European Aviation Safety Agency 30 Jan 2009

R.F008­02 © European Aviation Safety Agency, 2008. All rights reserved. Proprietary document.  Page 1 of 136

NOTICE OF PROPOSED AMENDMENT (NPA) NO 2009­02C 

DRAFT OPINIONS OF THE EUROPEAN AVIATION SAFETY AGENCY, 

FOR A COMMISSION REGULATION establishing the implementing rules for air 

operations of Community operators

and

DRAFT DECISIONS OF THE EXECUTIVE DIRECTOR OF THE EUROPEAN AVIATION

SAFETY AGENCY on 

acceptable means of compliance, certification specifications and guidance material

related to the implementing rules for air operations of Community operators

“Implementing Rules for Air Operations of Community Operators”

C. Draft Opinion and Decision Part­OR (Subpart OPS)
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NOTE: This NPA  contains the draft Opinion on the  Implementing Rules for Air Operations of 

Community  Operators, the  Subparts  related  to Air  Operations  of  the  draft Opinion on the 

Implementing Rules for Organisation Requirements, the Subparts related to Air Operations of 

the draft Opinion on the Implementing Rules for Authority Requirements and the related draft

Decisions (AMC, CS and GM). The NPA is split into seven separate NPAs (2009­02A, 2009­02B,  2009­02C,  2009­02D,  2009­02E,  2009­02F AND 2009­02G) as indicated  in the Table  of 

Reference below. The documents are published in the Comment­Response Tool (CRT) available 

at http://hub.easa.europa.eu/crt/.

TABLE OF REFERENCE FOR NPA 2009­02: 

A.  EXPLANATORY NOTE:  SEE NPA 2009­02A

I.  GENERAL  SEE NPA 2009­02A

II.  CONSULTATION SEE NPA 2009­02A

III.  COMMENT RESPONSE DOCUMENT  SEE NPA 2009­02A

IV.  CONTENT OF THE DRAFT OPINIONS AND DECISIONS  SEE NPA 2009­02A

V.  APPENDICES  SEE NPA 2009­02A

B. DRAFT OPINIONS AND DECISIONS: 

I.  DRAFT OPINION PART­OPS  SEE NPA 2009­02B 

II.  DRAFT DECISION AMC AND GM TO PART­OPS  SEE NPA 2009­02B 

III.  DRAFT OPINION PART­OR (SUBPART OPS) SEE NPA 2009­02C 

IV.  DRAFT DECISION CS TO PART­OR (SUBPART OPS) SEE NPA 2009­02C 

V.  DRAFT DECISION AMC AND GM TO PART­OR (SUBPART OPS) SEE NPA 2009­02C 

VI.  DRAFT OPINION PART­AR (SUBPART GEN, CC AND OPS) SEE NPA 2009­02D 

VII.  DRAFT DECISION AMC AND GM TO PART­AR (SUBPART GEN, CC AND OPS)SEE NPA 2009­02D 

VIII.  DRAFT OPINION PART­CC SEE NPA 2009­02E 

IX.  DRAFT DECISION AMC AND GM TO PART­CC SEE NPA 2009­02E 

X.  SUPPLEMENT TO DRAFT OPINION PART­MED SEE NPA 2009­02E 

C.  CROSS­REFERENCE TABLES:  SEE NPA 2009­02F 

D.  REGULATORY IMPACT ASSESSMENT:  SEE NPA 2009­02G
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TABLE OF CONTENTS FOR NPA 2009­02c: 

III. DRAFT OPINION PART – ORGANISATION REQUIREMENTS (PART­OR) 4 

SUBPART OPS – AIR OPERATIONS  4 

SECTION I – GENERAL REQUIREMENTS  4 

SECTION II – MANUALS, LOGS AND RECORDS  5 

SECTION III – AIR OPERATOR DECLARATION 7 

SECTION IV – AIR OPERATOR CERTIFICATION 9 

SECTION V – FLIGHT CREW 12

SECTION VI – CABIN CREW 18

SECTION VII – TECHNICAL CREW MEMBER IN HEMS, HHO AND NVIS OPERATIONS  23

SECTION VIII – FLIGHT AND DUTY TIME LIMITATIONS AND REST REQUIREMENTS 24

SECTION IX – SECURITY 30

IV. DRAFT DECISION CS TO PART – ORGANISATION REQUIREMENTS (PART­OR) 33 

SUBPART OPS – AIR OPERATIONS  33

SECTION VIII – FLIGHT AND DUTY TIME LIMITATIONS AND REST REQUIREMENTS 33

V.  DRAFT DECISION AMC AND GM TO PART – ORGANISATION REQUIREMENTS (PART­OR)

36 

SUBPART OPS – AIR OPERATIONS  36

SECTION I – OPERATOR REQUIREMENTS  36

SECTION II – MANUALS, LOGS AND RECORDS  49

SECTION IV – AIR OPERATOR CERTIFICATION 71

SECTION V – FLIGHT CREW 77

SECTION VI – CABIN CREW 103 

SECTION VII – TECHNICAL CREW MEMBER IN HEMS, HHO AND NVIS OPERATIONS  113 

SECTION VIII – FLIGHT AND DUTY TIME LIMITATIONS AND REST REQUIREMENTS 117 

SECTION IX – SECURITY 123
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III.  DRAFT OPINION PART – ORGANISATION REQUIREMENTS (PART­OR)

Subpart OPS – Air Operations 

Section I – General requirements 

OR.OPS.005.GEN Scope 

This subpart establishes additional requirements to be followed by an air operator: 

(a)  Conducting non­commercial operations with complex motor­powered aircraft; 

(b) To qualify for  the issue  or  continuation of  an  air  operator  certificate  to conduct

commercial operations.

OR.OPS.010.GEN Definitions 

For the purpose of this subpart, the following definitions will apply: 

(a)  ‘Code share’ means an arrangement under which an operator places its designator code 

on a flight operated by another operator, and sells and issues tickets for that flight. 

(b) ‘Flight Data Monitoring  (FDM)’ means  the pro­active  and non­punitive use  of digital

flight data from routine operations to improve aviation safety 

(c)  ‘Rectification Interval’ means the maximum time an aircraft may be operated between

the deferral of an inoperative item and its rectification as specified in the MEL. 

(d) ‘Dry lease agreement’ means  an  agreement between undertakings pursuant to which

the aircraft is operated under the AOC of the lessee; 

(e)  ‘Wet lease agreement’ means an agreement between commercial operators holding a 

valid AOC in accordance with OR.OPS.015.AOC or an authorisation in accordance with

Part TCO pursuant to which the aircraft is operated under the AOC of the lessor; 

(f)  ‘Undertaking’ means any natural or legal person, whether profit­making or not, or any

official body whether having its own legal personality or not.

OR.OPS.100.GEN Operator responsibilities 

(a)  The operator is responsible for the operation of the aircraft in accordance with Annex IV 

of  the Basic  Regulation,  Part­OPS, the  applicable  subparts  of  this  Regulation and  its 

declaration or certificate.

(b) The  operator  shall establish and  maintain a system for  exercising  operational  control

and  supervision over  any  flight operated  under  the  terms  of  its  declaration or 

certificate.

(c)  The operator shall ensure that its aircraft are equipped and its crews are qualified as 

required for the area and type of operation. 

(d) The operator shall establish procedures and instructions for the safe operation of each 

aircraft type, containing ground staff and crew member duties for all types of operation

on the  ground  and  in flight.  These  procedures  shall not require  crew members  to

perform any activities during critical phases of flight other than those required for the 

safe operation of the aircraft. 

(e)  The operator shall establish a checklist system for each aircraft type to be used by crew 

members in all phases of flight under normal, abnormal and emergency conditions to

ensure that the operating procedures in the operations manual are followed. The design

and utilisation of checklists shall observe human factor principles. 

(f)  The  operator  shall train its  crew members  and personnel involved in the handling  of 

aircraft to recognise dangerous goods that may be carried inadvertently.
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OR.OPS.105.GEN Aircraft used in commercial and non­commercial operations

When an aircraft is operated in commercial and non­commercial operations, the  commercial 

operations specifications shall contain an endorsement for non­commercial operations and the 

operations manual shall contain a supplement with the operating procedures to be followed in

the case of non­commercial operations.

Section II – Manuals, Logs and Records 

OR.OPS.015.MLR  Operations Manual 

(a)  The  operator  shall establish an  Operations  Manual (OM)  containing  all necessary 

instructions, information and procedures, including standard operating procedures and 

training programmes and syllabi, for all personnel involved in air operations to perform 

their duties and for the aircraft operated.

(b) The content of the OM shall reflect the requirements set out in this Part and Part­OPS 

and shall not contravene the conditions contained in the operations specifications to the 

certificate or the declaration. 

(c)  The operator shall incorporate all amendments and revisions required by the competent

authority. 

(d) All personnel shall have access to the portions of the OM that are required to carry out

their duties. 

(e)  The OM shall be kept up to date. All personnel shall be made aware of the changes that

are relevant to their duties. 

(f)  The content of the OM shall be presented in a form which can be used without difficulty 

and that observes human factors principles. 

(g) For air operator certificate holders, the OM and its amendments shall be approved by 

the competent authority. 

(h)  Notwithstanding paragraph (g) minor amendments to the OM not affecting the terms of 

the certificate, may be approved through a procedure specified in the OM.

OR.OPS.020.MLR  Minimum Equipment List (MEL) 

(a)  A Minimum Equipment List (MEL) shall be established by the operator for each aircraft,  based  on the  Master  Minimum  Equipment List (MMEL)  for the type  approved  by the 

Agency in accordance with Part­21. 

(b) The MEL and any amendment shall be approved by the competent authority. 

(c)  The  operator  shall amend the  MEL after  any  applicable  change to the  MMEL and  its 

associated operational and maintenance procedures. 

(d) In addition to the list of items, the MEL shall contain: 

(1)  a preamble, including guidance and definitions for flight crews and maintenance 

personnel using the MEL; 

(2)  the revision status of the MMEL upon which the MEL is based and the  revision

status of the MEL; and 

(3)  the scope, extent and purpose of the MEL. 

(e)  The operator shall establish rectification intervals  for each instrument,  item of 

equipment or function inoperative listed in the MEL. The operator shall: 

(1)  take account of rectification intervals specified in the MMEL when preparing the 

MEL. The  rectification interval in the  MEL shall not be less  restrictive than the 

corresponding rectification interval in the MMEL; 

(2)  establish an effective rectification programme  that includes  tracking  of 

inoperative items and  co­ordinating  parts,  personnel,  facilities  and  procedures 

necessary for a timely rectification; and
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(3)  only dispatch the operation of the aircraft after expiry of the rectification interval

specified in the MEL, when: 

(i)  the defect has been rectified; or 

(ii)  the rectification interval is extended in accordance with paragraph (f). 

(f)  Subject to the approval of the competent authority, an operator may use a procedure 

for the extension of the categories B, C and D rectification intervals, provided that: 

(1)  the extension of the rectification interval is within the scope of the MMEL for the 

aircraft type; 

(2)  the extension of the rectification interval granted is, as a maximum, of the same 

duration as the rectification interval specified in the MEL; 

(3)  a description of  specific duties and  responsibilities for  controlling extensions is 

established by the operator and approved by the competent authority; 

(4)  the  competent authority  is  notified  of  any  extension of  the  applicable 

rectification interval; and 

(5)  a plan to accomplish the rectification at the earliest opportunity is established.

(g) The operator shall publish the operational and maintenance procedures associated with

the MEL as part of the operations manual or the MEL. The operator shall: 

(1)  take  the  MMEL operational and  maintenance procedures  into account when

preparing the MEL; 

(2)  plan and accomplish operational procedures prior to operating and/or during the 

operation with the listed item inoperative; and 

(3)  accomplish maintenance procedures  prior  to operating with the listed  item 

inoperative.

OR.OPS.025.MLR  Operational flight plan ­ commercial air transport 

An operational flight plan shall be completed for each intended flight based on considerations 

of  aircraft performance, other  operating limitations  and  relevant expected  conditions  on the 

route to be followed and at the aerodromes concerned, except for operations with: 

(a)  other than complex  motor­powered aeroplanes  taking  off  and  landing  at the  same 

aerodrome; 

(b) other than complex motor­powered helicopters engaged in flight operations conducted 

within a local area specified in the operations manual; or 

(c)  sailplanes and balloons. 

by day flights over routes navigated by reference to visual landmarks.

OR.OPS.030.MLR  Information retained on the ground ­ commercial air transport 

Information relevant to the flight and appropriate for the type of operation shall be preserved 

on the ground for the duration of each flight or series of flights, except for operations with: 

(a)  helicopters having a maximum passenger seating configuration of 9 or less engaged in

flight operations conducted within a local area specified in the operations manual; 

(b) other than complex motor­powered helicopters; or 

(c)  sailplanes and balloons 

by day and over  routes navigated by  reference to visual landmarks, when other methods of 

recording are employed.

OR.OPS.220.MLR  Record­keeping 

(a)  The  records  of  the  activities  referred to in OR.GEN.200 and the  declaration shall be 

stored for at least 5 years. 

(b) The following information used for the preparation and execution of a flight and reports 

shall be stored for 3 months, if applicable for the operation:
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(1)  Operational flight plan; 

(2)  Route specific NOTAM/AIS briefing documentation if edited by the operator; 

(3)  Mass and balance documentation; 

(4)  Notification of  special loads including  written information to the  pilot­in­  command about dangerous goods; 

(5)  Journey log; and 

(6)  Flight report(s) for recording details of any occurrence, or any event which the 

pilot­in­command deems necessary to report/ record.

(c)  Notwithstanding  OR.GEN.200,  personnel records  shall be  stored  for  the  periods 

indicated below: 

Flight crew licence and cabin crew attestation As long as the crew member is 

exercising the privileges of the 

licence or attestation for the 

aircraft operator 

Crew member training and checking  3 years 

Records on crew member recent experience  15 months 

Crew member  route and aerodrome  / task  and 

area competence, as appropriate 

3 years 

Dangerous Goods training, as appropriate  3 years 

Training  /  qualification records  of  other 

personnel for  whom  a  training  programme  is 

required 

last 2 training records 

(d) The operator shall: 

(1)  Maintain records of  all training, checking and qualification prescribed in this 

Section undertaken by a crew member; and 

(2)  Make the records of all conversion courses and recurrent training and checking 

available, on request, to the crew member concerned. 

(e)  The operator shall preserve the information used for the preparation and execution of a 

flight and personnel training records even if the operator ceases to be the operator of 

that aircraft or the employer of that personnel.

Section III – Air operator declaration 

OR.OPS.040.DEC Declaration 

(a)  Prior to commencing operations, the operator shall declare its capability and means to

discharge the responsibilities associated with the non­commercial operation of complex 

motor­powered aircraft to the competent authority. 

(b) When the non­commercial operation of a complex motor­powered aircraft is managed 

by a third party on behalf of the owner, that party shall declare its capability and means 

to discharge  the  responsibilities  associated  with the  operation of  the aircraft to the 

competent authority. 

(c)  Operations  shall not commence  before  an acknowledgement of  receipt  from  the 

Competent Authority has been received.

OR.OPS.041.DEC Content of the declaration 

(a)  The declaration shall be made on the form contained in Appendix 1.
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Appendix 1 to OR.OPS.041.DEC Template Declaration 

Declaration 

Operator 

Name: 

Contact details:

CAMO

Name: 

Contact details:

Aircraft operation 

Starting date of operation / applicability date of the change: 

Address of main base of operation

Type(s) of operation 

Type(s) of aircraft and registration(s)

Details of approval held (attach the OPSPECS)

Management system 

Description including organisational structure
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Name and contact details of Accountable Manager 

Name and contact details of person responsible for the operation

(if different from the accountable manager)

Statements

The operations manual as required by PART OR reflects the applicable requirements set out in PART

OR and PART OPS. 

All flights will be carried out in accordance with that operations manual.

All aircraft operated hold a valid certificate of airworthiness in compliance with PART M and are of a 

type that has been certificated by EASA.

All flight and cabin crew (if applicable) members are trained in accordance with PART OR.

(If applicable) 

The operator has implemented and demonstrated conformance to an officially recognised industry

standard.  Name of the standard: 

Date of the last audit of their conformance:

Any change in the operation that affects the information disclosed in this declaration will require a 

new declaration to be provided to the competent authority. The operator confirms that the information disclosed in this declaration is correct. 

Date, name of and signature by the Accountable Manager

Section IV – Air operator certification 

OR.OPS.015.AOC Application for an Air Operator Certificate 

(a)  Without prejudice to Regulation (EC) 1008/2008, prior to commencing commercial air 

operations, the operator shall apply for and obtain an air operator certificate issued by 

the competent authority. 

(b) Applicants shall provide the following information: 

(1)  The  official name and business  name, address  and  mailing  address  of  the 

applicant; 

(2)  Description of  the  proposed  operation,  including  the  type(s)  and  number  of 

aircraft to be operated; 

(3)  Description of the management system, including organisational structure; 

(4)  The name of the accountable manager; 

(5)  The names  of the nominated post holders, as  required by OR.OPS.210.AOC(a) 

together with their qualifications and experience; and
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(6)  A copy of the Organisation Manual, as required in OR.GEN.200 (a)(6). 

(c)  Applicants shall demonstrate to the competent authority that: 

(1)  they comply with all the applicable requirements of this Part and Parts­OPS; 

(2)  all aircraft operated have a certificate of airworthiness in accordance with Part­  21; 

(3)  Its organisation and management are suitable and properly matched to the scale 

and scope of the operation; and 

(4)  Every  flight can  be  conducted  in accordance  with the  provisions  of  the 

Operations Manual.

OR.OPS.020.AOC Operation  specifications and privileges of an  air  operator 

certificate holder 

(a)  The privileges  that the  operator  is certificated  to conduct shall be  specified  in the 

operations specifications of the certificate.

(b) The  privileges  of  the  holder  of  an air  operator  certificate  may  include  any  of  the 

operations requiring specific approvals referred to in Part­OPS.SPA.

OR.OPS.025.AOC Changes 

In the  case  of  an amendment to the  certificate, applicants  shall provide  the  competent

authority  with the  relevant parts of the Operations  Manual, the Organisation Manual  and all

other relevant documentation.

OR.OPS.030.AOC Leasing 

ANY LEASE­IN

(a)  Without prejudice  to Regulation 1008/2008, any lease­in agreement for  aircraft

registered  in a  third  country  and  used  by  an operator  for  which any  Member  State 

ensures oversight of  operations or  used into,  within or out of the  Community  by  an

operator certified in accordance with this section (Community operator) shall be subject

to prior authorisation of the competent authority.  WET LEASE­IN

(b) To obtain the authorisation as referred to in (a) above for the wet lease­in of an aircraft

registered in a third country, an operator for which a Member States ensures oversight

of operations, shall demonstrate to the competent authority that: 

(1)  The lessor is an operator holding an authorisation in accordance with Part­TCO; 

and 

(2)  The following requirements are met: 

(i)  Part­OPS.GEN; 

(ii)  for  commercial air transport (CAT)  operations  Part­OPS.CAT,  excluding 

OPS.CAT.220.A if authorised by the state of the operator; 

(iii)  for commercial operations other than CAT, Part­OPS.COM; 

(iii)  Part­FCL Annex III; 

(iv)  OR.GEN Section 2,  OR.OPS.GEN,  OR.OPS.MLR  excluding 

OR.OPS.020.MLR, OR.OPS.FC,  the  cabin crew medical and  training 

requirements of  OR.OPS.CC,  OR.OPS.TC, OR.OPS.FTL including  related 

CS­FTL and OR.OPS.SEC; 

(v)  Part­M; and; 

(vi)  Part­145. 

(3)  Compliance with the essential requirements and  applicable implementing  rules 

may  be  demonstrated  by  applying the  procedures  contained in the  operations 

manual of the lessor.
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DRY LEASE­OUT

(c)  Any  dry lease­out of  an  aircraft of  an operator for  which any  Member  State  ensures 

oversight of  operations,  shall be  subject to the  prior  authorisation of  that Member 

State’s competent authority. 

(d) To obtain the authorisation as referred to in (c) above, the following conditions shall be 

met: 

(1)  the  competent authority  has  transferred  its  responsibilities  for  oversight of 

operations and maintenance to the competent authority of the lessee; 

(2)  the aircraft is removed from the AOC of the lessor; and 

(3)  the aircraft is maintained  in accordance with an approved  maintenance 

programme.

OR.OPS.035.AOC Code share arrangements 

(a)  Any  code  share  arrangement between an  operator  certified  in accordance  with this 

section (community operator) and  a third  country  operator  shall be subject to prior 

authorisation of the competent authority. 

(b) To obtain an authorisation to enter into a code share arrangement with a third country 

operator, the community operator shall demonstrate to the competent authority that: 

(1)  The third country operator holds an authorisation in accordance with Part­TCO.

(2)  The Community operator conducts an initial onsite audit and for the duration of 

the code  share  arrangement regular audits  of  the  third  country  operator to

ensure compliance of the third country operator with the essential requirements 

of  the  Basic  Regulation and  the  standards  maintained  by  that operator  in

conducting its operations; Onsite audits shall be conducted at least once every 

24 months. 

