changes in the type and specificity of operations. Specific information regarding the MMEL for aircraft type/model can be obtained from the aircraft Type Certificate Holder (TCH) or Supplemental Type Certificate Holder (STCH). Yes, as long as at least one aircraft is compliant with the applicable standards of the Annexes to the Chicago Convention applicable to air operators, EASA may issue a TCO authorisation. However most of EASA Member States mandate a third party insurance also if you are operating a lighter drone. Regarding changes to certified organisation, the notion of changes requiring prior approval/changes not requiring prior approval applies and therefore, a formal approval of certain change is required. Therefore, a specific ETOPS approval under Part-SPA (Annex V to Regulation (EU) No 965/2012) is not required to operate between 120 and 180 minutes from an adequate aerodrome; nevertheless, an operator is required to hold an approval based on the provisions contained in AMC1 CAT.OP.MPA.140(c). Conduct of remote audit by a Competent Authority. CAT operations by helicopter, including HEMS. Nevertheless, the operator needs to be able to demonstrate they have considered the fatiguing nature and cumulative effects of these duty periods under their operator responsibilities as they can generate fatigue that could affect crew member’s ability to rest prior to his/her next FDP. Yes, it would be acceptable. Please note that DAT providers are subject to Regulation (EU) 2017/373 (refer DAT.OR.100 and associated AMC/GM). non-commercial specialised operations with other-than complex motor-powered aircraft. Additionally, in accordance with Article 67, the Commission, on its own initiative or at the request of a Member State or the Agency, may initiate a comitology procedure to decide whether a certificate issued or declaration made in accordance with the Basic Regulation or of delegated and implementing acts adopted on the basis thereof, effectively complies with them. Usually competent authorities publish a list of the authorised AeMCs and AMEs on their website. So, in principle, we could say that there is no requirement for the nomination or identification of deputy “nominated persons”. The person who prepared the mass and balance documentation must be named on it. Such powers are established by articles 20(d) and (h) respectively of the Basic Regulation and further detailed in Part 21.A.18 "Designation of applicable environmental protection requirements and certification specifications" of Commission Regulation (EC) No 1702/2003. Continuing airworthiness shall be performed by a CAMO. A third country operator that does not intend to perform flights under its own AOC to aerodromes located in an EU territory is not required to hold a TCO Authorisation when entering into a code-share agreement with an EU operator. Case No 4: The applicant did not attend a Part-147 basic training course but only took  examinations in one or more approved Part-147 organisation(s). The new Implementing Rules implementing the requirements set out in Regulation (EC) No 216/2008 in the field of pilot licensing were published as Commission Regulation (EU) No 1178/2011 on Aircrew in the Official Journal of the European Union on 25 November 2011. Training is not required only if you are using very light drones: a. if the drone bears a CE class mark 0, you only must be familiar with the manufacturer’s instructions; or EASA Rule making process. In addition, the practical training should particularly address the tasks which cannot be explained by theoretical training only. Considering the restrictions of movement of people or the temporary lack of access to certain facilities and/or services due to the COVID-19 crisis, which may have as a result that production and maintenance organisations are not able to get calibration/periodical checks of their tools and equipment carried out before the due date, the Agency was requested to provide additional guidance to the competent authorities to facilitate a simpler process of approving changes to the applicable organisation’s procedures, and to ensure as much as possible the continuation of production and maintenance organisation activities during this period, in compliance with the applicable requirements. Once your application has been accepted we will provide you with a personal login and password that will allow you access to the EASA TCO web-interface. https://www.easa.europa.eu/document-library/regulations/commission-regulation-eu-no-11782011. More precisely, products designed or intended whether or not exclusively, for use in play by children under 14 years of age should be considered as a toy and comply with the Directive 2009/48/EC on the safety of toys. Neither the lessee (TCO) nor the lessor (EU carrier need a TCO authorisation, because the flights are performed under the responsibility of an operator that does not fall under the definition of a third country operator. The contents of the database are confidential and have been treated as such without interruption. The operator should be able to monitor the use of controlled rest to evaluate effectiveness of mitigation strategies. Member States may enable model aircraft clubs and associations to register their members in the registration systems established in accordance with Article 14 on their behalf. No. Regulation (EU) No 965/2012 mandates the operator to ensure that briefings and demonstrations related to safety are provided to passengers in a form that facilitates the application of the procedures applicable in case of an emergency and that passengers are provided with a safety briefing card on which picture type-instructions indicate the operation of emergency equipment and exits likely to be used by passengers. This Master User may register and manage additional Users within your organisation. issued in accordance with the new regulations and at the same time producing all the legal effects of the regulation from the date of entry into force of the regulation, but only from the date of its applicability. The initial application for a Part-66 aircraft maintenance licence shall be made to the competent authority of one of the member states. As defined in AMC1 ORO.GEN.200(b) the criterion in terms of full-time equivalents (FTEs) is the first one to be checked. Furthermore, in order to assist stakeholders to prepare for the implementation, EASA organised a workshop focusing on the new requirements and aiming to familiarise with the use of Acceptable Means of Compliance and Guidance Material, being established by the Agency. management of aeronautical data and related activities). it is purchased before 1 January 2023, with no  class identification label as above; will not be operated directly over people, unless it bears a  class identification label or is lighter than 250 g. (Please refer to subcategories of operations: A1, A2 and A3 to find out where you can fly with your drone); will be maintained in visual line of sight (VLOS) or the remote pilot will be assisted by a UA observer; is flown at a height of no more than 120 metres; will not carry any dangerous goods and will not drop any material. In the EASA regulatory framework an ETOPS operational approval is not required for commercial operations with twin-engine aeroplanes with a maximum passenger seating configuration of 19 or less and a maximum take-off mass of less than 45 360 kg to operate in excess of 180 minutes at the approved one-engine-inoperative speed (in still air) from an adequate aerodrome. Reference: Regulation (EU) No 2017/373 and those related to a B2: avionics, aircraft electrical system tasks and avionics/electrical tasks within mechanical and powerplant systems. The entry into force of an EU regulation represents the date when the regulation has legal existence in the EU legal order and in the national legal order of each Member State. Yes, you as drone operator, will receive a unique registration number and this will be valid in all other EASA member State. For standard scenarios, the National Aviation Authority is responsible for issuing the certificates. No, there is no such explicit requirement in the Regulation. Therefore, to audit the quality system, it is acceptable to: The way the quality system is going to be audited has to be described in the MOE and approved by the competent authority. They may convey additional information, according to national needs, but they are not subject to recognition at EU level. It is not the privilege of the Part-145 organisation to conduct aircraft type training courses on its own. Köln, Germany. Therefore, the exact date of applicability of each requirement will depend on the transition measures adopted by the European Commission. the suitability of video resolution, fidelity, and field of view for the verification being conducted; the need for multiple cameras, imaging systems, or microphones and whether the person performing the verification can switch between them, or direct them to be switched and has the possibility to stop the process, ask a question, move equipment, etc. The Agency will monitor the exercise of this responsibility by the Member States as part of its standardisation responsibilities under the Basic Regulation. availability of EASA Form 1 for all relevant components. For aeroplanes with a MTOM equal or above 30.000 kg the duration for the practical element of a type rating training course should not be less than two weeks. All this should lead to ensuring a systematic approach to SRM and help fostering the necessary ‘culture’ within the organisation to enable careful management and sound understanding of risk, including in day-to-day activities. If the option is to implement the provisions applicable to complex organisations, having details of management system implementation included in the form of AMCs to ORO.GEN.200, the operator may apply for an alternative means of compliance should it consider any of the elements of these AMCs inadequate for its specific type of organisation and operations. short description of the differences, if any, between the old and new rules. This is different from automatic operations, where the drone flies pre-determined routes defined by the drone operator before starting the flight. This implies that quality system monitoring itself must be subject to internal audits: In addition, the audit programme/plan needs to reflect this regulatory aspect. ATCO.C.010 states that the OJTI endorsement entitles the person to also exercise the privileges of an STDI endorsement (that is, to provide practical training on Synthetic Training Devices (STDs)). As POCs contain batteries, they fall under the definition of portable electronic devices (PEDs). This is in accordance with the type certification of the large aeroplanes certified for passenger transport. On 3 April 2014 Commission Regulation 245/2014 and Agency ED Decision 2014/022/R entered into force. If the data comes from a Supplemental Type Certificate holder, minor change approval holder or repair approval holder, the parts will have to be marked as prescribed in the applicable data which should include an EPA marking since 28/3/2004. Details of these requirements can be found in Annex II Part A, Part B and Part C of the SPI IR. In any case, these changes have to be notified to the competent authority which will verify compliance with the applicable requirements (cf. Comply with the authorised