(c)  The  audits, including  any findings  shall be  recorded. Level 1  findings  shall be  closed 

before  entering  in or  continuing  a  code  share agreement,  level 2  findings  within 12 

months of the audit. The Community operator shall submit the audit report including 

findings and their closure to the competent authority. All audit reports shall be kept for 

at least 5 years.

OR.OPS.201.AOC Flight data monitoring – aeroplanes 

(a)  An operator shall establish and maintain a flight data monitoring system, which shall be 

integrated  in the  management system,  for  aeroplanes  with a  maximum certificated 

take­off mass of more than 27 000 kg.

(b) The  flight data  monitoring  system  shall be non­punitive  and  contain adequate 

safeguards to protect the source(s) of the data.

OR.OPS.210.AOC Personnel requirements 

(a)  The  operator shall,  in accordance  with OR.GEN.210(b) nominate  post holders 

responsible for the management and supervision of the following areas: 

(1)  flight operations; 

(2)  crew training; 

(3)  ground operations; and 

(4)  compliance monitoring.

(b) Adequacy and competency of staff. 

(1)  The  operator  shall employ  sufficient staff for the  planned  ground  and  flight

operations. 

(2)  All personnel assigned to, or directly involved in, ground and flight operations 

shall:
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(i)  be properly trained; 

(ii)  demonstrate  their  capabilities  in the  performance  of  their  assigned 

duties; and 

(iii)  be  aware  of their responsibilities  and the relationship of their  duties to

the operation as a whole.

(c)  Supervision of staff

(1)  The number of supervisors to be appointed shall be sufficient in relation to the 

structure of the operator and the number of staff employed.

(2)  The  duties  and  responsibilities  of  these  supervisors  shall be  defined, and  any

other necessary arrangements shall be made to ensure that they can discharge 

their supervisory responsibilities. 

(3)  The supervision of crew members and personnel involved in the operation shall

be exercised by individuals with adequate experience and the skills to ensure the 

attainment of the standards specified in the operations manual.

OR.OPS.215.AOC Facility requirements 

In accordance with OR.GEN.215, the operator shall: 

(a)  arrange appropriate ground handling facilities to ensure the safe handling of its flights; 

(b) maintain operational support facilities at the main operating base, appropriate for the 

area and type of operation; 

(c)  ensure that the available  working  space at each operating base is sufficient for 

personnel pertaining to the safety of flight operations. Consideration shall be given to

the  needs  of  ground  staff,  staff  concerned  with operational control, the  storage  and 

display of essential records and flight planning by crews.

OR.OPS.300.AOC Documentation requirements 

(a)  The  operator  shall produce  the  manuals  and  any other  documentation required  and 

amendments thereof. 

(b) The operator shall be capable of, without delay, distributing operational instructions and 

other information.

Section V – Flight Crew 

Chapter 1 

General

OR.OPS.015.FC Composition of flight crew 

(a)  The composition of the flight crew and the number of flight crew members at designated 

crew stations shall be no less than the minimum specified in the aircraft flight manual or 

in any operating limitations prescribed for the aircraft. 

(b) The flight crew shall include additional flight crew members when required by the type of 

operation, and shall not be reduced below the number specified in the operations manual. 

(c)  All flight crew members  shall hold a licence and  ratings issued in accordance  with Part

FCL, appropriate to the duties assigned to them. 

(d) A flight crew member may be  relieved in flight of his duties at the controls by another 

suitably qualified flight crew member.
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OR.OPS.020.FC Designation as pilot­in­command 

(a)  One  pilot amongst the  flight crew  shall be  designated  by  the  operator  as  pilot­in­  command.

(b)  The operator shall only designate a flight crew member to act as pilot­in­command if 

he/she: 

(1)  complies with the minimum level of experience specified in the Operations 

Manual; 

(2)  except in the case of balloons: 

(i)  has adequate knowledge of the route or area to be flown and of the 

aerodromes, facilities and procedures to be used; 

(ii)  in the case of commercial operations, has had experience within the last 12 

months of the route or area to be flown and  of the aerodromes, facilities 

and procedures to be used; 

(3)  in the case of multi­crew operations, has completed a command course provided 

by the operator, as specified in the Operations Manual;

OR.OPS.025.FC Flight engineer 

When a separate flight engineer station is incorporated in the design of an aeroplane, the flight

crew  shall include  one  crew member  who is  suitably  qualified in accordance  with applicable 

national rules.

OR.OPS.030.FC Crew resource management (CRM) training 

Except in the case of balloons: 

(a)  Before  acting  in a  multi­crew environment,  a  flight crew  member  shall have  received 

appropriate CRM training as specified in the Operations Manual. 

(b) Elements  of  CRM training shall be  included in the  aircraft type training  and  recurrent

training as well as in the command course.

OR.OPS.035.FC Operator conversion training

(a)  Except  in the  case  of  balloons,  a  flight crew member  shall complete  the  operator 

conversion training course: 

(1)  when changing to an aircraft for which a new type or class rating is required; or 

(2)  when commencing at an operator. 

(b) The  operator  conversion training  course  shall include  training  on all the  equipment

installed on the aircraft.

OR.OPS.040.FC Differences training and familiarisation training

(a)  Flight crew members shall complete differences or familiarisation training when required 

by Part­FCL and when changing equipment or procedures on types or variants currently 

operated.

(b) The  operations manual shall specify  when such differences  training  or  familiarisation

training is required.

OR.OPS.045.FC Recurrent training

Each flight crew member  shall complete  annual  recurrent aircraft flight and  ground training 

relevant to the type or variant of aircraft on which he/she operates, including training on the 

location and use of all emergency and safety equipment carried.
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OR.OPS.050.FC Pilot qualification to operate in either pilot’s seat 

Flight crew members  who may  be  assigned to operate  in either  pilot's  seat shall complete 

appropriate training and checking as specified in the operations manual.

OR.OPS.055.FC Operations on more than one type or variant 

(a)  Flight crew members  operating  more than one type  or  variant of  aircraft shall comply 

with all of the  requirements prescribed in this Section for  each type  or variant, unless 

credits  related  to the  training, checking, and  recent experience  requirements  are 

approved in accordance with Part­21 for the relevant types or variants. 

(b) Appropriate procedures and/or operational restrictions shall be specified in the operations 

manual for any operation on more than one type or variant.

OR.OPS.060.FC Provision of training

All the training required in this section shall be conducted: 

(a)  in accordance with the training programmes and syllabi established by the operator in

the OM; 

(b)  by appropriately qualified personnel. In the case of  flight and flight simulation

training, the personnel providing the training and conducting the checks  shall be 

qualified in accordance with Part­FCL.

Chapter 2 

Additional requirements for commercial air transport 

OR.OPS.115.FC Composition of Flight Crew 

(a)  Inexperienced flight crew members shall not be part of the same flight crew. 

(b)  The pilot­in­command may delegate the conduct of the flight to another pilot suitably 

qualified  in accordance  with Part FCL and  fulfilling the requirements of 

OR.OPS.020(b).  The delegation shall include all the responsibilities of the pilot­in­command. 

(c)  Specific requirements for aeroplane operations under IFR or at night. 

(1)  The minimum flight crew shall be 2 pilots for all turbojet aeroplanes and all

turbo­propeller aeroplanes with a maximum passenger seating configuration of 

more than 9. 

(2)  Aeroplanes other than those covered by (c)(1) may have the minimum flight

crew reduced from 2 to 1 pilot provided that: 

(i)  The pilot has  undertaken training on the operator’s procedures, in

particular regarding: 

­  Engine management and emergency handling; 

­  Use of normal, abnormal and emergency checklist; 

­  ATC communication; 

­  Departure and approach procedures; 

­  Autopilot management, if applicable; and 

­  Use of simplified in­flight documentation; 

(ii)  The recurrent checks required by OR.OPS.145.FC are performed in the 

single­pilot role on the relevant type or class of aeroplane in an

environment representative of the operation; 

(iii)  For operations under IFR:
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­  the pilot has a minimum of 50 hours flight time under IFR on the 

relevant type or class of aeroplane, of which 10 hours as pilot­in­  command; and 

­  the pilot has completed 5 IFR flights, including 3 instrument

approaches, in a single­pilot role, or undertaken an IFR

instrument approach check during the preceding 90 days on the 

relevant type or class of aeroplane; and 

(iv)  For operations at night: 

­ the pilot has a minimum of 15 hours flight time at night which

may be included in the  50 hours flight time under IFR in

paragraph (iii) above; and 

­ the pilot has completed three take­offs and landings at night on

the type or class of aeroplane in the single pilot role, or 

undertaken a night take­off and landing  check during the 

preceding 90 days on the relevant type or class of aeroplane. 

(d)  Specific requirements for helicopters. 

(1)  For all operations using  helicopters with a  maximum  passenger seating 

configuration (MPSC) of more than 19 and for IFR operations using 

helicopters with a MPSC of more than 9: 

(i)  The minimum flight crew shall be two pilots; and 

(ii)  The pilot­in­command shall be the holder of an Airline Transport Pilot

Licence (Helicopter) issued in accordance with Part FCL. 

(2)  Operations not covered by paragraph (d)(1)  above may be operated by a 

single pilot under IFR or at night provided that: 

(i)  The pilot has undertaken training on the operator’s procedures, in

particular regarding: 

­  Engine management and emergency handling; 

­  Use of normal, abnormal and emergency checklist; 

­  ATC communication; 

­  Departure and approach procedures; 

­  Autopilot management, if applicable; 

­  Use of simplified in­flight documentation; and 

(ii)  The recurrent checks required by OR.OPS.145.FC are performed in the 

single­pilot role on the particular helicopter type in an environment

representative of the operation; and 

(iii)  For IFR operations, the pilot: 

­  has 25 hours total IFR flight experience in the relevant operating 

environment; and 

­  has 25 hours flight experience as a single pilot on the specific 

type of helicopter, approved  for single  pilot IFR, of  which 10

hours as pilot­in­command or pilot­in­command under 

supervision, including 5 sectors of IFR  line flying under 

supervision using the single pilot procedures; and 

­  complies  with the  minimum required  recent experience of  5  IFR

flights  as a single pilot, including 3 instrument approaches,  carried out during the preceding 90 days on a helicopter 

approved for this purpose or undertakes an IFR instrument

approach check as a single pilot on the relevant type of helicopter 

or an FSTD.
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OR.OPS.120.FC Command course 

Except in the case of balloons, the command course shall include  at least the following 

elements: 

(a)  Training  in an FSTD, including line orientated  flying training (LOFT), or  flying 

training; 

(b)  The operator proficiency check, operating as pilot­in­command; 

(c)  Training on pilot­in­command responsibilities; 

(d)  Line training as pilot­in­command under supervision, for a minimum of: 

(1)  10 sectors, in the case of aeroplanes; and 

(2)  10 hours, including at least 10 sectors, in the case of helicopters. 

(e)  Completion of a line check as pilot­in­command; and 

(f)  Elements of crew resource management training.

OR.OPS.130.FC Initial Operator’s Crew Resource Management (CRM) training

(a)  Except in the case of balloons: 

(1)  A  flight crew member  shall have  completed  an initial CRM training course 

before commencing unsupervised line flying. 

(2)  Initial CRM training shall be conducted by at least one suitably qualified CRM

trainer who may be assisted by experts in order to address specific areas. 

(b)  If the flight crew member has not previously received theoretical training in Human 

Factors to the ATPL level, he/she shall complete,  before,  or combined with,  the 

initial CRM training, a theoretical course provided by the operator and based on the 

human performance and limitations syllabus  for the ATPL as established in Part­  FCL..

OR.OPS.135.FC Operator conversion training and checking 

(a)  Except in the case of balloons: 

(1)  crew resource management training shall be integrated into the  operator 

conversion training course; 

(2)  during the operator conversion course the flight crew member shall not

undertake flying duties on another type or class of aircraft. 

(b)  The amount of  training required  by the flight crew member for the operator’s 

conversion course shall be determined in accordance with the standards of 

qualification and experience specified in the Operations Manual, taking into account

his/her previous training and experience. 

(c)  The flight crew member shall complete: 

(1)  the operator proficiency check and the emergency and safety equipment

training and checking before commencing line flying under supervision; and 

(2)  the line check upon completion of line flying under supervision. 

(d)  Aeroplanes. Pilots that have been issued a type rating  based on a  zero flight time 

training (ZFTT) course shall: 

(1)  commence  line  flying  under  supervision not later than 21 days after the 

completion of the skill test or after refresher training provided  by the 

operator; 

(2)  conduct the first 4 take­offs and landings of the line flying under supervision

in the aeroplane under the supervision of a TRI(A) occupying the other pilot

seat, unless otherwise specified in accordance with Part­21.
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OR.OPS.145.FC Recurrent training and checking

(a)  Each flight crew member shall complete recurrent training and checking relevant to

the type or variant of aircraft on which they operate. 

(b)  Operator Proficiency Check: 

(1)  Each flight crew member  shall complete  operator  proficiency checks to

demonstrate his/her competence in carrying out normal,  abnormal and 

emergency procedures, as part of a normal flight crew complement. 

(2)  When the flight crew member will be required to operate under IFR,  the 

operator proficiency check shall be conducted without external visual reference. 

(3)  The period of validity of the operator proficiency check shall be 6 calendar 

months. 

(c)  Line Check. Except in the case of balloons, each flight crew member shall complete a 

line check on the aircraft to demonstrate his/her competence in carrying out normal 

line operations described in the Operations Manual. The period of  validity of a line 

check shall be 12 calendar months. 

(d)  Emergency and Safety Equipment training and checking. Each flight crew member 

shall complete training and checking on the location and use of all emergency and 

safety equipment carried. The period of validity of an emergency and safety 

equipment check shall be 12 calendar months. 

(e)  Except in the case of balloons: 

(1)  Elements of CRM shall be  integrated into all appropriate  phases of the 

recurrent training. 

(2)  Each flight crew member  shall undergo specific modular CRM training. All

major topics of CRM training shall be covered over a period not exceeding 3 

years. 

(f)  Each flight crew member shall undergo ground training and aircraft/FSTD training at 

least every 12 calendar months. 

(g)  The validity periods mentioned in (d)(3), (e) and (f) shall be counted from the end 

of the month when the check was taken. 

(h)  When the training or checks required above are undertaken within the last 3 months 

of the validity period, the new validity period shall be counted from the original

expiry date.

OR.OPS.155.FC Operation on more than one type or variant 

(a)  When a flight crew member operates both helicopters and aeroplanes the operation

shall be limited to one type of each. 

(b)  The procedures or  operational restrictions for  operation on more than one type  or 

variant established in the Operations Manual shall cover: 

(1)  The flight crew members' minimum experience level; 

(2)  The minimum experience level on one type or variant before beginning 

training for and operation of another type or variant; 

(3)  The process whereby flight crew qualified  on one type or variant will be 

trained and qualified on another type or variant; and 

(4)  All applicable recent experience requirements for each type or variant.
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Chapter 3 

Additional requirements for commercial operations other than commercial air 

transport 

OR.OPS.240.FC Recurrent training and checking ­ Operator Proficiency Check 

(a)  Each flight crew member  shall complete  annual operator proficiency checks to

demonstrate his/her competence in carrying out normal, abnormal and emergency 

procedures, covering the  relevant aspects associated with the  specialised  tasks 

described in the Operations Manual; 

(b)  Appropriate consideration shall be given when the operations are undertaken under 

IFR or at night; 

(c)  The period of validity of the operator proficiency check shall be 12 calendar months 

in addition to the remainder of the month when the check was taken. When the 

operator proficiency  check  is undertaken within the last 3  months of the validity 

period, the new validity period shall be counted from the original expiry date.

Section VI – Cabin crew 

OR.OPS.005.CC Scope 

This section establishes the requirements to be met by an operator when operating an aircraft

with cabin crew.

Chapter 1 

Common requirements 

OR.OPS.105.CC Number and composition of cabin crew 

(a)  At least one cabin crew member shall be assigned for the operation of any aircraft with

a  maximum  passenger  seating  configuration of  more than 19 when carrying  one  or 

more passengers. 

(b) The cabin crew shall be composed of at least one cabin crew member for every 50, or 

fraction of 50, passenger seats installed on the same deck of an aircraft. 

(c)  For operations when more than one cabin crew member is assigned the operator shall

nominate one cabin crew member to be responsible to the pilot­in­command.

OR.OPS.110.CC Conditions for assignment of cabin crew to duties 

(a)  Cabin crew members shall be assigned to duties on an aircraft only if they: 

(1)  are at least 18 years of age; 

(2)  have  been assessed  physically  and  mentally fit to perform  all assigned  duties 

and responsibilities safely in accordance with the medical requirements specified 

in Part­MED as applicable to the type of operations; 

(3)  have completed all training required by Part­CC and this Chapter to perform the 

assigned duties; and 

(4)  have been checked as proficient to perform all assigned duties. 

(b) The cabin crew members and their functions with regard to flight and passenger safety 

shall be clearly identified to the passengers.
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OR.OPS.115.CC Training courses and associated checking 

(a)  A detailed programme shall be established by the operator for each training course in

accordance  with the  applicable  requirements of  Part­CC and  of  this  Section as 

applicable to cover the duties  and  responsibilities to be performed by the  cabin crew 

members; 

(b) Each training  course  shall include  theoretical and  practical instruction together  with

individual or  collective  practice  as  relevant to each training  subject in order that the 

cabin crew member achieves the adequate level of proficiency in accordance with this 

Section; 

(c)  Training and checking of each cabin crew member shall be conducted for each training 

course by personnel suitably qualified and experienced for the subject to be covered; 

and 

(d) Checking  of  the  proficiency of  each cabin crew member  shall be  conducted  for  all

training received, except for crew resource management training.

OR.OPS.120.CC Initial safety training

The  operator  shall provide  the  cabin crew member  with an initial safety training  course in

accordance with the applicable requirements of Part­CC unless the cabin crew member holds a 

cabin crew attestation issued in accordance with Part­CC.

OR.OPS.125.CC Operator’s aircraft type training and differences training 

(a)  A  cabin crew member  shall undergo appropriate  aircraft type training in accordance 

with (c) before being: 

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

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

(b) In addition to (a), a cabin crew member shall undergo appropriate differences training 

in accordance with (c) as applicable before they are assigned: 

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

(2)  on currently operated aircraft types or variants with different safety equipment,  safety equipment location or normal and emergency safety procedures. 

(c)  The  programme  of  the  operator’s  aircraft type  training, and  differences  training  as 

relevant, shall: 

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

aircraft; 

(2)  comprise training in the operator‘s standard operating procedures for cabin crew

members to be first assigned to duties by the operator; and 

(3)  cover in addition to the aircraft type­specific training subjects specified in Part­  CC at least the following subjects as relevant to the aircraft type or variant to be 

operated: 

(i)  description of the cabin configuration; 

(ii)  location,  removal and  use  of  all portable  safety  equipment carried  on­  board the aircraft type or variant; 

(iii)  the operator’s normal and emergency procedures; 

(iv)  passenger briefing, safety demonstrations and crowd control; 

(v)  fire and smoke training using the operator’s equipment; 

(vi)  the operator’s evacuation procedures; 

(vii)  pilot incapacitation; and 

(viii)  the operator’s crew resource management training.

OR.OPS.130.CC Familiarisation
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After completion of a training course on an aircraft type or a variant, a  cabin crew member 

with no previous  comparable  experience  shall complete  appropriate  familiarisation under 

supervision before being assigned as one of the minimum number of cabin crew required for 

the aircraft type or variant.

OR.OPS.135.CC Operator’s recurrent training

(a)  The programme of the recurrent training course shall cover all actions assigned to each

member of the cabin crew in normal and emergency procedures and drills relevant to

each aircraft type or variant to be operated.

(b) Every  12 calendar  months  cabin crew  members  shall undergo recurrent training 

complying with the applicable requirements of Part­CC and covering in addition at least

the following training subjects for each aircraft type or variant to be operated: 

(1)  location and handling of all safety and emergency equipment carried on­board; 

(2)  stowage of articles in the cabin; 

(3)  information to the flight crew in case of surface contamination; 

(4)  operator’s emergency procedures; 

(5)  operator’s evacuation procedures; 

(6)  incident and accident review relevant to the operator; 

(7)  operator’s crew resource management; 

(8)  aero­medical aspects and first aid; and 

(9)  security procedures. 

(c)  In addition to the training subjects specified in (b), cabin crew members shall also be 

trained on the following within intervals not exceeding 3 years: 

(1)  each cabin crew member: 

(i)  actually fighting a fire using the operator’s equipment;and 

(ii)  undergoing pilot incapacitation training if applicable; 

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

(3)  demonstration of the use of the life­raft, or slide­raft, where fitted; and 

(4)  demonstration of the operation of all other exits including flight deck windows.

OR.OPS.140.CC Operator’s refresher training

(a)  A cabin crew member who has not undertaken any flying duties for more than 6 months 

shall undergo a  refresher  training  on the  aircraft type  to be  operated  before  being 

assigned to duties. 

(b) A  cabin crew member who has not undertaken flying duties on one particular aircraft

type during the preceding 6 months shall before being assigned on that type complete 

either: 

(1)  the applicable refresher training in accordance with (c); or 

(2)  2 refresher sectors on the aircraft type under appropriate supervision. 

(c)  The refresher training programme for each aircraft type shall cover as a minimum: 

(1)  emergency procedures; 

(2)  evacuation procedures; 

(3)  actual operation and opening by each cabin crew member of each type or variant

of normal and emergency exits in the normal and emergency modes; 

(4)  demonstration of the operation of all other exits; and 

(5)  location and handling of all safety and emergency equipment carried.
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Chapter 2 

Additional requirements for commercial air transport 

OR.OPS.205.CC Number and composition of cabin crew 

(a)  The minimum number of cabin crew members determined in accordance with Part 21 

for the certification of the aircraft type or variant to be operated with the same number 

of  passenger seats installed  shall apply when greater  than the  applicable number 

specified in OR.OPS.105.CC. 

(b) The operator shall take  into account the  type  and duration of  operations when

determining the number and composition of the cabin crew. 

(c)  When more than one cabin crew member is required, the composition of the cabin crew

shall comprise a senior cabin crew member nominated by the operator and qualified in

accordance with OR.OPS.260.CC. 

(d) The minimum required number of cabin crew members determined in accordance with

(a) may be reduced in unforeseen circumstances provided that: 

(1)  the number  of  passengers  has  been reduced, taking  particular  account of the 

special categories of passengers carried, if any; 

(2)  there is at least: 

(i)  1 cabin crew member for every 50, or fraction of 50, passengers carried on

the same deck of the aircraft; or 

(ii)  1  cabin crew member  per  pair  of  floor level emergency exits,  whichever 

number is the greater; and 

(3)  a report is submitted to the competent authority after completion of the flight. 

(e)  During ground operations, when the aircraft is at its parking station and one or more 

passengers are on board, the minimum required number of cabin crew members may 

be reduced only if:. 

(1)  the number of cabin crew members present on board complies with the number 

required in (d) (2) above; 

(2)  no refuelling/de­fuelling is taking place; and 

(3)  procedures to be applied with this reduced number of cabin crew are established 

in the operations manual.

OR.OPS.210.CC Conditions for assignment to duties 

(a)  The operator shall: 

(1)  only  assign cabin crew  members  holding  a  cabin crew attestation issued  in

accordance with Part­CC. 

(b) The operator shall also ensure that: 

(1)  all and  only  the  cabin crew members  assigned to duties  on a flight wear  the 

operator’s cabin crew uniform; and 

(2)  such uniform is compatible with the safety functions of cabin crew and is clearly 

identifiable to the passengers.

OR.OPS.215.CC Training courses and associated checking 

Following the successful completion of a training course and associated checking, the operator 

shall provide each cabin crew member with an updated list showing the validity period of the 

related training and  checking of the aircraft type(s) and  variant(s) on which the  cabin crew 

member is proficient.
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OR.OPS.250.CC Operation on more than one aircraft type or variant 

(a)  Aircraft types and variants for cabin crew shall be: 

(1)  the types  and  variants  determined  in accordance  with the  applicable 

requirements of Part­21; and 

(2)  in the  additional  case of  a  cabin configuration specific  to the  operator, the 

related  variant of  an aircraft type  shall be  determined  as  a  different type for 

cabin crew when not similar  in the  location and  type of  portable  safety 

equipment and in the emergency procedures. 

(b) A  cabin crew  member  shall not be  assigned to duties  on more than  3  aircraft types 

determined  in accordance  with (a), except  that  the  cabin crew member  may  be 

assigned on 4 aircraft types if for at least 2 of the types: 

(1)  safety  equipment and type­specific  normal and  emergency  procedures  are 

similar; and 

(2)  non­type­specific normal and emergency procedures are identical.

OR.OPS.255.CC Single cabin crew member operations 

(a)  The  operator  shall select,  recruit, train and  check  the  proficiency  of  the  cabin crew 

members to be assigned to single cabin crew member operations according to criteria 

appropriate to this type of operations. 

(b) Cabin crew members  shall only  be assigned to single  cabin crew member  operations 

after they: 

(1)  have completed  the  additional training  course required for  single  cabin crew

member operations; 

(2)  have successfully passed the checks verifying their proficiency in performing the 

duties and responsibilities  performed in single  cabin crew member operations; 

and 

(3)  for  new entrant cabin crew members who have no previous comparable 

experience, have undertaken familiarisation flying of  at least 20 hours  and 15

sectors on the aircraft type under the supervision of a suitably experienced cabin

crew member. 

(c)  The  programme  of the training  course for  single  cabin crew  operations  shall at least

cover the following subjects: 

(1)  responsibility to the pilot­in­command for the conduct of normal and emergency 

procedures; 

(2)  importance of co­ordination and communication with the flight crew, including as 

regards management of unruly or disruptive passengers; 

(3)  review of operator’s requirements and of legal requirements; 

(4)  accident and incident reporting; and 

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

OR.OPS.260.CC Senior cabin crew member 

(a)  The operator shall nominate cabin crew members to the functions of senior cabin crew 

member only if they: 

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

(2)  have successfully completed a senior cabin crew training course. 

(b) The senior cabin crew training course shall cover all duties and responsibilities of senior 

cabin crew members and shall include at least the following subjects: 

(1)  pre­flight briefing; 

(2)  co­operation with the crew; 

(3)  review of operator’s requirements and of legal requirements;
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(4)  accident and incident reporting; 

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

(6)  flight time limitations and rest requirements. 

(c)  The senior cabin crew member shall have responsibility to the pilot­in­command for the 

conduct and  co­ordination of  normal and  emergency  procedures  specified  in the 

operations  manual, including for  discontinuing non­safety­related  duties for  safety  or 

security purposes. 

(d) The  operator  shall establish procedures  to select the most suitably  qualified and 

experienced cabin crew member to replace the nominated senior cabin crew member in

case he/she becomes unable to operate.

Section VII – Technical crew member in HEMS, HHO and NVIS operations 

OR.OPS.005.TC Scope 

(a)  This Part establishes the requirements to be met by technical crew members in HEMS, 

HHO and NVIS operations other than flight or cabin crew. 

(b) A  technical crew  member  in HEMS,  HHO  and  NVIS  operations  is  assigned  by  the 

operator to duties in the aircraft or on the ground for the purpose of assisting the pilot

during HEMS, HHO or NVIS operations, which may require the operation of specialised 

on­board equipment.

OR.OPS.015.TC Conditions for assignment of technical crew to duties 

(a)  Technical crew  members  in HEMS,  HHO  and  NVIS  operations  shall only  be  assigned 

duties if they: 

(1)  are at least 18 years of age; 

(2)  are  physically and  mentally  fit to safely perform assigned  duties and 

responsibilities; 

(3)  are  periodically  assessed  for  medical fitness,  based  on aero­medical best

practice, to safely exercise their assigned safety duties; 

(4)  have  completed all training  required by  this  section to perform  the assigned 

duties; and 

(5)  have been checked as proficient to perform all assigned duties.

OR.OPS.020.TC Initial and type­related training

Before being first assigned to operate, each technical crew member shall complete: 

(a)  initial training, including relevant CRM elements; 

(b) type­related training on: 

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

(2)  all normal and emergency procedures; 

(3)  on­board equipment used for specialised tasks.

OR.OPS.025.TC Aircraft type and differences training 

Each technical crew member shall complete: 

(a)  Aircraft type training, including relevant CRM elements,  when changing operators  or 

when changing to a different aircraft type or class; 

(b) differences  training  when changing  equipment or  procedures  on types  or  variants 

currently  operated. The  operator  shall specify in the  operations  manual  when such

differences training is required.
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OR.OPS.030.TC Familiarisation flights 

Following completion of type­related or conversion training, each technical crew member shall

undertake  familiarisation flights  prior  to operating  as  a  required technical crew  member  in

HEMS, HHO or NVIS operations.

OR.OPS.035.TC Recurrent training

(a)  Each technical crew  member  shall undergo annual recurrent training  relevant to the 

type of aircraft and equipment which the technical crew member operates. Elements of 

CRM shall be integrated into all appropriate phases of the recurrent training.

(b) Recurrent training shall include theoretical and practical instruction and practice.

OR.OPS.040.TC Refresher training

Each technical crew member who has not undertaken duties in the previous 6 months in the 

relevant type of aircraft shall complete refresher training  relevant to the type of aircraft and 

equipment which the technical crew member operates.

OR.OPS.045.TC Checking 

(a)  Following the completion of training, each technical crew member shall undergo a check 

to demonstrate their proficiency in carrying out normal and emergency procedures. 

(b) Training and checking shall be conducted for each training course by personnel suitably 

qualified and experienced for the subject to be covered.

Section VIII – Flight and duty time limitations and rest requirements 

Chapter 1 

General

OR.OPS.005.FTL  Scope 

This section establishes the requirements to be met by an operator to manage fatigue and to

comply  with the  flight and  duty  time  limitations  and  rest requirements  for  crew  members 

(flight crew, cabin crew and technical crew members).

OR.OPS.010.FTL  Definitions 

For the purpose of this section, the following definitions shall apply: 

(a)  ‘Augmented flight crew’ means a flight crew which comprises more than the minimum 

number required to operate the aircraft and within which each flight crew member can 

leave their assigned post and be replaced by another appropriately qualified flight crew 

member for the purpose of in­flight break; 

(b) ‘Flight time’ means: 

(1)  for  aeroplanes  and touring  motor  gliders the total time from the  moment the 

aircraft first moves from its parking place for the purpose of taking off until the 

moment it finally comes to rest on the designated parking position at the end of 

the flight and all engines or propellers are stopped; 

(2)  for helicopters, the total time from the moment a helicopter’s rotor blades start 

turning until the moment the helicopter finally comes to rest at the end of the 

flight, and the rotor blades are stopped; 

(3)  for  sailplanes,  the  total time  from the  moment the  sailplane  commences  the 

ground  run in the process  of taking off until the moment it finally comes to a 

rest at the end of flight; and
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(4)  for balloons the total time from the moment the basket leaves the ground for 

the purpose of taking off until the moment the balloon finally comes to a rest at 

the end of the flight; 

(c)  ‘Duty’  means  any task  that  a  crew member is  required  by  the  operator  to perform, 

including, for  example, flight duty,  administrative  work,  training, positioning, and 

standby when it is likely to induce fatigue; 

(d) ‘Duty  period’ means  a  period  which starts  when a  crew  member  is  required  by  an 

operator to report for commencing a duty and ends when that person is free from all

duties; 

(e)  ‘Flight crew member’ means a pilot, flight engineer, or flight navigator assigned to duty 

in an aircraft; 

(f)  ‘Flight Duty Period  (FDP)’ means a period which commences when a crew member is 

required to report for duty that includes a flight or a series of flights and which finishes 

when the  aircraft finally  comes  to rest and the  engines  are shut down or the  rotor 

blades are stopped, at the end of the last flight on which they are a crew member; 

(g) ‘Home base’ means the location nominated by the operator to the crew member from 

where the  crew  member normally  starts and  ends a  duty  period  or a  series  of duty 

periods; 

(h)  ‘Local day’ means a 24 hour period commencing at 00:00 local time; 

(i)  ‘Local night’  means  a  period  of  eight hours  falling  between 22:00 hours  and  08:00 

hours local time; 

(j)  ‘A single day free of duty’ means time free of all duties consisting of a single day and 

two local nights and which may include a rest period as part of the day off; 

(k)  ‘Operating  crew  member’  means  a  crew  member  who carries  out their  duties  in an 

aircraft during a flight; 

(l)  ‘Positioning’ means  the  transferring  of  a  non­operating  crew member  from  place to

place, at the  behest of the  operator,  excluding the time from  home to a  designated 

reporting  place  and  vice  versa,  or time for local transfer  from  a  place  of  rest to the 

commencement of duty and vice versa; 

(m)  ‘Rest period’ means a continuous and defined period of time, subsequent to and/or prior 

to duty, during which a crew member is free of all duties; 

(n)  ‘Standby’ means a defined period of time during which a crew member is required by 

the  operator to be  available to receive  an  assignment for  a  specific  duty  without an 

intervening rest period; 

(o)  ‘Window of Circadian Low (WOCL)’ means the period between 02:00 hours and 05:59 

hours. Within a band of three time zones the WOCL refers to home base time. Beyond 

these three time zones the WOCL refers to home base time for the first 48 hours after 

departure from home base time zone and to local time thereafter.

OR.OPS.015.FTL  Operator responsibilities 

An operator shall, where applicable to the type of operation: 

(a)  publish duty  rosters  sufficiently  in advance to provide the  opportunity  for crew 

members to plan adequate rest; 

(b) nominate a home base for each crew member; 

(c)  ensure that flight duty periods are planned  so as to enable crew members to remain

sufficiently free from fatigue so that they can operate to a satisfactory level of safety 

under all circumstances; 

(d) specify reporting times to allow sufficient time for ground duties; 

(e)  take into account the  relationship between the frequencies and pattern of flight duty 

periods and rest periods and give consideration to the cumulative effects of undertaking 

long duty hours combined with minimum rest periods;
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(f)  allocate  duty  patterns  which avoid practices that cause a  serious  disruption of 

established sleep/work pattern such as alternating day/night duties; 

(g) provide rest periods of sufficient time to enable crew members to overcome the effects 

of the  previous  duties  and to be  well rested  by the  start of the following flight duty 

period; 

(h)  plan local days free of duty and notify crew members sufficiently in advance; 

(i)  provide a  meal and drink opportunity  in order  to avoid any  detriment to a  crew

member’s performance, especially when the Flight Duty Period (FDP) exceeds six hours; 

(k)  ensure that flights are planned to be completed within the allowable flight duty period 

taking into account the time necessary for pre­flight duties, the flight and turn­around 

times; 

(l)  take action to change a schedule or crewing arrangements where the actual operation

exceeds the maximum flight duty  period  on a significant proportion of flights in that

schedule during a scheduled seasonal period.

OR.OPS.020.FTL  Records of flight and duty times and rest periods 

(a)  Non­commercial  operators  of  complex motor powered  aircraft shall maintain records 

related to all crew members regarding their flight and duty times and rest periods.

(b) Commercial operators shall maintain individual records related to the employment of all

crew members regarding their flight and duty times and rest periods as follows: 

(1)  Flight, duty and rest period records, including: 

(i)  Flight times; 

(ii)  Start, duration and end of each duty or flight duty period; 

(iii)  Rest periods and days free of all duties 

for a period of 15 months; 

(2)  Records provided, in accordance with paragraph (c) and OPS.GEN.020, by crew 

members who perform functions for more than one operator for a period of 15 months. 

(3)  Reports by the pilot in command on extended flight duty periods, extended flight

hours and reduced rest periods for a period of 6 months. 

(c)  Upon request, the operator shall provide copies of individual records of flight and duty 

times and rest periods: 

(a)  to the crew member concerned; 

(b) to another  operator  in respect of  a  crew  member  who is  or  becomes  a  crew 

member of the operator concerned.

OR.OPS.025.FTL  Fatigue Risk Management System (FRMS) 

(a)  An operator shall establish, implement and maintain an FRMS as an integral part of its 

management system. The FRMS shall ensure that the safety objectives of the Essential 

Requirements are met. 

(b) The  FRMS  shall be adapted to manage the operational  risk(s) of the operator arising 

from crew member fatigue. 

(c)  The FRMS shall correspond to the roster system or flight time specification scheme used 

by the operator in accordance with OR.OPS.230.FTL or OR.OPS.330.FTL

(d) The operator shall require that crew members report any instance if they are fatigued 

and that safety may be affected.

(e)  The operator shall take mitigating safety measures when the FRMS process shows that 

the required safety performance is not maintained.
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OR.OPS.035.FTL  Flight Duty Period (FDP)

(a)  The  operator  shall establish procedures  how the pilot­in­command shall,  in case  of 

special circumstances  which could lead to severe fatigue, and  after  consultation with

the  crew members  affected, reduce  the  actual FDP and/or  increase  the  rest time  in

order to eliminate any detrimental effect on flight safety. 

(b) The operator shall require that the pilot­in­command submit a report whenever a FDP is 

increased by  their  discretion,  or  when a  rest period  is  reduced  in actual  operation.  Where the increase  of  a  FDP or  a  reduction of  a  rest period  exceeds  one  hour, the 

operator shall send a copy of the report, together with its comments, to the competent

authority, no later than 28 days after the event.

OR.OPS.040.FTL  Flight times and duty periods 

Flight and duty time limitations and rest requirements shall specify the following elements of 

flight times and duty periods, where applicable to the type of operation: 

(a)  The  total duty  periods  to which a  crew  member  is  assigned, spread  as  evenly  as 

practicable throughout their respective period: 

(1)  in any seven consecutive days; and 

(2)  in any 28 consecutive days; 

(b) The total flight time of the flights on which an individual crew member is assigned as an

operating  crew member, spread as  evenly  as practicable throughout their  respective 

period: 

(1)  in any 28 consecutive days; and 

(2)  in any 12 consecutive calendar months.

OR.OPS.045.FTL  Positioning duty

Where  operators  assign  crew members to positioning  duty, the following  shall apply, taking 

into account the type of operation: 

(a)  Positioning after reporting but prior to operating shall be included as part of the FDP but

shall not count as a sector; 

(b) All  of  the  time  spent positioning  shall count as  duty  time  and  shall be  taken into

account for the calculation of the minimum rest period.

OR.OPS.050.FTL  Standby duty

Where  operators  assign crew  members  to standby  duty,  the  following  shall be  considered,  where applicable to the type of operation: 

(a)  Aerodrome/operating site standby shall count in full for the purpose of cumulative duty 

hours; 

(b) Aerodrome/operating site standby duty which is immediately followed by a flight duty 

shall be added to the  duty  period  and shall count for  the  purpose  of  calculating 

minimum rest periods; 

(c)  Aerodrome/operating site standby duty which does not lead to an assignment of flight

duty shall be followed by a designated rest period; 

(d) Crew members on aerodrome/operating site standby duty shall be provided with a quiet

and comfortable place not accessible to the public.
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Chapter 2 

Non­Commercial Operators of Complex Motor­Powered Aircraft 

OR.OPS.230.FTL  Flight  and duty time  limitations and rest  requirements  for  non­ 

commercial operators of complex motor­powered aircraft 

(a)  Non­commercial operators of complex motor­powered  aircraft shall establish, 

implement and maintain limitations applicable to flight times, flight duty periods, duty 

periods and rest periods for crew members. 

(b) To meet the requirements in (a), non­commercial operators of complex motor­powered 

aircraft shall either: 

(1)  establish,  implement and  maintain a  roster system,  specifying  the  following 

elements, where applicable to the type of operation: 

(i)  Number of sectors flown; 

(ii)  Time zone crossing; 

(iii)  Sleep deprivation; 

(iv)  Disruption of circadian cycles; 

(v)  Night hours; 

(vi)  Positioning; 

(vii)  Cumulative duty time for given periods of time; 

(viii) Sharing of allocated tasks between crew members; 

(ix)  The provision of augmented crews; or 

(2)  use certification specifications published by the Agency which are appropriate for 

the type of operation;  or 

(3)  use approved  flight time specification schemes  which are  appropriate for the 

type of operation. 

(c)  The flight and duty time limitations and rest requirements applied by non­commercial 

operators  of  complex  motor­powered aircraft shall be contained in the  operations 

manual and shall be  supported  by  an adequate  operator’s Fatigue  Risk  Management

System (FRMS), as described in OR.OPS.025.FTL to manage the operational risks.

Chapter 3 

Commercial Operators 

OR.OPS.320.FTL  Records of flight and duty times and rest periods 

Commercial operators shall maintain individual records related to the employment of all crew 

members regarding their flight and duty times and rest periods as follows: 

(a)  Flight, duty and rest period records, including, for a period of 15 months: 

(1)  flight times; 

(2)  start, duration and end of each duty or Flight Duty Period; and 

(3)  rest periods and days free of all duties; 

(b) Reports by the pilot­in­command on extended flight duty periods, extended flight hours 

and reduced rest periods, for a period of six months.

OR.OPS.325.FTL  Fatigue Risk Management System (FRMS) 

The FRMS of a commercial operator shall contain the following components, where applicable 

to the  type, size  and  complexity  of  the  operations  and  of  the  corresponding  flight time 

specification scheme:
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(a)  Fatigue risk management policy; 

(b) Education and awareness training programmes; 

(c)  Processes for the detection, reporting, investigation and management of fatigue risk; 

(d) Processes for monitoring crew member fatigue; 

(e)  Processes for reporting, investigating and recording incidents that may be attributable 

wholly or partially to fatigue; 

(f)  FRMS feedback and adjustment mechanism.

OR.OPS.330.FTL  Flight time specification schemes 

(a)  Commercial operators shall establish, implement and maintain flight time specification

schemes which are appropriate for the type(s) of operation. 

(b) To meet the requirement in (a), commercial operators shall use: 

(1)  flight time  specification schemes  contained in certification specifications 

published by the Agency; or 

(2)  individual flight time  specification schemes,  subject to prior  approval by  the 

competent authority, as prescribed in Part AR. 