or declared limitations. (c) of ORO.MLR.100, which states that the OM shall be kept up-to-date; (d) of ORO.MLR.100, which states that the personnel shall have easy access to the portions of the OM relevant for their duties; (c)(3) of AMC1 ORO.MLR.100, which states that the content and amendment status of the manual is controlled and clearly indicated; (d)(3) of AMC1 ORO.MLR.100, which states that the OM should include a description of the amendment process which specifies the method by which the personnel are advised of the changes. UPRT stands for aeroplane ‘upset prevention and recovery training’ and constitutes a combination of theoretical knowledge and flying training with the aim of providing flight crew with the required competencies to both prevent and to recover from situations in which an aeroplane unintentionally exceeds the parameters for line operation or training (aeroplane upsets). EASA also recommends that appropriate performance indicators for FDP changes after reporting be part of the operator’s approved IFTSS to ensure that any resulting fatigue hazards are properly identified and mitigated. The Basic Regulation ((EU) 2018/1139) in its article 38 talks about the Member States’ and aerodrome operators’ obligations with respect to the protection of aerodrome surroundings and the possible European intervention in order to ensure the uniform application of these obligations. The development stage of Regulation (EU) No 965/2012 (‘AIR OPS’) initially did not include the paragraph (b)(2) in ORO.CC.100, i.e. The risk analysis shall consider the previous performance and reliability of the tool or equipment, previous calibration and periodical checks results and possible additional mitigating measures (like using tools from other organisations for critical applications). the personnel responsible for merely running the examination). The minimum reporting times, which have been defined by the operator in the Operations manual for different types of aircraft, operations and airport conditions, shall always apply to all flight crew. Annex III applies to operators of complex motor-powered aircraft, both commercial and non-commercial. If, instead, you want to conduct a race that is not within a club or association and with no spectators (in this context meaning uninvolved persons, see the definition above) present, you will fall under the ‘open’ category and you can operate under subcategory A3. How do you plan and calculate the necessary fuel supply? However, dimensional information contained in the task card sign-offs or work packages may need to be transferred and kept by the owner/ operator. The operator does not have to duplicate in its operations manuals the procedures and training for the SPA used for SPO when they are the same as the ones used for CAT operations; a cross-reference, specified in its operations manual, to the place where the training and operating procedures are already detailed, is enough. Commission Regulation (EU) No 29/2009 requires aircraft performing IFR flights above Flight Level 285 in the airspace of most EASA Member States to ‘have the capability to operate some data link services by February 2020 , except for older aircraft and State aircraft. give consent to be a part of the operation (e.g. This may also include Initial Training, if the gaps identified so require. - L/HIRF (Lightning / High Intensity Radiated Field) tasks (as applicable) For Part-M, Subpart F; Part-CAO and Part-145: as applicable, points M.A.604(a)7, M.A.608(b), CAO.A.050(b), CAO.A.025(a)(10), 145.A.40(b), 145.A.70(a)12., M.A.402(d) and ML.402(b)(4). The release of works performed under class B is done on an EASA Form 1 (or by means of an internal release document when this component is for the organisation’s own use and the organisation has in place the related internal procedures in the MOE). “determine that other products, parts or appliances are complete and conform to the approved design data and are in a condition for safe operation before issuing an EASA Form 1…”. As stated in 66.A.30(e), for mechanics having a military background and seeking a Part-66 licence, the objective is to ensure adequate understanding of the civil aircraft maintenance environment, not only because of possible different aircraft technologies, but also because of practices linked to the civil environment. TCO is a flight safety (not an aviation security) assessment. 2. any person required to comply with one or more elements of this set of operational suitability data. It is not a late finish, because he/she is acclimatised to B, and the FDP finishes at 23:30 (LT-B). Maintenance data has direct influence on many processes of the AMO and contributes to demonstrate the overall capability of the organisation to perform maintenance. Are you prepared to cope with that change and minimise its effects in your daily operation? Also, EASA in cooperation with NAAs and CdT, is developing glossaries in the different aviation domains, such as Air Operations or Air Traffic Management, to enhance the quality of translations. The nomination of the quality manager shall be performed using the EASA Form 4. (a)    for its specialised operations the operator has a different training programme or has different operating procedures; Even if the competent authority has not established its list of high-risk commercial SPO operations, the operator must determine through a risk assessment whether a particular operation is posing high risk to third parties on the ground in the event of an emergency. If the AMP is self-declared, based on the M.A.302(h) alleviation for ELA1 aircraft not involved in commercial operation, it cannot be initially challenged by the competent authority