(c)  When applying for the  approval of  an individual  flight time  specification scheme, the 

operator  shall demonstrate  to the  competent authority  compliance with the  Basic 

Regulation and the associated implementing rules. 

When doing  so,  the  operator  shall provide the competent authority  with a  full

description of the individual flight time specification scheme, including any revisions to

manuals or procedures that may be relevant, as well as any documentation necessary. 

Such documentation shall: 

(1)  take into account operational experience and best practices; 

(2)  address all applicable flight and duty time limitations and rest requirements; 

(3)  include a detailed description of the fatigue risk management system; 

(4)  include a risk assessment; 

(5)  be  supported by  an assessment based  on current scientific  principles and 

knowledge;  and 

(6)  include details regarding consultation with the affected groups.

(d) The individual flight time  specification scheme described in (c)  shall contain a  roster 

system for all crew members, including the following elements: 

(1)  Flight Duty  Periods  (FDP)  in accordance  with OR.OPS.035.FTL and 

OR.OPS.335.FTL;

(2)  Flight times and duty periods in accordance with OR.OPS.040.FTL;

(3)  Positioning duty in accordance with OR.OPS.045, where applicable to the type of 

operation; 

(4)  Standby duty in accordance  with OR.OPS.050.FTL and OR.OPS.350.FTL,  where 

applicable to the type of operation; and 

(5)  Rest periods in accordance with OR.OPS.055.FTL and OR.OPS.355.FTL

OR.OPS.335.FTL  Flight Duty Period (FDP)

Flight time  specification schemes  for  commercial  operators  shall specify  the  following  FDP

elements, where applicable to the type of operation: 

(a)  Maximum basic daily FDP; 

(b) Reductions of the maximum basic daily FDP dependent on the number of sectors flown; 

(c)  Reductions of the maximum basic daily  FDP when this maximum  would  start, end or 

encompass the Window of Circadian Low (WOCL); 

(d) Conditions for extensions of the maximum basic daily FDP, taking into account:
NPA 2009­02c 30 Jan 2009

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(1)  the number of sectors flown; 

(2)  FDPs within the WOCL; 

(3)  a maximum number of extensions for a consecutive number of days; 

(4)  increased pre­ and post­flight minimum rest periods; 

(5)  periods off duty on ground during a single FDP; 

(6)  the minimum of in­flight break allocated to each crew member; and 

(7)  the augmentation of the basic flight crew

(e)  Conditions under which the FDP, flight times and duty periods may be exceeded or rest

periods  may  be  reduced  by  the  pilot­in­command  after  consultation with all crew 

members, in the case of unforeseen circumstances in actual flight operations after the 

reporting time, and the procedures used to report these modifications;

OR.OPS.350.FTL  Standby duty

(a)  Flight time  specification schemes for commercial  operators  shall specify the following 

elements for standby duty, where applicable to the type of operation: 

(1)  A determination of the maximum length of any standby duty; 

(2)  The  relationship  between standby  duty  and  any  assigned  flight duty  resulting 

from  the standby  duty,  taking  into account facilities  available for  the  crew 

member to rest and other relevant factors; 

(3)  A determination of the rest period following standby duty which does not lead to

assignment on a flight duty; 

(4)  How standby times are counted for the purposes of cumulative duty hours. 

(b) Where commercial operators assign crew members to standby duty, the following shall

be considered, taking into account the type of operation: 

(1)  Standby duty shall be rostered and the affected crew members shall be notified 

in advance; 

(2)  The  start and  end time  of the  standby  duty  shall be  defined and the  affected 

crew members shall be notified in advance; 

(3)  Aerodrome/operating site  standby  duty  shall start from the crew member 

reporting at the designated normal report point and shall end as notified.

OR.OPS.355.FTL  Rest periods 

Flight time  specification schemes  for  commercial  operators  shall specify the  following  rest

elements, where applicable to the type of operation: 

(a)  Minimum rest periods in relation to the preceding duty period, which must be provided

before undertaking a flight duty period starting either from home base or away from 

home base; 

(b) Sleep opportunity  before  undertaking  a  flight duty  period  starting  away  from  home 

base, depending on the preceding duty period; 

(c)  Additional rest periods  to compensate for  the effects  of  time  zone  differences  and 

extensions of the FDP; 

(d) Weekly recurrent extended recovery rest periods to compensate for cumulative fatigue.

Section IX – Security

OR.OPS.020.SEC Disruptive Passenger Behaviour 

(a)  An operator engaged in the commercial air transportation of passengers shall: 

(1)  develop a disruptive passenger policy and implement a process for managing the 

safety risks arising from disruptive passenger behaviour;
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(2)  provide training and establish means and procedures, to enable its crew members 

to act in the most appropriate manner to minimise the consequences of disruptive 

passenger behaviour on flight safety.

OR.OPS.025.SEC Security programme and Security training

(a)  An operator  of  a  complex  motor­powered  aircraft shall develop  and  implement a 

security  programme.  The  security programme  shall comply  with the  relevant

requirements  of  the  national civil aviation security  programme  of  the  competent

authority in the State of the operator. Appropriate elements of the security programme 

shall be  included in the  operations  manual. The  operator  shall ensure  that  crew

members have knowledge of  and competence in all relevant elements of the  security 

programme. 

(b) A  commercial  operator  or  a  non­commercial operator  of  complex  motor­powered 

aircraft shall establish, maintain and implement a security training programme which: 

(a) ensures that crew members act in the most appropriate manner to prevent acts of 

unlawful interference,  and to minimise the  consequences  of  such events  should they 

occur; 

(b) include security training programmes regarding disruptive passengers  and acts of 

unlawful interference.

OR.OPS.030.SEC Aircraft search procedure checklist 

(a)  An operator  of  complex  motor­powered  aircraft shall keep  onboard a  checklist

containing  the  procedures  to be  followed  in searching  for  a  bomb  or  improvised 

explosive  device  (IED) in case  of  suspected  sabotage, and for  inspecting  aircraft for 

concealed  weapons,  explosives  or  other  dangerous  devices  when a  well­founded 

suspicion exists that the aircraft may be the object of an act of unlawful interference. 

(b) The checklist shall be supported by procedures providing guidance on the appropriate 

course  of  action to be  taken should  a  bomb or  suspicious  object be  found  and, if 

provided by  the  type­certificate  holder,  information on the  least­risk  bomb  location

specific to the aircraft.

OR.OPS.035.SEC Cockpit security – Aeroplanes 

(a)  In all complex motor­powered  aeroplanes  and in all aeroplanes  used in commercial

operations, which are equipped with a cockpit door, this door shall be capable of being 

locked, and means shall be provided by which the cabin crew can discreetly notify the 

flight crew in the event of suspicious activity or security breaches in the cabin. 

(b) All passenger carrying aeroplanes of a maximum certificated take­off mass exceeding 

45 500  kg or  with a  maximum  passenger  seating  configuration of  more than 60 

engaged in the  commercial transportation of  passengers,  shall be  equipped  with an 

approved cockpit door that is capable of being locked and unlocked from either pilot's 

station and designed to meet the applicable airworthiness requirements. 

(c)  The cockpit door referred to in subparagraph (b) above shall: 

(1)  be  closed  and  locked  from  the  time  all external  doors  are  closed  following 

embarkation until any  such door  is  opened  for  disembarkation,  except  when

necessary to permit access and egress by authorised persons; and 

(2)  means shall be provided for monitoring from either pilot's station the entire door 

area outside  the  cockpit to identify persons requesting entry  and  to detect

suspicious behaviour or potential threat.

OR.OPS.040.SEC Cockpit security – Helicopters
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If installed, the cockpit door on a helicopter operated for the purpose of carrying passengers 

shall be capable  of  being  locked  from  within the  cockpit in order  to prevent unauthorised 

access.
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IV.  DRAFT DECISION CS TO PART – ORGANISATION REQUIREMENTS (PART­OR)

Certification Specifications (CS) to Part­OR

Subpart OPS – Air Operations 

Section VIII – Flight and duty time limitations and rest requirements 

CS FTL 

CS FTL.1  Basic Certification Specification for Commercial Air Transport 

(Aeroplanes)

CS FTL.1.100 Applicability

CS FTL.1 constitutes a flight time specification scheme in accordance with OR.OPS.330.FTL and 

is  applicable  for  commercial air transport operations  (aeroplanes)  in conjunction with the 

applicable requirements for flight and duty time limitations and rest requirements.

CS FTL.1.135 Maximum daily Flight Duty Period (FDP)

(a)  Maximum daily FDP without the use of extensions. 

The maximum basic daily FDP shall be 13 hours which shall be reduced by 30 minutes 

for each sector from the third sector onwards and be further reduced (up to a maximum 

of two hours) when the WOCL is encroached in accordance with the limits specified in

the table below:

Start of FDP  1 Sector  2 Sectors 3 Sectors 4 Sectors

5 Sectors

or more 

0600 ­ 1259 13:00  13:00  12:30  12:00  11:30 

1300 ­ 1329 12:55  12:55  12:25  11:55  11:25 

1330 ­ 1359 12:40  12:40  12:10  11:40  10:50 

1400 ­ 1429 12:25  12:25  11:55  11:25  09:55 

1430 ­ 1459 12:10  12:10  11:40  11:10  10:40 

1500 ­ 1529 11:55  11:55  11:25  10:55  10:25 

1530 ­ 1559 11:40  11:40  11:10  10:40  10:10 

1600 ­ 1629 11:25  11:25  10:55  10:25  09:55 

1630 ­ 1659 11:10  11:10  10:40  10:10  09:40 

1700 ­ 0359 11:00  11:00  10:30  10:00  09:30 

0400 ­ 0429 11:15  11:15  10:45  10:15  09:45 

0430 ­ 0459 11:45  11:45  11:15  10:45  10:15 

0500 ­ 0529 12:15  12:15  11:45  11:15  10:45 

0530 ­ 0559 12:45  12:45  12:15  11:45  11:15 

(b) Maximum daily FDP with the use of extensions. 

The maximum daily FDP can be extended by up  to one  hour and this  extension is 

limited to a maximum of 5 sectors. The extension is further reduced to a maximum of 

four sectors when the WOCL is encroached and to a maximum of two sectors when FDP

encroaches the WOCL by more than two hours with the limits specified in table below:
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Start of FDP  1 Sector  2 Sectors 3 Sectors 4 Sectors 5 Sectors

6 Sectors

or more 

0600 ­ 1259 14:00  14:00  13:30  13:00  12:30  Not 

Allowed

1300 ­ 1329 13:55  13:55  13:25  12:55  12:25  Not 

Allowed

1330 ­ 1359 13:40  13:40  13:10  12:40  Not 

Allowed

Not 

Allowed

1400 ­ 1429 13:25  13:25  12:55  12:25  Not 

Allowed

Not 

Allowed

1430 ­ 1459 13:10  13:10  12:40  12:10  Not 

Allowed

Not 

Allowed

1500 ­ 1529 12:55  12:55  12:25  11:55  Not 

Allowed

Not 

Allowed

1530 ­ 1559 12:40  12:40  12:10  11:40  Not 

Allowed

Not 

Allowed

1600 ­ 1629 12:25  12:25  11:55  11:25  Not 

Allowed

Not 

Allowed

1630 ­ 1659 12:10  12:10  11:40  11:10  Not 

Allowed

Not 

Allowed

1700 ­ 2159 12:00  12:00  Not 

Allowed

Not 

Allowed

Not 

Allowed

Not 

Allowed

2200 ­ 0359 11:45  11:45  Not 

Allowed

Not 

Allowed

Not 

Allowed

Not 

Allowed

0400 ­ 0459 11:45  11:45  11:15  10:45  Not allowed Not allowed

0500 ­ 0529 13:15  13:15  12:45  12:15  Not 

Allowed

Not 

Allowed

0530 ­ 0559 13:45  13:45  13:15  12:45  Not 

Allowed

Not 

Allowed

The  maximum  number  of  times  that extensions  can  be  used  is  two in any seven

consecutive days. 

Where an FDP is planned to use an extension, the minimum pre flight and post flight

rest periods  are increased  by two hours,  or post flight rest only is increased by four 

hours.  Where  the  extensions  are  used  for  consecutive  FDPs  the  pre  and  post rest

between the two operations run consecutively. 

(c)  FDP with different reporting time for flight crew and cabin crew

In cases  where  cabin crew require more time than the flight crew for their pre­flight

briefing  for  the  same  flight or  series  of  flights,  the  FDP of  the  cabin crew may  be 

extended by  the  difference  in reporting time  between the  cabin crew and the  flight

crew, as long as the difference does not exceed 60 minutes.

CS FTL.1.140 Flight times and duty periods 

(a)  The total duty periods to which a crew member is assigned shall not exceed: 

(1)  60 duty hours in any seven consecutive days; 

(2)  190 duty hours in any 28 consecutive days. 

(b) The total flight time of the flights on which an individual crew member is assigned as an

operating crew member shall not exceed: 

(1)  100 flight hours in any 28 consecutive days; 

(2)  900 flight hours in any 12 consecutive calendar months. 

(c)  The total duty periods and total flight times referred to in (a) and (b) above should be 

spread as evenly as practicable throughout their respective periods.
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CS FTL.1.155 Minimum Rest Period

(a)  Minimum rest period at home base.

The minimum rest period provided before undertaking a flight duty period  starting at

home base is at least as long as the preceding duty period, or 12 hours, whichever is 

the greater. 

(b) Minimum rest period away from home base. 

The minimum rest period provided before undertaking a flight duty period starting away 

from home base is at least as long as the preceding duty period, or 10 hours, whichever 

is the greater. The minimum rest period away from home base includes an 8 hour sleep 

opportunity taking account of travelling and other physiological needs 

(c)  Recurrent extended recovery rest periods 

The  minimum  recurrent extended recovery  rest period to compensate for  cumulative 

fatigue is a 36­hour period including two local nights, such that there are never more 

than 168 hours between the end of one  recurrent extended recovery  rest period and 

the start of the next.

CS FTL.1.160 Unforeseen circumstances in actual flight operations – discretion 

by the pilot in command

(a)  The conditions for the modification of the limits on flight duty, duty and rest periods by 

the pilot in command in the case  of  unforeseen circumstances  in actual flight

operations, and after the reporting time, should comply with the following: 

(1)  The maximum basic daily FDP which results after applying CS FTL.1.135 (b) and 

(c)  may  not be increased  by  more than two hours  unless the flight crew has 

been  augmented, in which case  the  maximum  flight duty  period  may  be 

increased by not more than 3 hours; 

(2)  The maximum basic daily FDP which results after applying CS FTL.1.135 (b), (c) 

and (d) may not be increased by more than one hour unless the flight crew has 

been  augmented, in which case  the  maximum  flight duty  period  may  be 

increased by not more than 2 hours; 

(3)  If on the final sector within a FDP unforeseen circumstances occur after take off

that will result in the permitted increase being exceeded, the flight may continue 

to the planned destination or alternate; 

(4)  In the event of  such circumstances, the  rest period following the  FDP may be 

reduced but never below the minimum rest period defined in CS FTL.1.155 (b). 

(b) The  pilot in command  should  consult all crew members  before  deciding  these 

modifications.
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V.  DRAFT DECISION AMC AND GM TO PART – ORGANISATION REQUIREMENTS 

(PART­OR) 

Acceptable Means of Compliance (AMC) and Guidance material (GM) to Part­OR 

Subpart OPS – Air operations

Section I – Operator requirements 

AMC OR.OPS.100.GEN(b)  Operator responsibilities 

OPERATIONAL CONTROL

1.  The  organisation and  methods  established  to exercise  operational control should  be 

included in the operations manual  and  should  cover  at least a  description of 

responsibilities concerning the initiation, continuation, termination or diversion of each

flight.

GM OR.OPS.100.GEN(b)  Operator responsibilities 

OPERATIONAL CONTROL

1  Operational control means the  exercise by the operator, in the interest of safety, of 

responsibility for the initiation, continuation, termination or diversion of a flight.  2  This does not imply a  requirement for licensed flight dispatchers or a full flight watch

system. 

3  If  an  operator  employs  Flight Operations  Officers  in conjunction with a  method  of 

operational control, training for these personnel should be based on relevant parts of 

ICAO Doc 7192 D3. This training should be described in the operations manual.

GM OR.OPS.100.GEN(d)  Operator responsibilities 

DEVELOPMENT OF STANDARD OPERATING PROCEDURES (SOP) 

1  General 

Risk assessment is an element in the operator’s risk management and as such part of 

its management system. Risk assessment should provide a basis for decision­making in

processes like:

­  Strategic option or priority setting;

­  Planning;

­  Project management;

­  Performing activities;

­  Prioritising of activities in operations; and

­  Organisational change.

Two categories of decisions related to risk may be relevant in this context:

­  Business case decisions where safety risk is one of several other factors. In such

cases,  safety is  weighed  against other  requirements  such as functionality  and 

profit.

­  Decisions  on solutions  to specific  risk  problems,  e.g. choice  of  risk  reducing 

measures for  one  specific  solution or  a  decision to chose  between alternative 

solutions. 

This guidance material is intended to provide basic guidelines to operators helping them 

to develop SOPs based on a safety risk assessment as part of managing risk as called 

for  by the  MS  requirements.  It only  addresses  the  principles  and  provides  one  very 

basic  method  and  some  skeleton forms  to help  operators  with little  or  no previous
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experience in such work to get started. It is not a means of compliance as such. As an

operator  gathers  experience,  the  method  should  be  developed or  changed  to suite 

individual needs. 

Assessments  of  safety  risks are  also required for  other  purposes,  and the  principles 

should be similar for all applications. However, these guidelines are especially adapted 

and  simplified  for  the  purpose  mentioned  above.  Examples  of  other  applications  for 

assessment of safety risk in management processes are:

­  Establishment of technical, organisational and operational risk control measures;

­  Establishment of emergency response measures; and

­  Risk management of technical, organisational and operational changes.

The result of the development process of an SOP should be one safe standard operating 

procedure  for  a  certain type  of  operation, accompanied by  one  matching  risk 

assessment providing evidence of the development process and the considerations and 

the measures taken to ensure that the  risk  of the  operation will be  acceptable. This 

material mainly  gives  guidance  to the  risk  assessment part of  the  process  and  the 

interaction between the two. When applying to the competent authority for alternative 

means  of  compliance  including a  SOP, the risk  assessment should be  enclosed to

document the development process. 

A  similar process  as described here  may  be employed  if  organisations  or  operators 

intend to develop  “Codes of  Practice” that could be published and made available for 

other operators as best industry practices. 

2  Scope 

This  guidance  material only  addresses  the  assessment of  safety  risks.  It does  not

consider other kinds of risk, such as economic risk or opportunities, other than implicit

in that the purpose of the operation normally is to gain a benefit such as to make profit.  The safest option would of course in most cases be not to perform an operation at all,  but in this  context it is  not considered  as  a  relevant option if  the  operation can  be 

performed with an acceptable risk. 

Risk assessment consists of planning and completion of the risk analysis as well as of 

risk  evaluation.  Risk  assessment includes  identifying  hazards  and  accidental  events, 

analysing and evaluating risk and indentifying measures that could eliminate or reduce 

the risk. This guidance material also indicates how the risk assessment of SOPs should 

be documented.

This  risk assessment is one part of an operator’s safety and  risk management. Other 

parts of these management processes will influence the planning and completion of a 

risk  assessment and  are, when relevant, mentioned  here.  These  parts  are 

communication and  consultation,  the  context/framework,  risk  treatment,  monitoring 

and review.  3  Definitions 

a. Accidental event: An event that might cause injury to or loss of life or damage to

or loss of property. 

Note  1: Property  may include  health,  material,  functions,  public  values and 

reputation.  Note  2:  An accidental event may  be  intentional (security  related)  or 

unintentional (safety related).

Note 3: The term “hazardous event” is often used simultaneously. 

b. Barrier: Something that can either prevent an event form taking place or protect

against its consequences. 

Note: Barrier may also be referred to as a control or treatment measure. 

c. Consequence: Possible outcome or impact of an event.  Note 1: There can be more than one consequence from one event.  Note 2: Only negative consequences are considered in this context
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Note 3: Consequences can be expressed qualitatively or quantitatively. 

d. Frequency: A measure of the number of occurrences per unit of time.

e. Hazard: A source (action or condition) that could cause an accidental event.  Note: Hazard is also often described as a source that could cause harm. 

f. Likelihood: Chance of something happening.

Note:  In this  guidance  material likelihood  is used  as  a  general term.  The 

equivalent but more  precise  terms  probability and  frequency  are  often used 

depending on the context.  g. Probability: Extent to which an accidental event is likely to occur. 

Note 1: Normally expressed as a number between 0 and 1. 

Note 2: Frequency rather than “probability” may be used in describing risk. 

Note 3: Degrees of belief about probability can be chosen as classes or  ranks, 

such as

­  rare/unlikely/moderately likely/almost certain, or

­  incredible/improbable/remote/occasional/probable/frequent.  h. Residual risk: Risk remaining after implementation of risk treatment. 

i. Risk/Safety  risk: Expression for  the combination of  the  probability  of  an

accidental event and its consequence. 

j. Risk acceptance criteria: Criteria that form the basis for a decision on acceptable 

risk. 

Note 1: Risk acceptance criteria may be expressed qualitatively of quantitatively. 

Note 2: Acceptable risk is the risk that in the given circumstances is acceptable 

according to current values in society and the organisation.  k. Risk analysis: Systematic process to understand the nature of and to deduce the 

level of safety risk. The risk analysis involves identifying accidental events and 

their causes/contributing factors and consequences. 

Note: Provides the basis for risk evaluation and decisions about risk treatment. 

l. Risk assessment: The  overall process of  planning, hazard  identification,  risk 

analysis and risk evaluation.  m. Risk evaluation: Procedure based on the risk assessment to determine whether 

acceptable risk has been achieved.

Note 1: The process includes identification and documentation of risk reducing 

measures and recommendations. 

Note 2: Risk evaluation assists in decisions about risk treatment.  n. Risk identification: The process of determining what, where, when, why and how

something could happen.  o. Risk management process: The systematic application of management policies, 

procedures  and  practices  to the tasks of  communicating, establishing the 

context, identifying, analysing, evaluating, treating, monitoring and reviewing 

risk.) 

p. Risk reduction: Actions taken to lessen the likelihood, negative consequences, or 

both, associated with a safety risk. 

q. Risk treatment: Process of selection and implementation of measures to modify

risk. 

Note  1:  The  term  ‘risk  treatment’  is  sometimes  used for  the measures 

themselves. 

Note  2: Risk treatment measures  can include avoiding, modifying, sharing or 

retaining risk.
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r. Safety: Is the state in which the risk of harm to persons or property damage is 

reduced  to,  and maintained  at or below,  an  acceptable level through a 

continuing process of hazard identification and risk management.  s. Stakeholders: Those persons and organisations who may affect, be affected by,

or perceive themselves to be affected by a decision, activity or risk. 

t. Threat: Something that can release a hazard.  4  Communication and consultation

Good  communication with internal  and  external  interested  parties  is  essential  when

performing risk assessments to help ensure access to all relevant information and assist 

in ensuring buy­in from  all relevant parties  affected  by the  assessment’s  conclusions 

and  recommendations.  Communication and  consultation should  take  place  at  all

relevant stages of the process. 

5  Establishing the context

5.1  General 

The need to establish a SOP normally stems from a desire to carry out business. This 

might be either  directly as  a commercial flight or  as  a flight in preparation for such

flight,  such as  technical test flights  and  training  flights.  Sometimes  flights  are 

performed without any mercantile goal but to obtain other benefits,  such as pleasure 

flights for a pilot.  Most flights might be called “standard flights”, meaning they are performed repeatedly 

under a predetermined set of conditions. Such flights are performed according to SOPs 

and are promoted and sold as part of an operator’s regular business. 

Experience has shown that operator’s personnel is sometimes challenged to determine 

if an activity  requested by a customer could be performed as a standard flight, i.e. if 

the task can be performed within the predetermined set of conditions that are the basis 

for  the  existing  SOPs.  Coupled  with a  system  of  pre­authorisation or  delegation of 

authorisation, this  problem  could  potentially  put pressure  on the  crew to conduct an

activity for which no SOP exists, for which it is not qualified or does not have the right

equipment. The  operator  should not commit itself to carry  out an activity  until it is 

determined that the flight can be performed  safely and  in accordance with the 

operator’s privileges to avoid undue commercial pressure on the crew. 

If  a  requested  activity  does not fall within the predetermined  set of conditions  of  an

existing SOP, a new procedure should be developed.  If it is a single flight or just few

flights,  such flights  may  be  considered  “non­standard  flights”. Non­standard  flights 

could be risk assessed as a single case, but it is generally advisable to establish a new

procedure for that type of flight. 

It should be noted that often the operator’s approvals are limited by the SOPs that have 

been approved by or notified to the competent authority. In such cases no changes or 

additions to the set of SOPs are allowed without prior arrangement with that authority. 

The  method  described  in here  may  be  used  for  development of  SOPs  for  “standard 

flights” and procedures for “non­standard flights”.

Often a new operation is in many aspects similar to operations for which the operator 

already has established SOPs.  In such cases, only the elements of the operation that

are  different need  a  full assessment.  It is  however  important to make  sure that  all

aspects of the changes are included. This includes particularly an assessment whether 

the changes affect any of the standard elements and the interface between new and old 

elements. 

5.2  External and internal context

The external and internal context as well as stakeholder context should be established 

and  taken into consideration particularly with respect to how they  relate  to the 

operation in question and influence the planning and completion of risk assessments.
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The  external context is  associated  with the  environment where  the  operation takes 

place. The  external context includes  factors  that  the  operator  should  consider  when

developing the risk criteria such as:

­  Legal and regulatory requirements;

­  Industry best practices;

­  External interested parties needs and perceptions;

­  Company reputation; and

­  Cultural and social values. 

The internal context is  the  internal environment that will be  involved  with or  could 

affect the operation. These may be factors such as:

­  Strategies, objectives and goals;

­  Culture, ethical guidelines, common values, etc.;

­  Organisation; and

­  Available resources. 

Available resources are relevant with respect to capacity and competence:

­  for the risk assessment process (see below); and

­  for performing the operation, i.e. available to be considered for use in the SOPs 

(aircraft, equipment, personnel, experience, finances, etc.).

5.2.1  Stakeholders/Interested parties 

External  stakeholders  may  be  persons  living in the  vicinity  of  where  the 

operation takes  place and that could be  affected  by  noise  and  flights at low

altitude (frightened) or even more directly if the operation involves dropping of 

objects/spraying  or  certain helicopter operations  like  heli logging, power line 

maintenance, etc. In addition to posing a safety risk to persons on the ground,

such operations might also pose a  risk to the operator’s  reputation if, e.g. the 

public does not feel it has been properly informed or  warned beforehand. The 

latter part is not subject to further discussion in this guidance material.  5.2.2.  Regulatory requirements 

The  operator  should determine  the regulatory  requirements  applicable for  a 

particular operation as well as the necessary privileges.

Compliance  with the  relevant rules  and  regulations  must be  assured  and  an 

assessment should  be  made if  additional  privileges  are  required  before  the 

operation can be started.

Regulations  are  generally  developed to control or  mitigate  certain safety  risks

that stem  from  specific  or  general hazards.  Such hazards  controlled  by 

regulations don’t need to be further developed in the operator’s risk assessment

if the assessment determines that the  regulatory treatment is sufficient.  If the 

regulation is not specific, has several options  or  directly  calls for  a  risk 

assessment,  the  hazard  obviously  should  be assessed  and  the  appropriate 

treatment implemented.

5.2.3.  Industry standard/best practice 

If  an industry  best practice  exists  for  a  particular type  of operation,  its 

applicability and suitability should be evaluated by the operator. This evaluation

could  provide  valuable  input to the  SOP  and  risk assessment.  Some  industry 

best practices  (code of practices/COP) are developed specifically to function as 

basis  for  SOPs  and  should  have  associated  hazard  lists  and  proposals  for 

treatment of  relevant safety  risks.  Operators  developing  SOPs  based  on such

industry standard/best practice should still perform their own risk assessment to

ensure the COP is suitable and customised to their own operation.  5.2.4.  Operator’s resources
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The operator’s current aircraft, equipment and staff are normally part of the risk 

assessment when planning an operation as most changes in this field are often

time­consuming and costly. One outcome of an operational risk assessment may 

be that the operator does not possess the right equipment or personnel for the 

activity.  If this is the  case for  a  single  mission or missions on short notice, it

would mean that the operator is unable to perform the activity. 

If  the  operator  however  plans  to expand  into new types  of operations,  a 

recommendation to acquire different aircraft/equipment or employ or train staff 

could be a  risk treatment measure to enable the operator to perform the new

operation by  making  the  risk  acceptable. In such cases  the  current

aircraft/equipment/staff  would  not be  part of the  risk  assessment,  but the 

delivery and certification/approval times for new equipment or time to employ or 

train staff  might be  as  well as  the  changes  required  in the  organisation to

accommodate for example the more advanced and complex technology.

5.3.  Risk acceptance criteria 

As part of the overall management system, safety and risk strategies and goals should 

have been established. For the particular assessments, risk acceptance criteria should 

be  established  based  on these  strategies  and  goals.  Furthermore,  management

responsibility  on the  acceptability  of  risks  should  be  defined. Minor  risks  may  be 

accepted by line managers, whereas more significant risks may need to be accepted by 

senior management. The  risk  acceptance  criteria  should help in decision making  with

respect to risk  acceptance. The  established criteria  influence  the  planning  and 

completion of a risk assessment, e.g. the selection of method as the assessment results 

will be  compared with the acceptance  criteria during  risk  evaluation. Risk  acceptance 

criteria may be fixed targets or refer to accepted methods, standards and norms, such

as  regulations, CSs, AMCs and guidance material. The maximum  acceptable  risk is in

most cases directly or indirectly influenced or determined by  regulations which either 

specify a target (e.g. for safe forced landing it requires a reasonable expectancy of no

injuries to persons in the aircraft or on the surface) or an acceptable means on how to

achieve the minimum required safety level.  Safety risk acceptance criteria should at least address, in the following order of priority:

­  third parties’ life, health and property;

­  passengers and operational personnel;

­  crew members;

­  the natural environment; and

­  corporate well­being.

As low as reasonably  practicable  (ALARP)  is  a  risk acceptance  criterion that is  not

exclusively based  on fixed  risk  level targets  but is  a  systematic and documented 

process to reduce safety risk below the maximum allowed by requirements, standards 

or when the risk is otherwise considered unacceptable. For ALARP to be an acceptable 

method of establishing risk acceptance criteria, an adequate risk management system 

is required to form a solid basis for the decisions made when evaluating the risk. 

ALARP means that the safety risk is managed to a level as low as reasonably practical

whilst at all times staying below the maximum allowed risk. It also implies that the risk 

level should  be  monitored  and  ALARP  considerations  applied  to any new identified 

treatment measures to contribute to a further reduction in the risk level. Increase in the 

risk  level at  any  time  should  be  considered unacceptable, even if  the  safety  risk  is 

below the maximum allowed. (An exception might be for very short periods when the 

reason for the  risk increase is  known and measures  are immediately implemented to

correct the situation.)

All identified treatment measures should be implemented unless it can be shown that 

the cost or disadvantages of the measure is grossly disproportionate to the safety risk 

reduction potential.  It should be noted that ALARP is different from basic cost­benefit
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considerations and may not be implemented using just these as ALARP in this context

addresses safety risk. 

Related responsibilities and decisions should be documented to justify why an identified 

risk reduction measure has  not been implemented and that the  retained  risk is  still

ALARP without the implementation of such measures. 

Another method  for establishing  risk  acceptance  criteria  is  to compare the risk with

ongoing safe operations. The risk acceptance criteria would in such a case be to ensure 

that new operations are at least as safe as the operator’s ongoing operations. 

6  Risk Assessment

6.1  Planning 

6.1.1  Establishment, description and purpose 

The risk assessment should be initiated in time for the  results to be  available 

before  the decisions  regarding  the  operation have to be  made.  The person

responsible  for  performing the  risk  assessment should  be  made  aware  of  the 

background, objectives,  conditions  and the  context for the  assessment and  of 

the risk acceptance criteria.

The following should be documented:

­  Background;

­  Purpose; and

­  Stakeholders and their potential interest.  6.1.2  Organisation

A work plan should be established.

The  risk  assessment should  be  performed  by a  working  group  that includes 

suitable  subject matter  experts  but may  exceptionally  be  performed by  one 

individual if the extent and complexity of the task allows. Particularly for ‘one­ 

off’  assessments,  personnel that will be involved  in the  operation should 

participate in the working group. Considerations should be given to the need for 

independence  between the  person(s)  performing the  risk  assessment and the 

persons deciding if the risk is acceptable.

The working group should have participation to ensure availability of:

­  knowledge  of  and  experience  with the  use of  relevant risk  analysis 

methods;

­  knowledge of the operation and associated hazards;

­  knowledge  of  the  relationship  between the operation and  relevant

internal and external factors; and

­  familiarity with all relevant disciplines associated with the operation. 

It should be determined to what extent and how other stakeholders should be 

involved before the work starts. This should particularly consider the safety risk 

exposure  of  the  stakeholder  as well as  practical considerations  such as  their 

availability. All working group meetings should be minuted.

6.1.3  Selection of methods and data basis 

The method proposed here is a basic analysis to determine, record, analyse and 

treat safety risk. This method should be complemented by other methods when

the analysis  in hand so dictates.  Methods to determine causes and likelihood 

(e.g. fault tree analysis; failure mode, effects, and criticality analysis (FMECA); 

influence  diagrams)  as  well as  consequences  (e.g. event tree  analysis)  of 

hazards may be useful.  Data used should be described, such as:

­  Regulatory requirements;

­  Existing SOPs and risk assessments;

­  Operator risk register;
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­  Operator  analyses  including  occurrences  and safety  concerns  raised 

within the organisation;

­  AIB investigations;

­  ESSI results;

­  Authority inspection reports;

­  Expert judgment;

­  Simulations;

­  Codes of Practice; and

­  Industry standards. 

Data  sources  should  be  assessed  for  suitability  such as  relevance,  currency, 

representative amount of data, underestimation and accuracy. 

An operator should ensure that its own experience is available in a collated and 

systematized form. This ‘databank’ should contain information from investigation

of  internal  occurrences  and  accidents,  reported  deviations  and  proposals  for 

improvement as  well as  experience  collected  from  monitoring  of normal

operations.  Whenever  possible, it should  be augmented  with similar  data 

exchanged with other  operators.  Analysis  of  relevant experience  data  should 

provide input to a risk assessment.  Every  operator  is  expected to establish and  maintain a  register  of  significant

hazards and their treatment as part of its safety management system. The risk 

register should be a valuable source of information on the various hazards that

are immanent in a particular operation and how these have been addressed in

the past and are currently treated in existing operations. 

The  risk  register  should  reflect that  different types  of  operations  (e.g.

commercial air transport and commercial operations other than commercial air

transport) may be exposed to different hazards. It may also reflect that different

treatment methods  could  be  required  and  that  different risk  levels  may  be 

acceptable.

6.1.4  System description

The operation to be analysed should be described. The major part of the detailed 

description may be by reference to a procedure/SOP.

The  risk  assessment should  contain a  detailed  description of  what has  been

analysed and which factors have and have not been assessed such as:

­  Type of the operation;

­  Type(s) of aircraft;

­  Phases of the operation;

­  Environmental conditions  (visibility,  wind, turbulence, contrast,  light,  elevation, etc. unless evident from the SOP);

­  Existing barriers and available emergency preparedness;

­  Annual usage/exposure. 

A  risk assessment can build often upon parts of existing risk assessments. For 

example, for an assessment of a new type of operation conducted in a hostile 

environment, the operator might already have a risk assessment for flights over 

hostile environment in general. What would be required for a complete new risk 

assessment is  the  assessment of  new aspects  of  the  operation and  the 

combination with the relevant existing one(s). In such cases particular attention

should be paid to the intersecting or overlapping areas to ensure that no gaps 

exist or that the combination does not give rise to new hazards. 

SOP
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The procedure elements and sequence should be outlined and detailed as far as 

possible  based  on existing requirements and  previous  experience.  Known

controls, safety measures and precautions should be included in the procedure. 

6.2  Risk analysis 

6.2.1  Hazard identification

Hazards should be identified as part of the risk analysis. The purpose of hazard 

identification is to ensure that representative and relevant accidental events that 

might occur during the operation are described.  Hazard identification should:

­  Establish a  list of  all hazards  relevant to the  operation and  the 

causes/threats that could release them;

­  Describe accidental events based on the hazard information and specify

the place, time, extent, nature, etc. of the event as required; and

­  Establish a  systematic  overview of  possible  accidental  events  for  the 

operation.  Where  information on accidental  events  for the type  of  operation is  available 

directly from databases  (e.g. from  reported accidents and occurrences or from 

results of analyses already entered in the risk register), it may be included in the 

list directly.  However,  direct use  of  reported accidental events  may  lead to

unintended gaps in the list of accidental events as hazards that are contributing 

factors to one accidental event may under other circumstances contribute to a 

different accidental event.  It must also be  noted  that the  absence  of  past

accidents does not mean absence of risk. It is therefore important to identify the 

underlying  hazard. One way  of doing it is to group  similar  events to find the 

underlying hazards. 

The level of detail in the specification of accidental events should be adequate 

for  the  SOP/procedure  to be  developed.  In some  cases,  major  groups  of 

hazards/events may be adequate (e.g. flight over a hostile environment, forced 

landing, deviation from intended flight path, flight at low altitude), in other cases 

it may  be  necessary to be  more  specific  (e.g. single  engine  failure, tail rotor 

drive  failure,  loss  of  visual references,  altitude  judgement error,  turbulence, 

etc.).

The  procedure/SOP  should  be  systematically  examined  to determine  hazards 

and potential accidental events that could occur during operations. 

Aids to the identification of accidental events may be:

­  Other risk assessments;

­  Occurrence and accident reports;

­  Audits/deviation reports;

­  Internal reviews;

­  Monitoring results including flight data monitoring information;

­  Prognoses;

­  Threat assessments; and

­  Standard  checklists  (origin should  be  identified  if  used  and  the  lists 

assessed and revised as required to suit the purpose). 

Examples  of  methods that may  be  used for  hazard  and  risk  identification are 

Preliminary  Hazard  Analysis  (PHA),  Hazard  Identification (HAZID)  and 

brainstorming.

If  a  hazard  or  accidental  event is  identified but not analysed  further  for 

probability  or  consequence,  the  reason should  be  documented  (e.g. too

insignificant consequence,  too unlikely,  outside  the  operator’s  control,  not

relevant for the assessment, etc.).
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In this  context,  it is  not so much of importance,  and  sometimes  not even

possible, to distinguish exactly between hazards and accidental events. For the 

purpose of risk assessing procedures, accidental events are the tangible objects 

of  the  analysis.  Hazards  and  threats  are  the  sources  in the  background  that

could cause/trigger/escalate accidental events and that influence the likelihood 

of events. 

SOP 

No activity. 

6.2.2  Analysis of causes/contributing factors and likelihood 

The  main purpose  of  this  analysis  is  to establish the  likelihood  for  each

accidental event.  Each accidental event should  be  analysed  to establish possible 

causes/contributing factors. Causes/contributing factors should then be analysed 

to determine likelihood.

The causal analysis should normally be of a descriptive (qualitative) nature but

where  relevant calculations  (quantitative)  should  be  applied. A  qualitative 

analysis  describes the potential hazards and threats  and the  chains  of events 

that could  lead to the  accidental  events.  Quantitative  analysis  calculates  the 

probability or frequency of the accidental events. 

In the  causal analysis  of  each accidental event,  human and  organisational 

factors should always be considered for their possible contributing effects. It is 

normally necessary to consider direct causes (“unsafe acts”), workplace factors 

and organisational factors (“error provoking or latent conditions”).

The effects of existing likelihood­reducing factors and barriers that influence the 

chain of events should be considered and listed in the risk analysis sheet such

as:

­  Certification requirements;

­  Maintenance procedures;

­  Existing normal and abnormal procedures;

­  Technical measures/equipment;

­  Training; and

­  Other human and organisational factors. 

Likelihood may be expressed using terminology such as “very low, low, medium, 

high and  very high”. In such cases the terms should  be  explained to indicate 

their meaning. For example, the meaning of  each term  could be expressed in

words and/or numbers/ranges. 

Causal analysis  should  be  done  to the  level of  detail necessary  to establish

relevant likelihoods.

Examples  of  methods that may  be used for  causal and likelihood  analysis  are 

Fault tree analysis, FMECA, influence diagrams and brainstorming.

SOP 

Existing  likelihood­reducing  factors  and  barriers  that  influence  the  chain of 

events  are  those  that are  already  described in the  SOP or  other  relevant

documentation (OM, FM, etc.). As the risk assessment progresses it is possible 

that there will be an iterative process where new factors and barriers could be 

found  during  analysis.  These  should  then be  added to the  procedure  and 

included in the analysis. 

6.2.3  Analysis of consequences 

Consequences of all accidental events should be analysed. The analysis should 

consider immediate consequences and consequences that only become apparent

afterwards such as effects on the natural and work environment (e.g. noise and 

vibration).
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Consequences  could  be  grouped such as  loss  or  damage of  life/health,  environment, material values/assets, functions and reputation.  The consequence  analysis  should normally be  of  a descriptive  (qualitative) 

nature  but where  relevant calculations  (quantitative)  should  be  applied. A 

qualitative  analysis  describes  the  chains  of  events  that could  follow from the 

accidental  events  and  the  possible  consequences.  Quantitative  analysis  could 

calculate the  likelihood  and extent of  damage  that could be  caused  by  the 

accidental event. 

In the consequence analysis of each accidental event, human and organisational

factors should always be considered for their possible contributing effects. 

The effects of existing consequence reducing factors/barriers that influences the 

consequence itself or the consequence chain should be considered such as:

­  Certification requirements (e.g. fire protection);

­  Existing abnormal and emergency procedures;

­  Secondary  safety  measures  (e.g. crashworthiness, personal  protective 

equipment);

­  Technical measures/equipment;

­  Training;

­  Human and organisational factors; and

­  Emergency preparedness. 