and the owner assumes full responsibility for its content (including potential deviations to ICA -. Therefore the exact date of applicability of each requirement depends on the transition measures introduced by the Member States. successfully complete an online theoretical knowledge examination (provided at the end of the online training) before they can fly the drone. Pilots who fly on routes and approaches that do not require PBN privileges may continue to fly on an IR without PBN privileges until 25 August 2020. Furthermore, in that case operators should not plan flights above FL285 in the applicable airspace. The CA has the necessary powers and allocated responsibilities for the certification and oversight of persons and organisations subject to Regulation (EU) 2018/1139 and its implementing rules. It also needs to be taken into account what applies for the maintenance and revalidation of the unit endorsement. Commission Regulation (EU) No 1321/2014 (recast) repeals Regulation (EC) 2042/2003 and its amendments. It is important that the aircraft list is kept up-to-date at all times to avoid potential problems, e.g. For further details please refer to the Terms of Use of the TCO web-interface, available on the EASA website. For standardisation reasons, it is recommended that each National Aerospace NDT Board (NANDTB) together with the corresponding Competent Authority establishes the general scenario to be followed by the organisations (e.g. For aircraft managed under Annex Vb (Part-ML) to Commission Regulation (EU) No 1321/2014, the aircraft owner, CAO or CAMO, as applicable, may simply declare/approve an amendment to the AMP in accordance with ML.A.302(b).  (b) establish and maintain a list of their personnel and their assigned duties. The organisation shall ensure that personnel who carry out and/or control a continued airworthiness non-destructive test of aircraft structures and/or components are appropriately qualified for the particular non-destructive test in accordance with the European or equivalent Standard recognised by the Agency. Medical certificates issued by any certified aero-medical examiner (AME)/ aero-medical centre (AeMC) are mutually recognised. No, the document is not recognised in the European Union. Passengers - Reference: Reg. 2.7 of the BR, a Member State can decide to exempt the design, maintenance and operation of an aerodrome, and its safety-related equipment, where that aerodrome handles no more than 10,000 commercial air transport passengers per year and no more than 850 movements related to cargo operations per year. Whenever the maintenance data is not available or not current, the maintenance shall not be performed and released, as mentioned by 145.A.50(a) and 145.A.80 of the Regulation 1321/2014 correspondingly. Rising before midnight to report at 00:01 on the last day could generate sleep debt. The European rule recognises the compliance with European industry standards. While the Commission has a power to request that the Member State concerned and EASA establish an oversight support programme and the Member State concerned should make all possible efforts to restore its ability to perform its tasks, the article also provides a Member State a possibility to step out from the programme. between A and B there is a 2-hour time difference, between A and C – a  4 hour-time difference, between A and D – a  6-hour time difference, to continue with an FDP which exceeds the maximum FDP that the crew will operate or reduces the minimum rest period, or. Acceptance of USED engine/components from an US based repair station is governed by the Maintenance Annex Guidance (MAG). Consequently, personnel working in these AMOs, or the AMOs wishing to support its staff on this matter, should: It is recommended that prior to starting any OJT, the licensing authority who has issued the license is contacted to verify its acceptance of any possible intended option. Specificities of each type of approval / letter of agreement need to be considered in addition to the below general overview when applying the “remote audit” concept. Paragraph 3.2 of Appendix III to Part-66 clearly states that ‘the tasks selected shall be representative of the aircraft and systems both in complexity and diversity. National licence endorsements may be issued for various reasons. The drone operator is required to first submit the declaration (if intending to conduct an operation covered by a standard scenario) or receive an operational authorisation from the National Aviation Authority of the state of registration. 2. Manufacturers of raw materials are not required to hold and cannot obtain a production approval. - How and when the competent authority is informed of an amendment. Acceptable Means of Compliance (AMC) are non-binding. Examiners holding examiner privileges as a TRE or SFE on the existing type intending to use their examiner privileges also on the new variant should qualify in accordance with either FCL.1000(b) (special conditions for the introduction of a new type) or with (a) and (b) above (differences training on the new variant and instructor privileges). On the other hand, the principle location of the company will be printed onto the EASA certificate, while any additional locations will be listed into the application form as well as in the company’s exposition. Legislation however does not require any audits, inspections or assessments it finds necessary before an... August 2013 and the legal rights and obligations can be assigned ( ORO.FTL.105 ( 25 August 2018 into. Either by 1 table in landscape orientation – each of the licence itself messages is required to submit declaration! 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