Existing  in this  context means  that they  are already  part of  the  operator’s 

management system or  built into/part of  the  aircraft and  equipment and 

included in the SOP description.  Consequences  may  be  expressed  using  terminology  like  “very  small,  small,  medium, large and very large”. In such cases the terms should be explained to

indicate  their  meaning. For  example, the  meaning  of  each  term  could  be 

expressed in words and/or numbers/ranges.

Consequence analysis should be done to the level of detail necessary to establish

relevant consequences. 

Examples of methods that may be used for consequence analysis are event tree 

analysis, structured “what­if”, checklists and brainstorming.

SOP 

Existing consequence factors and barriers that influence the chain of events are 

those that are  already  described in the  SOP  or  other  relevant documentation

(OM, FM, etc.). As the risk assessment progresses it is possible that there will be 

an  iterative process  where  new factors  and  barriers  could be  found  during 

analysis. These  should  then be  added to the procedure  and  included in the 

analysis.

6.2.4  Risk description

The risk should be described based on the results of the causal and consequence 

analysis.

The  risk  should  be  expressed  as  a  combination of  the  consequence  and  the 

associated likelihood. If  an accidental  event has  more than  one  consequence, 

the risk may be expressed as a combination of the consequence and associated 

likelihood for each of the consequences. 

The risk description should form a relevant basis for risk evaluation and treating 

risk. 

Depending  on the  analysis  method  and  the  risk  acceptance  criteria, the 

description could  be qualitative  and/or  quantitative.  The level of  detail will

depend on the level of detail in the causal and consequence analysis.
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Uncertainties in the  risk  description should  be  presented  and  reviewed. If the 

analysis is based on critical assumptions or other conditions that could affect the 

risk,  it should  be identified  and  presented  (if  necessary  in the  form  of  a 

sensitivity analysis). 

Examples of a method that may be used for risk description is a risk matrix. 

SOP 

The SOP should contain general statements about the safety  risk involved and 

the management of the risk. 

6.3  Risk evaluation

6.3.1  Comparison with risk acceptance criteria 

The results of the risk analysis should be compared to the criteria for acceptable 

risk. 

The comparison description should be in such a format that it can be used by 

decision makers and stakeholders. 

If  the risk  acceptance  criteria  require  the  optimisation,  for  example  with the 

ALARP principle, the comparison (iterative process)  should  describe the 

optimisation process. If the risk is compared to criteria that are not absolute or 

may be exempted, it should be elaborated in the description.  SOP 

No activity. 

6.3.2  Identification of risk reduction measures and their effect

The risk evaluation forms the basis for deciding on new mitigating measures and 

to assess the risk reduction effects of these measures. 

Risk  reducing  measures  should  be  identified for  accidental  events  with an

unacceptable risk and for accidental events where  further  risk  reduction

measures are feasible and reasonable. Identification of possible controls should 

be  based on the  hazards, chain of events  and consequences  described in the 

analysis. Controls that could eliminate the accidental event, likelihood­reducing 

measures and consequence­reducing controls should be identified. The controls 

could be related to human factors (e.g. training and competence), equipment or 

organisational factors (e.g. procedures). 

Identification of  risk  reducing  measures  should  be  performed  in a  systematic 

way and should involve the relevant parties. 

Risk reducing measures should be implemented based on the following priorities 

with respect to accident development: 

a. eliminate  hazards  and  accidental events  (e.g. fly  around  the  hostile 

environment); 

b. reduce the probability of accidental events (e.g. use multi­engine instead

of single­engine aircraft); and 

c.  reduce  the  consequence  of  accidental events  (e.g. use  personal 

protective equipment).

The  controls  should  be  implemented  in the  following  priority  with respect to

reliability: 

a. passive technical controls (e.g. system redundancy, firewall); 

b. active technical controls (e.g. automatic fire extinguishing system); and 

c.  controls by procedure (e.g. use of hand fire extinguisher).

The risk reducing effect of the controls should be assessed with respect to:

­  Functionality  (does  the measure  influence  the  ability  to perform  the 

operation);

­  Robustness  (will the measure be effective under  varying  conditions  and 

over time); and
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­  Possible other effects such as introduction of new risks. 

SOP 

Any  new risk  reducing  measures  should  be  included in the  SOP/procedure  as 

appropriate.

6.3.3  Conclusions and documentation

The risk  assessment should  contain conclusions.  The  conclusion(s)  should  be 

unambiguous,  precise  and  robust to enable decision makers  to perform the  risk 

treatment.  Conclusions should address issues such as:

­  The operation could be performed with an acceptable risk (the risk of performing 

the operation according to the SOP is acceptable);

­  The operation complies with regulatory requirements;

­  The operation is within the operators privileges; and

­  The operator’s aircraft and equipment are adequate for the operation.  The risk assessment should be in a written format. Any references to other documents 

should be specified. Any need for further work should be pointed out.  The  risk  assessment documentation should include  or  reference,  as  required,

descriptions of: 

The purpose of the risk assessment; 

a. The operation analysed; 

b. Involvement of staff and stakeholders; 

c.  Preconditions, assumptions and simplifications; 

d. Context/framework for the operation; 

e. The assessment of who is affected by the operation and how; 

f.  Data used; 

g. The analysis method; 

h.  The hazard(s); 

i.  The risk(s); 

j.  The risk reduction measures; 

k.  The risk evaluation; and 

l.  The conclusions. 

SOP 

If the task includes developing a new procedure, it should also include proposals for: 

a. The detailed procedure/SOP (OM Part B); 

b. Detailed training requirements (OM Part D);

c.  Changes in general procedures (OM Part A); 

d. Changes in aircraft/equipment; 

e. Applications for approvals (new AMC, if required); and 

f.  Risk register update.

If the task is to re­assess a procedure, it should include proposals for change in any of 

the above mentioned issues based on the conclusions of the risk assessment.  The risk assessment and the SOP should be considered a matched pair and changes in

either of them would require reassessment of the other and the totality to cater for the 

changes and ensure continued consistency. 

7  Monitoring and review

Monitoring  and  review should  be  planned  as  part of  the  risk  management process. 

Responsibilities for  monitoring and review of risk  assessments  and  SOP  should  be 

defined.
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7.1  General 

Monitoring should be conducted through the operator’s normal monitoring programmes 

such as occurrence and deviation reporting, monitoring of normal operations, flight data 

monitoring, proposals for improvement, etc. 

SOPs and risk assessments should be subject to monitoring for the purpose of:

­  analysing and learning from events, changes and trends;

­  detecting changes in the internal and external context including changes to the 

risk itself;

­  ensuring that the risk control and treatment measures are effective; and

­  identify emerging risks. 

Monitoring  and  review should  include  periodic review,  inspections  and  audits  of  the 

procedures, risk assessments and the risk management process. 

7.2  Changes 

Changes  that could invalidate  a risk  assessment’s  conclusions  (or  require a 

reassessment) are:

­  significant changes in the preconditions and context;

­  new knowledge  of  risks  involved (experience from  accidents and occurrences, 

reporting  of  safety  concerns,  research,  better risk  analysis  methods, internal 

inspections, audits and reviews, hazard reporting, risk register update);

­  significant changes in the data basis;

­  significant organisational changes that could affect the assessment; and

­  several smaller changes that together might constitute a significant change.

7.3  Improvements 

As any  amount of  risk  is  considered  to be  negative  in the  context of  safety  risk, 

operators  should  in managing  risk,  and  regardless  of  the risk  acceptance  criteria 

chosen, always strive for a continuous  reduction in the risk level through monitoring,

analysis and improvements.

AMC OR.OPS.100.GEN(f)  Operator responsibilities 

DANGEROUS GOODS TRAINING

1  An operator should establish and maintain personnel training programmes as required 

by the ICAO Technical Instructions (ICAO Doc 9284 ­ Technical Instructions for the Safe 

Transport of Dangerous Goods by Air).

2  Training programmes  should commensurate  with the  responsibilities of personnel and 

only address  awareness training for those operators not approved in accordance with

OPS.SPA.DG.

Section II – Manuals, Logs and Records 

AMC1 OR.OPS.015.MLR Operations Manual 

GENERAL

1  The  operations  manual (OM)  may  be  an integral part of the  organisation manual  as 

required by OR.GEN.200(a)(6). 

2  The OM may vary in detail in accordance with the complexity of the operation and of 

the type and number of aircraft operated.

3  The operator should ensure that information taken from approved documents, and any

amendment of such approved documentation, is correctly reflected in the OM. This does 

not prevent an operator from using more conservative data and procedures.
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4  Crew members should be provided with a personal copy of the relevant sections of the 

OM pertaining to their duties. The crew members should be  responsible to keep their 

copies up to date.

5  The OM may be issued in separate parts. 

6  The OM or parts thereof may be presented in any form, including electronic form. In all

cases, the accessibility, usability and reliability should be assured.

7  The OM should be such that: 

a. all parts of the manual are consistent and compatible in form and content; 

b. the manual can be readily amended; and 

c.  the  content and  amendment status  of  the  manual  is  controlled  and  clearly 

indicated.

8  The OM should include a description of its amendment and revision process specifying: 

a. the person(s) who may approve amendments or revisions; 

b. the  conditions  for  temporary  revisions  and/or  immediate  amendments  or 

revision required in the interest of safety; and 

c.  the method by which operator personnel are advised of the changes.

9  If  the  OM contains  all the  relevant information of  the  aircraft, the  AFM  may  not be 

carried.

10 The OM may be compiled in accordance with an industry code of practice.

AMC2 OR.OPS.015.MLR Operations Manual 

CONTENTS 

1  When compiling  an OM,  an operator  may  take  advantage  of  the  contents  of  other 

relevant documents. Material produced by the operator for the type­related part of the 

OM may be supplemented with or substituted by applicable parts of the AFM or, where 

such a document exists, by an Aircraft Operating Manual produced by the manufacturer 

of the aircraft.  2  In the case of non­commercial operations or commercial operations with non­complex 

motor­powered  aircraft,  a “Pilot Operating Handbook”  (POH) or  equivalent document

may be used as type­related part of the OM, provided that the POH covers the normal

and abnormal/emergency operating procedures. 

3  For the route and aerodrome part of the OM, material produced by the operator may be 

supplemented  with or  substituted  by  applicable  Route  Guide  material produced  by  a 

specialised company. 

4  If an operator chooses to use material from another source in his OM he should either 

copy the applicable material and include it directly in the relevant part of the OM or the 

OM should contain a reference to the appropriate section of that applicable material.  5  If  an  operator  chooses  to make  use  of  material  from  another  source  (e.g. a  Route 

Manual producer, an  aeroplane manufacturer or a training organisation) as explained 

above,  this  does  not absolve  the  operator  from  the  responsibility  of  verifying  the 

applicability  and  suitability  of  this  material.  Any  material  received  form  an  external 

source should be given its status by a statement in the OM.

AMC3 OR.OPS.015.MLR Operations Manual 

CONTENTS ­ NON­COMMERCIAL OPERATIONS WITH COMPLEX MOTOR­POWERED AIRCRAFT 

The OM should contain at least the following information: 

1  Table of contents; 

2  Amendment control status and list of effective pages or paragraphs, unless the entire 

manual is re­issued and the manual has an effective date on it; 

3  Duties, responsibilities and succession of management and operating personnel;
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4  Description of the management system; 

5  Operational control system; 

6  Flight time limitations; 

7  Standard operating procedures (SOPs); 

8  Weather limitations; 

9  Emergency procedures; 

10 Accidents/incidents consideration; 

11 Security procedures; 

12 Minimum Equipment List (MEL); 

14 Personnel qualifications and training; and 

15 Record­keeping.

AMC4 OR.OPS.015.MLR Operations Manual 

STRUCTURE – COMMERCIAL OPERATIONS 

The OM should contain the following parts: 

1  Part A: General/Basic, comprising all non type­related operational policies, instructions 

and procedures; 

2  Part  B:  Aircraft operating  matters,  comprising  all type­related  instructions  and 

procedures,  taking into account differences between types/classes,  variants  or 

individual aircraft used by the operator; 

3  Part C: 

a. Commercial  air transport,  comprising  route/role/area and aerodrome/operating 

site instructions and information; 

b. Commercial  operations  other  than  commercial air transport,  comprising  tasks 

and operating area instructions and information; 

4  Part D: Training, comprising all training instructions for personnel.

AMC5 OR.OPS.015.MLR Operations Manual 

CONTENTS – COMMERCIAL AIR TRANSPORT 

The OM should contain the following relevant to the area and type of operation: 

A  GENERAL/BASIC

0  ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL 

0.1  Introduction

0.1.1  A  statement that the manual  complies  with all applicable  regulations  and  with

the terms and conditions of the applicable air operator certificate.

0.1.2  A  statement that the  manual contains  operational  instructions  that are to be 

complied with by the relevant personnel.  0.1.3  A list and brief description of the various parts, their contents, applicability and 

use. 

0.1.4  Explanations  and  definitions  of  terms  and  words  needed  for  the  use  of  the 

manual. 

0.2  System of amendment and revision

0.2.1  Details of  the  person(s)  responsible  for  the  issuance and insertion of 

amendments and revisions. 

0.2.2  A record of amendments and revisions with insertion dates and effective dates. 

0.2.3  A  statement that handwritten amendments and  revisions  are  not permitted 

except in situations  requiring immediate amendment or  revision in the interest

of safety.
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0.2.4  A description of the system for the annotation of pages or paragraphs and their 

effective dates. 

0.2.5  A list of effective pages or paragraphs. 

0.2.6  Annotation of  changes  (in the  text and,  as  far  as  practicable,  on charts  and 

diagrams). 

0.2.7  Temporary revisions. 

0.2.8  A  description of  the  distribution system  for  the  manuals,  amendments  and 

revisions. 

1  ORGANISATION AND RESPONSIBILITIES 

1.1  Organisational structure.  A  description of the organisational structure including  the 

general organigram  and operations department organigram. The  organigram  should 

depict the relationship between the Operations Department and the other Departments 

of  the  operator.  In particular, the  subordination and  reporting  lines  of  all Divisions, 

Departments etc, which pertain to the safety of flight operations, should be shown.  1.2  Nominated post holders. The name of each nominated post holder responsible for flight

operations, crew training and ground operations, as prescribed in OR.OPS.210.AOC. A 

description of their function and responsibilities should be included.  1.3  Responsibilities and duties of  operations management personnel. A description of the 

duties, responsibilities and authority of operations management personnel pertaining to

the safety of flight operations and the compliance with the applicable regulations. 

1.4  Authority, duties and responsibilities of the pilot­in­command. A statement defining the 

authority, duties and responsibilities of the pilot­in­command.

1.5  Duties and responsibilities of crew members other than the pilot­in­command.

2  OPERATIONAL CONTROL AND SUPERVISION

2.1  Supervision of  the  operation by  the  operator.  A  description of  the  system  for 

supervision of  the  operation by  the  operator  (see  OR.OPS.100.GEN(b)). This  should 

show how the  safety  of  flight operations  and  the  qualifications  of  personnel are 

supervised. In particular,  the  procedures related  to the following  items  should be 

described: 

2.1.1  Licence and qualification validity; 

2.1.2  Competence of operations personnel; and 

2.1.3  Control, analysis and storage of the required records. 

2.2  System and responsibility for promulgation of additional  operational instructions  and 

information. A description of any system for promulgating information which may be of 

an  operational nature,  but which is  supplementary to that in the Operations  Manual.  The applicability of this information and the responsibilities for its promulgation should 

be included.

2.3  Operational control. A  description of the  procedures  and  responsibilities necessary to

exercise operational control with respect to flight safety. 

2.5  Powers  of the  authority. A  description of the powers  of the  competent authority  and 

guidance to staff on how to facilitate inspections by authority personnel.  3  MANAGEMENT SYSTEM

A description of the management system including at least: 

a. Safety policy; 

b. The process for identifying safety hazards and for evaluating and managing the 

associated risks; 

c.  Compliance Monitoring System; and 

d. Allocation of duties and responsibilities. 

4  CREW COMPOSITION
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4.1  Crew Composition.  An explanation of  the  method  for  determining  crew compositions 

taking account of the following: 

4.1.1  The type of aircraft being used; 

4.1.2  The area and type of operation being undertaken; 

4.1.3  The phase of the flight; 

4.1.4  The minimum crew requirement and flight duty period planned; 

4.1.5  Experience (total and on type), recency and qualification of the crew members; 

and 

4.1.6  The designation of the pilot in command and, if necessitated by the duration of 

the  flight,  the  procedures  for  the  relief  of  the  pilot in command  or  other 

members of the flight crew. (see OR.OPS.115.FC) 

4.1.7  The  designation of the senior  cabin crew member  and, if  necessitated  by the 

duration of  the  flight,  the  procedures  for  the relief  of  the  senior  cabin crew 

member and any other member of the cabin crew.  4.2  Designation of the pilot in command. The rules applicable to the designation of the pilot

in command.

4.3  Flight crew incapacitation. Instructions on the succession of the pilot in command in the 

event of flight crew incapacitation.  4.4  Operation on more than one type. A statement indicating which aircrafts are considered

as one type for the purpose of: 

4.4.1  Flight crew scheduling; and 

4.4.2  Cabin crew scheduling.

5  QUALIFICATION REQUIREMENTS

5.1  A description of the required licence, rating(s), qualification/competency (e.g. for routes 

and aerodromes), experience, training, checking and recency for operations personnel

to conduct their  duties.  Consideration should  be  given to the  aircraft type, kind  of 

operation and composition of the crew.  5.2  Flight crew

5.2.1  Pilot­in­command 

5.2.2  Pilot relieving the pilot­in­command 

5.2.3  Co­pilot

5.2.4  Pilot under supervision

5.2.5  System panel operator 

5.2.6  Operation on more than one type or variant

5.3  Cabin crew 

5.3.1  Senior cabin crew member 

5.3.2  Cabin crew member 

a. Required cabin crew member 

b. Additional cabin crew member and  cabin crew member during 

familiarisation flights 

5.2.3  Operation on more than one type or variant

5.4  Training, checking and supervision personnel

5.4.1  For flight crew 

5.4.2  For cabin crew 

5.5  Other operations personnel (including crew members other than flight crew) 

6  CREW HEALTH PRECAUTIONS 

6.1  Crew health precautions.  The  relevant regulations  and  guidance  to crew  members 

concerning health including: 

6.1.1  Alcohol and other intoxicating liquids;
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6.1.2  Narcotics; 

6.1.3  Drugs; 

6.1.4  Sleeping tablets; 

6.1.5  Anti depressants; 

6.1.6  Pharmaceutical preparations; 

6.1.7  Immunisation; 

6.1.8  Deep diving; 

6.1.9  Blood/bone marrow donation; 

6.1.10 Meal precautions prior to and during flight; 

6.1.11 Sleep and rest; and 

6.1.12 Surgical operations. 

7  FLIGHT TIME LIMITATIONS 

7.1  Flight and Duty Time Limitations and rest requirements. The scheme developed by the 

operator in accordance with OR.OPS.230.FTL or OR.OPS.330.FTL and description of the 

corresponding Fatigue Risk Management System (FRMS). 

7.2  Exceedances  of flight and duty  time  limitations  and/or  reductions of  rest periods.

Conditions under which flight and duty time may be exceeded or rest periods may be 

reduced and the procedures used to report these modifications. 

8  OPERATING PROCEDURES 

8.1  Flight preparation instructions. As applicable to the operation: 

8.1.1  Minimum  Flight Altitudes. A  description of  the  method  of  determination and 

application of minimum altitudes including: 

a. A  procedure  to establish the  minimum  altitudes/flight levels  for  VFR 

flights; and 

b. A  procedure to establish the minimum  altitudes/flight levels  for  IFR

flights. 

8.1.2  Criteria and  responsibilities for determining the adequacy of  aerodromes to be 

used.

8.1.3  Methods and responsibilities for  establishing aerodrome operating  minima.

Reference should be made to procedures for the determination of the visibility 

and/or  runway  visual range  and  for  the  applicability  of  the  actual visibility 

observed  by the  pilots, the  reported  visibility  and the  reported  runway  visual 

range. 

8.1.4  En­route Operating Minima for VFR flights or VFR portions of a flight and, where 

single engine aircraft are used, instructions for route  selection with respect to

the availability of surfaces which permit a safe forced landing.

8.1.5  Presentation and application of aerodrome and en­route operating minima.

8.1.6  Interpretation of  meteorological information. Explanatory  material on the 

decoding of MET forecasts and MET  reports relevant to the area of operations, 

including the interpretation of conditional expressions. 

8.1.7  Determination of  the  quantities  of  fuel,  oil and  water  methanol carried. The 

methods by which the quantities of fuel, oil and water methanol to be carried are 

determined and monitored in flight. This section should also include instructions 

on the  measurement and  distribution of  the fluid  carried  on board.  Such

instructions should take account of all circumstances likely to be encountered on

the flight, including the possibility of in­flight re­planning and of failure of one or 

more  of  the  aircraft’s  power  plants.  The  system  for  maintaining  fuel and  oil

records should also be described.  8.1.8  Mass and Centre of Gravity. The general principles of mass and centre of gravity 

including: 

a. Definitions;
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b. Methods, procedures and responsibilities for preparation and acceptance 

of mass and centre of gravity calculations; 

c.  The policy for using standard and/or actual masses; 

d. The method for determining the applicable passenger, baggage and cargo 

mass; 

e. The  applicable  passenger  and  baggage  masses  for  various  types  of 

operations and aircraft type; 

f.  General  instruction and  information necessary  for  verification of  the 

various types of mass and balance documentation in use; 

g. Last minute changes procedures; 

h.  Specific gravity of fuel, oil and water methanol; 

i.  Seating policy/procedures; and 

j.  for helicopter operations, standard load plans. 

8.1.9  ATS  Flight Plan.  Procedures  and  responsibilities  for  the  preparation and 

submission of the air traffic services flight plan. Factors to be considered include 

the means of submission for both individual and repetitive flight plans. 

8.1.10 Operational Flight Plan. Procedures and  responsibilities for the preparation and 

acceptance of the operational flight plan. The use of the operational flight plan

should be described including samples of the operational flight plan formats in

use. 

8.1.11 Operator’s  Aircraft Technical Log. The  responsibilities  and  the  use  of  the 

operator’s Aircraft Technical Log should be described, including  samples of the 

format used.

8.1.12 List of documents, forms and additional information to be carried.

8.2  Ground handling instructions. As applicable to the operation: 

8.2.1  Fuelling procedures. A description of fuelling procedures, including: 

a. Safety  precautions  during  refuelling  and  defuelling  including  rotors 

running, engine(s) running and the prop­brakes are on and when an APU 

is in operation; 

b. Refuelling  and  defuelling  when passengers are embarking, on board or 

disembarking; and 

c.  Precautions to be taken to avoid mixing fuels. 

8.2.2  Aircraft,  passengers  and  cargo handling procedures  related  to safety.  A 

description of  the handling  procedures  to be used when allocating seats  or 

passenger  compartment in the  case  of  balloons,  and  embarking  and 

disembarking passengers and when loading and unloading the aircraft. Further 

procedures, aimed at achieving safety whilst the aircraft is on the ramp, should 

also be given. Handling procedures should include: 

a. Special categories of passengers including children/infants, persons with

reduced  mobility,  inadmissible  passengers,  deportees  or  persons  in

custody; 

b. Permissible size and weight of hand baggage; 

c.  Loading and securing of items in the aircraft; 

d. Positioning of ground equipment; 

e. Operation of aircraft doors; 

f.  Safety  on the  aerodrome/operating  site, including fire  prevention,  blast

and suction areas; 

g. Start­up, ramp departure and arrival procedures including, for aeroplanes 

push­back and towing operations; 

h.  Servicing of aircrafts;
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i.  Documents and forms for aircraft handling; and 

j.  Special loads and classification of load compartments; 

k.  Multiple occupancy of helicopter seats. 

8.2.3  Procedures  for the  refusal of embarkation.  Procedures to ensure that persons 

who appear  to be  intoxicated  or  who demonstrate by  manner or  physical

indications that they are under the influence of drugs, are refused embarkation.  This does not apply to medical patients under proper care. 

8.2.4  De­icing and anti­icing on the ground. A description of the de­icing and anti­icing 

policy  and procedures for  aircrafts  on the ground. These  should include 

descriptions of the types and effects of icing and other contaminants on aircrafts 

whilst stationary, during ground movements and during take­off. In addition, a 

description of the fluid types used should be given including: 

a. Proprietary or commercial names; 

b. Characteristics; 

c.  Effects on aircraft performance; 

d. Hold­over times; and 

e. Precautions during usage.  8.3  Flight Procedures 

8.3.1  VFR/IFR Policy. A description of the policy for allowing flights to be made under 

VFR, or of requiring flights to be made under IFR, or of changing from one to the 

other. 

8.3.2  Navigation Procedures. A description of all navigation procedures relevant to the 

type(s) and area(s) of operation. Special consideration should be given to: 

a. Standard  navigational  procedures  including  policy  for  carrying  out

independent cross­checks of  keyboard entries where  these  affect the 

flight path to be followed by the aircraft; 

b. RNP,  MNPS  and  POLAR  navigation and  navigation in other  designated 

areas; 

c.  In­flight re­planning; 

d. Procedures in the event of system degradation; and 

e. RVSM for aeroplanes. 

8.3.3  Altimeter setting procedures including use, where appropriate, of 

a. metric altimetry and conversion tables, and 

b. QFE operating procedures. 

8.3.4  Altitude alerting system procedures for aeroplanes or audio voice alerting device 

for helicopters 

8.3.5  Ground  Proximity  Warning  System/Terrain Avoidance  Warning  System  (for 

aeroplanes). Procedures and instructions required for the avoidance of controlled 

flight into terrain, including limitations on high rate of descent near the surface 

(the related training requirements are covered in OM­D 2.1). 

8.3.6  Policy  and  procedures  for  the  use  of  TCAS/ACAS for  aeroplanes  and  when

applicable for helicopters. 

8.3.7  Policy and procedures for in­flight fuel management

8.3.8  Adverse  and  potentially  hazardous  atmospheric  conditions.  Procedures  for 

operating  in,  and/or  avoiding, adverse  and  potentially  hazardous  atmospheric 

conditions including: 

a. Thunderstorms; 

b. Icing conditions; 

c.  Turbulence; 

d. Windshear;
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e. Jetstream; 

f.  Volcanic ash clouds; 

g. Heavy precipitation; 

h.  Sand storms; 

i.  Mountain waves; 

j.  Significant temperature inversions, and 

k.  For balloons severe thermal activity. 

8.3.9  Wake Turbulence.  Wake  turbulence  separation criteria, taking  into account

aircraft types,  wind  conditions and runway/FATO  location.  For  helicopters, 

consideration should also be given to rotor downwash. 

8.3.10 Crew members at their stations. The requirements for crew members to occupy 

their assigned stations or seats during the different phases of flight or whenever 

deemed  necessary  in the  interest of  safety and,  for  aeroplane  operations 

including procedures for controlled rest on the cockpit.  8.3.11 Use of restraining devices for crew and passengers. The requirements for crew 

members and passengers to use safety belts and/or harnesses or in the case of 

balloons the landing hand­holds during the different phases of flight or whenever 

deemed necessary in the interest of safety. 

8.3.12 Admission to Cockpit/Pilot Compartment. The conditions for the admission to the 

cockpit/pilot compartment of persons  other  than the  flight crew. The  policy 

regarding the admission of inspectors from the competent authority should also

be included.

8.3.13 Use of vacant crew seats. The conditions and procedures for the use of vacant

crew seats. 

8.3.14 Incapacitation of  crew  members.  Procedures to be  followed  in the  event of 

incapacitation of crew members in flight. Examples of the types of incapacitation

and the means for recognising them should be included.  8.3.15 Cabin Safety Requirements. Procedures 

a. covering  cabin preparation for  flight,  in­flight requirements  and 

preparation for landing including  procedures for  securing the  cabin and 

galleys; 

b. ensuring  that passengers  are  seated  where,  in the  event that  an

emergency  evacuation is  required, they may best assist and not hinder 

evacuation from the aircraft; 

c.  being followed during passenger embarkation and disembarkation; 

d. when refuelling/defuelling with passengers involving embarking, on board

or disembarking; 

e. including the carriage of special categories of passengers; 

f.  covering smoking on board; and 

g. covering the handling of suspected infectious diseases.

8.3.16 Passenger  briefing  procedures.  The  contents,  means  and timing  of  passenger 

briefing in accordance with Part­OPS. 

8.3.17 Procedures for aeroplanes operated whenever required cosmic or solar radiation

detection equipment is carried.

8.3.18 For aeroplane operations, policy on the use of Autopilot and Autothrottle.

8.4  LVO.  A  description of  the  operational procedures  associated  with low visibility 

operations. 

8.5  ETOPS for two­engine aeroplanes. A description of the ETOPS operational procedures. 

(Refer to EASA AMC 20­6) 

8.6  Use of the Minimum Equipment and Configuration Deviation List(s)
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8.7  Non revenue flights. Procedures and limitations for: 

8.7.1  Training flights; 

8.7.2  Test flights; 

8.7.3  Delivery flights; 

8.7.4  Ferry flights; 

8.7.5  Demonstration flights; and 

8.7.6  Positioning flights,  including the kind of  persons  who may  be  carried  on such

flights. 

8.8  Oxygen Requirements 

8.8.1  An explanation of the  conditions  under  which oxygen should be  provided and 

used.

8.8.2  The oxygen requirements specified for: 

a. Flight crew; 

b. Cabin crew; and 

c.  Passengers. 

9  DANGEROUS GOODS AND WEAPONS 

9.1  Information, instructions  and  general guidance on the transport of  dangerous  goods 

including: 

9.1.1  Operator’s policy on the transport of dangerous goods; 

9.1.2.  Guidance on the  requirements for acceptance, labelling, handling, stowage and 

segregation of dangerous goods; 

9.1.3  Special notification requirements in the event of an accident or occurrence when

dangerous goods are being carried; 

9.1.4  Procedures for responding to emergency situations involving dangerous goods; 

9.1.5  Duties of all personnel involved in accordance with OPS.SPA.DG; and 

9.1.6  Instructions on the carriage of the operator’s personnel on cargo aircraft when

dangerous goods are being carried.

9.2  The conditions under which weapons, munitions of war and sporting weapons may be 

carried.

10 SECURITY 

10.1  Security instructions and guidance of a non­confidential nature which should include the 

competent authority and responsibilities of operations personnel. Policies  and 

procedures for  handling  and  reporting  crime  on board such as  unlawful interference, 

sabotage, bomb threats, and hijacking should also be included.  10.2  A  description of  preventative  security  measures  and training. However,  it should  be 

considered that some  parts  of  the  security  instructions  and  guidance  may  be  kept

confidential. 

11 HANDLING, NOTIFYING AND REPORTING ACCIDENTS AND OCCURRENCES 

Procedures  for  the  handling, notifying  and  reporting  accident and  occurrences.  This 

section should include: 

11.1  Definition of accident and occurrences and of the relevant responsibilities of all persons 

involved; 

11.2  Illustrations of forms used for reporting all types of accident and occurrences (or copies 

of the forms themselves), instructions on how they are to be completed, the addresses 

to which they should be sent and the time allowed for this to be done; 

11.3  In the event of  an accident, descriptions of which departments, authorities and other 

organisations that have to be notified, how this will be done and in what sequence; 

11.4  Procedures for verbal notification to air traffic service units of incidents involving ACAS 

RAs, bird hazards and hazardous conditions;
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11.5  Procedures for submitting written reports on air traffic incidents, ACAS RAs, bird strikes, 

dangerous goods incidents or accidents, and unlawful interference; 

11.6  Reporting procedures. These procedures should include internal safety related reporting 

procedures  to be followed  by  crew members, designed  to ensure  that the  pilot­in­  command is informed immediately of any incident that has endangered, or may have 

endangered, safety during flight and that he is provided with all relevant information.  11.7  Procedures for the preservation of recordings following a reportable event.  12 RULES OF THE AIR 

12.1  Visual and instrument flight rules; 

12.2  Territorial application of the Rules of the Air; 

12.3  Communication procedures including communication­failure procedures; 

12.4  Information and instructions relating to the interception of civil aircrafts; 

12.5  The circumstances in which a radio listening watch is to be maintained; 

12.6  Signals; 

12.7  Time system used in operation; 

12.8  ATC clearances, adherence to flight plan and position reports; 

12.9  Visual signals  used  to warn an  unauthorised aircraft flying  in or  about to enter  a 

restricted, prohibited or danger area; 

12.10  Procedures for flight crew observing an accident or receiving a distress transmission; 

12.11  The ground/air visual codes for use by survivors, description and use of signal aids; and 

12.12  Distress and urgency signals. 

13 LEASING

A  description of the  operational arrangements for leasing, associated  procedures  and 

management responsibilities. 

B  AIRCRAFT OPERATING MATTERS – TYPE RELATED

Taking account of the differences between types/classes, and variants of types, under 

the following headings: 

0  GENERAL INFORMATION AND UNITS OF MEASUREMENT 

0.1  General Information (e.g. aircraft dimensions), including a  description of the units of 

measurement used  for  the  operation of  the  aircraft type  concerned  and  conversion

tables. 

1  LIMITATIONS 

1.1  A description of the certified limitations and the applicable operational limitations should 

include: 

a. Certification status  (e.g. EASA (Supplemental) type  certificate, environmental

certification, etc.);

b. Passenger  seating configuration for  each aircraft type including  a  pictorial

presentation; 

c.  Types of operation that are approved  (e.g. VFR/IFR, CAT II/III, RNP, flights in

known icing conditions etc.);

d. Crew composition; 

e. Mass and centre of gravity and for balloons lifting capacity; 

f.  Speed limitations; 

g. Flight envelope(s); 

h.  Wind limits including operations on contaminated runways; 

i.  Performance limitations for applicable configurations; 

j.  (Runway) slope;
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k.  For aeroplanes, limitations on wet or contaminated runways; 

l.  Airframe contamination; and 

m.  System limitations. 

2  ABNORMAL AND/OR EMERGENCY PROCEDURES 

2.1  The abnormal and/or emergency procedures  and  duties assigned  to the  crew,  the 

appropriate checklists, the system for their use and a statement covering the necessary 

co­ordination procedures between flight and cabin/other crew members (the design and 

utilisation of  which shall observe  Human Factors  and  CRM principles).  The  following 

abnormal and/or emergency procedures and duties should include: 

a. Crew Incapacitation; 

b. Fire and Smoke Drills; 

c.  For aeroplanes, unpressurised and partially pressurised flight; 

d. For aeroplanes, exceeding structural limits such as overweight landing; 

e. Lightning Strikes; 

f.  Distress communications and alerting ATC to emergencies; 

g. Engine/burner failure; 

h.  System failures; 

i.  Guidance for diversion in case of serious technical failure; 

j.  Ground Proximity Warning; 

k.  TCAS Warning for  aeroplanes/Audio Voice  Alerting  Device (AVAD)  warning for 

helicopters; 

l.  Windshear; 

m.  Emergency landing/ditching; and 

n.  For aeroplanes, departure contingency procedures. 

3  NORMAL PROCEDURES 

3.1  The normal procedures and duties assigned to the crew, the appropriate checklists, the 

system for their use and a statement covering the necessary coordination procedures 

between flight and  cabin/other  crew members.  The following normal procedures  and 

duties should include: 

a. Pre­flight; 

b. Pre­departure; 

c.  Altimeter setting and checking; 

d. Taxi, Take­Off and Climb; 

e. Noise abatement; 

f.  Cruise and descent; 

g. Approach, Landing preparation and briefing; 

h.  VFR approach; 

i.  IFR approach; 

j.  Visual approach and circling; 

k.  Missed approach; 

l.  Normal Landing; 

m.  Post Landing; and 

n.  For aeroplanes, operation on wet and contaminated runways. 

4  PERFORMANCE

Performance  data  should  be  provided in a  form  in which it can be  used  without

difficulty.
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4.1  Performance  data. Performance  material which provides  the  necessary  data  for 

compliance with the performance requirements prescribed in Part­OPS. For aeroplanes, 

this performance data should be included to allow the determination of: 

a. Take­off climb limits – Mass, Altitude, Temperature; 

b. Take­off field length (for dry, wet and contaminated runway conditions); 

c.  Net flight path data for obstacle clearance calculation or, where applicable, take­ 

off flight path; 

d. The gradient losses for banked climb outs; 

e. En­route climb limits; 

f.  Approach climb limits; 

g. Landing climb limits; 

h.  Landing field length (for dry, wet and contaminated runway conditions) including 

the effects of an in­flight failure of a system or device, if it affects the landing 

distance; 

i.  Brake energy limits; and 

j.  Speeds applicable  for the  various flight stages (also considering  dry,  wet and 

contaminated runway conditions). 

4.1.1.  Supplementary data covering  flights  in icing  conditions.  Any  certificated 

performance related  to an allowable configuration,  or  configuration deviation,  such as anti­skid inoperative. 

4.1.2.  The OM may contain cross­reference to the approved data contained in the AFM 

where such data is not likely to be used often or in an emergency. 

4.2  Additional  performance  data  for  aeroplanes. Additional performance  data  where 

applicable including: 

a. All engine climb gradients; 

b. Drift­down data;

c.  Effect of de­icing/anti­icing fluids; 

d. Flight with landing gear down; 

e. For aircrafts with 3 or more engines, one engine inoperative ferry flights; and 

f.  Flights conducted under the provisions of the CDL.  5  MASS AND BALANCE

Instructions and data for the calculation of the mass and balance including: 

5.1  Calculation system (e.g. Index system); 

5.2  Information and  instructions  for  completion of  mass  and  balance  documentation, 

including manual and computer generated types; 

5.3  Limiting  masses,  lifting  capacity  for  balloons  and  centre  of  gravity  for  the  types, 

variants or individual aircrafts used by the operator; and 

5.4  Dry operating mass and corresponding centre of gravity or index. 

6  LOADING 

Procedures  and  provisions  for  loading  and  unloading, and  securing  the  load in the 

aircraft.  7  FLIGHT PLANNING

7.1  Data  and  instructions  necessary  for  pre­flight and  in­flight planning including, for 

aeroplanes,  factors such as speed schedules  and  power  settings.  Where  applicable, 

procedures  for engine(s)­out operations, ETOPS  for  aeroplanes  (particularly the  one­ 

engine­inoperative  cruise  speed  and  maximum  distance  to an  adequate  aerodrome 

determined in accordance with Part­OPS) and flights to isolated aerodromes should be 

included.  7.2  The method for calculating fuel needed for the various stages of flight.
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7.3  When applicable, for aeroplanes, performance data for ETOPS critical fuel reserve and 

area of operation including sufficient data to support the critical fuel reserve and area of 

operation calculation based on approved aircraft performance data. The following data 

should be included: 

a. Detailed engine(s) inoperative performance data including fuel flow for standard 

and  non­standard  atmospheric  conditions  and as  a  function of  airspeed and 

power setting, where appropriate, covering: 

i.  Drift down (includes net performance), where applicable; 

ii.  Cruise altitude coverage including 10 000 feet; 

iii.  Holding; 

iv.  Altitude capability (includes net performance); and 

v.  Missed approach.  b. Detailed  all­engine­operating  performance  data, including  nominal fuel flow

data, for standard and non­standard atmospheric conditions and as a function of 

airspeed and power setting, where appropriate, covering: 

i.  Cruise (altitude coverage including 10 000 feet); and 

ii Holding.

c.  Details  of  any  other  conditions  relevant to ETOPS  operations  which can  cause 

significant deterioration of  performance,  such as  ice  accumulation on the 

unprotected surfaces of the aircraft, Ram Air Turbine (RAT) deployment, thrust­  reverser deployment, etc. 

The altitudes, airspeeds, thrust settings, and fuel flow used in establishing the ETOPS 

area of operations for each airframe­engine combination should be used in showing the 

corresponding terrain and obstruction clearances in accordance with Part­OPS. 

8  CONFIGURATION DEVIATION LIST 

The  Configuration Deviation List(s) (CDL), if provided by  the  manufacturer,  taking 

account of the aircraft types and variants operated including procedures to be followed 

when an aircraft is being dispatched under the terms of its CDL.  9  MINIMUM EQUIPMENT LIST (MEL) 

The MEL for each aircraft type or variant operated and the type(s)/area(s) of operation.  The MEL should also include the dispatch conditions associated to operations  required 

for a specific approval (e.g. RNAV, RNPA, RVSM, ETOPS). Consideration should be given

to use the ATA number system when allocating chapters and numbers. 

10 SURVIVAL AND EMERGENCY EQUIPMENT INCLUDING OXYGEN

10.1  A  list of  the  survival equipment to be  carried  for  the  routes  to be  flown and  the 

procedures  for  checking  the  serviceability  of  this  equipment prior  to take­off.  Instructions  regarding  the  location,  accessibility  and  use  of  survival and  emergency 

equipment and its associated check list(s) should also be included.  10.2  The procedure for determining the amount of oxygen required and the quantity that is 

available. The  flight profile, number  of  occupants and  possible  cabin decompression

should be considered.

11 EMERGENCY EVACUATION PROCEDURES 

11.1  Instructions for preparation for emergency evacuation including crew co­ordination and 

emergency station assignment.  11.2  Emergency  evacuation procedures. A  description of the  duties  of  all members  of the 

crew for the rapid evacuation of an aircraft and the handling of the passengers in the 

event of a forced landing, ditching or other emergency. 

12 AIRCRAFT SYSTEMS 

A  description of  the  aircraft systems,  related  controls  and  indications  and  operating 

instructions.  Consideration should  be  given to use  the  ATA  number  system  when

allocating chapters and numbers.
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C ROUTE/ROLE/AREA  AND AERODROME/OPERATING SITE INSTRUCTIONS  AND

INFORMATION

1  Instructions  and  information relating  to communications,  navigation and 

aerodromes/operating sites including minimum flight levels and altitudes for each route 

to be  flown and  operating  minima  for  each aerodrome/operating  site  planned  to be 

used, including: 

a. Minimum flight level/altitude; 

b. Operating minima for departure, destination and alternate aerodromes; 

c.  Communication facilities and navigation aids; 

d. Runway/FATO data and aerodrome/operating site facilities; 

e. Approach, missed approach and departure procedures including noise abatement

procedures; 

f.  Communication­failure procedures; 

g. Search and rescue facilities in the area over which the aircraft is to be flown; 

h.  A  description of  the aeronautical charts  that should be  carried  on board in

relation to the type of flight and the route to be flown, including the method to

check their validity; 

i.  Availability of aeronautical information and MET services; 

j.  En­route communication/navigation procedures; 

k.  For aeroplane operations, aerodrome categorisation for flight crew competence 

qualification; and 

l.  Special aerodrome/operating site  limitations (performance  limitations  and 

operating procedures etc.).

D.  TRAINING

1  Training  syllabi and  checking programmes for all operations  personnel assigned to

operational duties in connection with the preparation and/or conduct of a flight.  2  Training syllabi and checking programmes should include: 

2.1  For flight crew. All relevant items prescribed in Part­OPS and OR.OPS.FC; 

2.2  For cabin crew. All relevant items prescribed in Part­OPS and OR.OPS.CC; 

2.3  For operations personnel concerned, including crew members: 

a. All relevant items prescribed in OPS.SPA.DG; and 

b. All relevant items prescribed in Part­OPS and OR.OPS.SEC.  2.4  For operations personnel other than crew members (e.g. dispatcher, handling personnel

etc.). All other relevant items prescribed in Part­OPS and in this Part pertaining to their 

duties. 

3  Procedures 

3.1  Procedures for training and checking.

3.2  Procedures to be applied in the event that personnel do not achieve or maintain the 

required standards. 

3.3  Procedures to ensure that abnormal or emergency situations requiring the application of 

part or all of abnormal or  emergency procedures  and  simulation of  IMC by  artificial

means are not simulated during commercial air transportation flights. 

4  Description of documentation to be stored and storage periods.

If  there  are  sections  which,  because  of  the  nature  of  the  operation,  do not apply,  it is 

recommended that operators maintain the numbering system described above and insert ‘Not

applicable’ or ‘Intentionally blank’ where appropriate.

OM compiled  in accordance  with Annex  III of  Regulation 3922/91 are  considered to be 

acceptable.
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AMC6 OR.OPS.015.MLR Operations Manual 

CONTENTS – COMMERCIAL OPERATIONS OTHER THAN COMMERCIAL AIR TRANSPORT 

The operations manual should contain the following relevant to the area and type of operation: 

A.  GENERAL/BASIC

For chapters 0­7 refer to AMC5 OR.OPS.015.MLR.

In addition: 

6.2  The  relevant regulations and guidance to crew members concerning dangerous goods 

used for specialised purposes (pesticides and chemicals, etc.).

8  OPERATING PROCEDURES 

8.1  Flight preparation instructions. As applicable to the operation: 

8.1.1  General procedures; 

8.1.2  Minimum  Flight Altitudes. A  description of  the  method  of  determination and 

application of  minimum  altitudes, including a  procedure  to establish the 

minimum altitudes/flight levels. 

8.1.3  Criteria  and responsibilities  for  determining  the  adequacy  of 

aerodromes/operating sites to be used.

8.1.4  Interpretation of  meteorological information. Explanatory  material on the 

decoding of MET forecasts and MET  reports relevant to the area of operations, 

including the interpretation of conditional expressions. 

8.1.5  Determination of  the  quantities  of  fuel,  oil and  water  methanol carried. The 

methods by which the quantities of fuel, oil and water methanol to be carried are 

determined  and  monitored  in flight.  The  system  for  maintaining  fuel and oil

records should also be described.  8.1.6  Procedure for  the  determination of the  mass  of  loads,  the  calculation of 

performance margins and the centre of gravity. 

8.1.7  Emergency  procedures,  e.g. load,  fuel or  chemical jettison (to include the 

actions of all personnel).

8.1.8  System  for  supply  of  NOTAMS,  meteorological and  other  safety  critical

information both at base and in field locations. 

8.1.9  Mandatory  equipment for  specific  tasks  (mirror,  cargo sling, load cell,  special

radio equipment, radar altimeters, etc.).

8.1.10 Guidance on the Configuration Deviation List (CDL) and Minimum Equipment List

(MEL).

8.1.11 Policy  on completion and  carriage  of  documents  including  operator's  aircraft

Technical Log and Journey Log.

8.1.12 Any task specific standard operating procedures not covered above. 

8.2  Ground handling instructions. As applicable to the operation: 

8.2.1  Briefing requirements for operational personnel, including ground specialists. 

8.2.2  Decontamination procedures. 

8.2.3  Fuelling procedures, including safety precautions during refuelling and defuelling 

including  quality  checks  required  in the  field  location,  precautions  against

spillage and environmental damage.

8.2.4.  De­icing and Anti­icing on the ground. A  description of the  de­icing  and  anti­ 

icing policy and procedures for aircrafts on the ground.

8.3  Flight Procedures. As applicable to the operation: 

8.3.1  Procedures relevant to the aircraft type, specific task and area.  8.3.2  Altimeter setting procedures. 

8.3.3  Actions following alerts from audio warning devices.
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8.3.4  Policy and procedures for in­flight fuel management.  8.3.5  Procedures  for  operating  in adverse  and  potentially  hazardous  atmospheric 

conditions. 

8.3.6  Wake turbulence and rotor downwash for helicopters. 

8.3.7  Use of restraining devices. 

8.3.8  Policy on use of vacant seats. 

8.3.9  Cabin safety requirements including smoking.

8.4  Task specific weather limitations. 

8.5  Use of the Minimum Equipment and Configuration Deviation List(s).

8.6  Oxygen Requirements. An explanation of the conditions under which oxygen should be 

provided and used (altitude, exposure times, night etc.).

9  DANGEROUS GOODS AND WEAPONS 

9.1  Information, instruction and general guidance on the transport of dangerous goods as 

internal or external loads including: 

9.1.1  The operator's policy on the transport of dangerous goods including measures to

ensure security of hazardous material (chemicals, pesticides, fuel, etc.) in field 

locations; 

9.1.2  Guidance on the requirements for acceptance, labelling, handling, stowage, and 

segregation of dangerous goods; 

9.1.3  Procedures for responding to emergency situations involving dangerous goods; 

9.1.4  Duties of all personnel involved; and 

9.1.5  Instructions  on carriage  of the operator’s personnel on cargo aircraft when

dangerous goods are being carried.

9.2  The conditions under which weapons, munitions of war and sporting weapons may be 

carried.

10 SECURITY 

10.1  Security instructions and guidance of a non­confidential nature which should include the 

competent authority and responsibilities of operations personnel. Policies  and 

procedures for  handling  and  reporting  crime  on board such as  unlawful interference, 

sabotage, bomb threats, and hijacking should also be included.  10.2  A  description of  preventative  security  measures  and training. However,  it should  be 

considered that some  parts  of  the  security  instructions  and  guidance  may  be  kept

confidential. 

11 HANDLING, NOTIFYING AND REPORTING ACCIDENTS AND OCCURRENCES 

Procedures for the handling, notifying and reporting of accidents and occurrences. This 

section should include: 

11.1  Definitions of accidents and occurrences and responsibilities of all persons involved; 

11.2  Reporting procedures (including any mandatory forms); and 

11.3  Special notification when dangerous goods are carried.

12 RULES OF THE AIR 

12.1  In addition to the items referred to in AMC5 OR.OPS.MLR.001, territorial procedures for 

obtaining  permissions  and  exemptions,  e.g. for  under  slung  loads  and  low flying 

clearances. 

13 LEASING

Refer to AMC5 OR.OPS.015.MLR.

B.  AIRCRAFT OPERATING MATTERS – TYPE RELATED

For chapters 0­1 refer to AMC5 OR.OPS.015.MLR.

2  ABNORMAL AND/OR EMERGENCY PROCEDURES
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2.1  The abnormal and/or emergency procedures  and  duties assigned  to the  crew,  the 

appropriate checklists and the system for their use including any task or specific  role 

equipment emergency procedures not contained in the AFM.

3  NORMAL PROCEDURES 

3.1  The normal procedures and duties assigned to the crew, the appropriate checklists, and 

the system for their use including any task or specific  role equipment procedures not

contained in the AFM.

4  PERFORMANCE

Performance  data  should  be  provided in a  form  in which it can be  used  without

difficulty. 

4.1  Performance  data. Performance  material which provides  the  necessary  data  for 

compliance with the performance requirements prescribed in Part­OPS. 

5  MASS AND BALANCE

Instructions and data for the calculation of the mass and balance including: 

5.1  Calculation system (e.g. Index system); 

5.2  Information and instructions for completion of mass and balance documentation; and 

5.3  Limitations. 

6  LOADING 

Refer to AMC5 OR.OPS.015.MLR.

7  FLIGHT PLANNING

7.1  Data and instructions necessary for pre­flight and in­flight planning.

7.2  Procedures for specific tasks. 

8  CONFIGURATION DEVIATION LIST (CDL) 

Refer to AMC5 OR.OPS.015.MLR.

9  MINIMUM EQUIPMENT LIST (MEL) 

The MEL for each aircraft type or variant operated and the type(s)/area(s) of operation.  It should also contain information on the tasks to be performed prior or with the item 

inoperative. 

10 SURVIVAL AND EMERGENCY EQUIPMENT INCLUDING OXYGEN

10.1  A list of the survival equipment to be carried taking into account the nature of the area

of operation, such as hostile or non­hostile environment.  10.2  A checklist for assessing the serviceability of the equipment and instructions for its use 

prior to take­off.  10.3  The procedure for determining the amount of oxygen required and the quantity that is 

available.

11 EMERGENCY EVACUATION PROCEDURES 

11.1  Emergency  evacuation procedures,  crew co­ordination and  occupant handling  in the 

event of a forced landing, ditching or other emergency. 

12 AIRCRAFT SYSTEMS 

A description of the aircraft systems and all equipment specific to the tasks. Additional 

equipment, systems or fitting, related special procedures including any supplements to

the AFM or equivalent document. 

C TASKS AND OPERATING AREAS INSTRUCTIONS AND INFORMATION

Specific instructions related to the specialised tasks and operating areas in accordance 

with AMC5 OR.OPS.015.MLR.

D TRAINING

1  Training  syllabi and  checking programmes for all operations  personnel assigned to

operational duties in connection with the preparation and/or conduct of a flight.
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2  Training syllabi and checking programmes should include: 

2.1  For flight crew. All relevant items prescribed in Part­OPS and OR.OPS.FC.  2.2  For  other  crew members. All  relevant items  prescribed in Part­OPS  and this  Part,  as 

applicable.

2.3  For operations personnel concerned, including crew members: 

a. All relevant items prescribed in OPS.SPA.DG; and 

b. All relevant items prescribed in Part­OPS and OR.OPS.SEC.  2.4  For operations personnel other than crew members. All other relevant items prescribed

in Part­OPS and in this Part pertaining to their duties. 

3  Procedures 

3.1  Procedures for training and checking.

3.2  Procedures to be applied in the event that personnel do not achieve or maintain the 

required standards. 

3.3  A  system  for  tracking  expiry  dates  for  qualifications,  checks,  tests,  recency  and 

licences. 

4  Description of documentation to be stored and storage periods.

GM OR.OPS.001.MLR(f)  Operations Manual 

HUMAN FACTOR PRINCIPLES 

Guidance  material  on the  application of  human factors  principles  can  be found in the  ICAO 

Human Factors Training Manual (Doc 9683).

AMC OR.OPS.015.MLR(g) Operations Manual 

AUTHORITY APPROVAL

The operator should supply the competent authority with intended amendments and revisions 

in advance of the effective date. When immediate amendments or revisions are required in the 

interest of safety, they may be published and applied immediately, provided that the operator 

also applied for approval at the competent authority.

AMC OR.OPS.015.MLR(h) Operations Manual 

MINOR/MAJOR CHANGES 

1  The procedure for minor amendments should be included in the operations manual.  2  Changes affecting the terms of the certificate as defined in the Operations Specification

including the following items should be considered as major changes and not be subject

to the minor amendment procedure: 

a. Method of exercising operational control; 

b. Method of determination of minimum flight attitudes; 

c.  Descent below specified minimum altitudes; 

d. Different departure and approach procedures than published (State approval); 

e. Helicopter operations: selection of off­shore alternates; 

f.  Performance criteria;

g. Mass and balance: 

i.  Standard  mass  values  other  than  those  specified  in Part­OPS  and 

relevant AMCs; 

ii.  Special standard masses for traffic load; 

iii.  Weighing survey plan; 

iv.  Mass control programmes; 

v.  Use of on­board mass and balance systems;
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h.  ETOPS operations; 

i.  MEL and procedures to use the MEL; 

j.  Maximum passenger seating configuration; 

k.  Operational change of the maximum landing mass; 

l.  Training/checking programmes for crew members; 

m.  Procedures for crew members to operate on more than one type or variant; 

n.  Procedures/restrictions for the operation of helicopters and aeroplanes; 

o.  Dangerous Goods awareness training programmes.

AMC1 OR.OPS.020.MLR(c)  Minimum Equipment List 

AMENDMENTS TO THE MEL FOLLOWING CHANGES TO THE MMEL – ACCEPTABLE TIME SCALES 

1  An acceptable time  scale for amending the  MEL after the  (Supplemental) Operational

Suitability Certificate (S)OSC holder has changed the MMEL is 90 days from the date of 

applicability specified in the approved change to the MMEL.  2  Reduced time scales for the implementation of safety related revisions may be required 

if the Agency and/or competent authority consider it necessary.

AMC2 OR.OPS.020.MLR(c)  Minimum Equipment List 

AMENDMENT TO THE MEL FOLLOWING CHANGES TO THE MMEL – APPLICABLE CHANGES 

The following are applicable changes to the MMEL which require the amendment of the MEL

within the applicable time scales: 

1  a reduction of the Rectification Interval; 

2  change of a new item, only when the change is more restrictive and when the modified 

item is applicable to the aircraft or type of operations; and 

3  changes to the  MMEL as a result of an  airworthiness directive  and/or  safety directive 

issued by the Agency. 

4  Significant changes  to the  operational  and  maintenance 

procedures.

AMC OR.OPS.020.MLR(d)  Minimum Equipment List 

FORMAT OF THE MEL

1  A five column format should be used. Other format may also be used if (e.g. message­ 

oriented MEL) or if it is a message oriented MEL. An example of five column format can 

be found in Appendix 1 to AMC OR.OPS.MLR.020(d) [tbd].

2  A  model for the  Preamble  can be found  in Appendix  2  to AMC OR.OPS.MLR.020(d) 

[tbd].

3  The  ATA  100/2200  Specification numbering system  should  be  used for  the  item 

numbering system.

GM OR.OPS.020.MLR(e)  Minimum Equipment List 

DEFINITIONS RECTIFICATION INTERVAL (RI) 

The definition of Rectification Intervals categories are provided in Book 1 of CS­MMEL.

AMC1 OR.OPS.020.MLR(f) Minimum Equipment List 

OPERATOR PROCEDURES FOR THE APPROVAL BY THE COMPETENT AUTHORITY 

1  The operator’s procedures to address the extension of rectification intervals (RIE) and 

ongoing surveillance to ensure compliance should provide the competent authority with

details of the name and position of the nominated person responsible for the control of
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the  operator’s  RIE procedures and  details of  the  specific  duties and  responsibilities 

established to control the use of RIEs. 

2  Personnel authorising RIE’s should be adequately trained in technical and/or operational

disciplines  to accomplish his/her  duties.  They  should  have  necessary  operational 

knowledge in terms  of  operational use  of the  MEL as  alleviating  documents  by flight

crew  and  maintenance  personnel and  engineering  competence  in terms  of  aircraft

design (e.g. knowledge of the safety levels criteria for type design and those applicable 

for the design of the MMEL). The authorising personnel should be listed by appointment

and name.

AMC2 OR.OPS.020.MLR(f) Minimum Equipment List 

NOTIFICATION TO THE COMPETENT AUTHORITY 

1  The  Operator  should  notify to the  competent authority  within one  month of  the 

extension of the applicable Rectification Interval or within the appropriated time scales 

specified by the approved procedure for the Rectification Interval Extension (RIE).

2  The notification should  be made in form  determined  by the  competent authority  and 

should specify the original defect, all such uses, the reason for the RIE and the reasons 

why rectification was not carried out within the original Rectification Interval.

GM OR.OPS.020.MLR(f)  Minimum Equipment List 

RECTIFICATION INTERVAL EXTENSION (RIE) 

Procedures for the extension of RI should only be applied under certain conditions, such as a 

shortage of parts from manufacturers  or other unforeseen situations (e.g. inability to obtain

equipment necessary for proper troubleshooting and repair), in which case the operator may 

be unable to comply with specified rectification intervals.

GM OR.OPS.020.MLR(g)  Minimum Equipment List 

OPERATIONAL AND MAINTENANCE PROCEDURES 

1  Operational and  maintenance  procedures  are an  integral part of  the  compensating 

conditions needed to maintain an acceptable level of  safety,  enabling the  competent

authority to approve the MEL.  The  competent authority  may  request presentation of 

fully developed (O) and/or (M) procedures in the course of the MEL approval process.  2  Any  item  in the  MEL which,  when inoperative  sould  require  an  operational  or 

maintenance procedure to ensure an acceptable level of safety, should be so identified 

in the "remarks" or "exceptions" column/part/section of the MEL. This will normally be 

"(O)" for  an  operational procedure,  or  "(M)" for  a  maintenance  procedure.  “(O)(M)”

means both operational and maintenance procedures are required.

3  Normally operational procedures  are accomplished by the flight crew; however, other 

personnel may be qualified and authorised to perform certain functions. 

4  Normally  maintenance  procedures  are  accomplished  by  the  maintenance  personnel; 

however, other personnel may be qualified and authorised to perform certain functions. 

5  Operator's  manuals may include the  Operations  Manual, the Continued Airworthiness 

Management Organisation Manual, Maintenance Manual or other documents.

AMC OR.OPS.020.MLR(g)(3)  Minimum Equipment List 

ACCOMPLISHMENT OF MAINTENANCE PROCEDURES.  Maintenance  tasks  should  be  accomplished whenever  requested  by  the  MMEL (e.g.

maintenance task should be done again if the rectification interval is extended).

AMC OR.OPS.025.MLR  Operational flight plan ­ commercial air transport 

OPERATIONAL FLIGHT PLAN
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1  In addition to AMC OPS.GEN.610 1.,  the  operational  flight plan should  contain the 

following items as relevant for the type of operation.  a. Aircraft type and variant; 

b. Flight identification; 

c.  Route  and  route  segments  with checkpoints/waypoints,  distances,  time  and 

tracks; 

d. Planned  cruising  speed  and  flying  times  between check­points/waypoints. 

Estimated and actual times overhead; 

e. Safe altitudes and minimum levels; 

f.  Planned altitudes and flight levels; 

g. Fuel calculations (records of in­flight fuel checks); 

h.  Fuel on board when starting engines; 

i.  Alternate(s)  for  destination and, where  applicable, take­off and  en­route,

including information required in subparagraphs c., d., e. and f. above; 

j.  Initial ATS flight plan clearance and subsequent re­clearance; 

k.  In­flight re­planning calculations; 

l.  Relevant meteorological information; 

If  any of  these items  is readily  available in other documentation or from  another 

acceptable source, there is no need for this information to be duplicated.

2  The operational flight plan and its use should be described in the operations manual. 

3  The information recorded should be made concurrently and permanently.

AMC OR.OPS.030.MLR  Information retained  on  the ground  ­  commercial air 

transport 

1  The information should be retained until it has been duplicated at the place at which it

will be stored in accordance with OR.OPS.220.MLR.

2  If this is impracticable, the information should be carried in a fireproof container in the 

aircraft.  3  This information includes: 

a. a copy of the operational flight plan, where appropriate; 

b. copies of the relevant part(s) of the aircraft technical log; 

c.  route specific NOTAM documentation if specifically edited by the operator; 

d. mass and balance documentation; and 

e. notification of  special categories  of  passenger  and  special  loads  including 

dangerous goods, if applicable.

AMC OR.OPS.220.MLR  Record­keeping 

1  When a crew member changes an operator, the crew member record should be made

available to the new operator. 

2  A summary of training should be maintained by the operator to show a flight crew

member’s completion of each stage of training and checking.
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Section IV – Air operator certification 

AMC OR.OPS.015.AOC Application for an Air Operator Certificate 

APPLICATION TIME FRAMES 

The application for an initial issue of an air operator certificate should be submitted at least 90 

days before the date of intended operation. The Operations Manual may be submitted later, 

but in any case not later than 60 days before the date of intended operation.

AMC OR.OPS.030.AOC Leasing 

GENERAL

An operator intending to lease­in an aircraft registered in a third country should provide the 

competent authority with the following information: 

1  The aircraft type, registration markings and serial number; 

2  The name and address of the registered owner; 

3  A copy of the valid Certificate of airworthiness; 

4  Name, address and signature of lessee or person responsible for operational control of 

the aircraft under the lease agreement, including a statement that such individual and 

the parties  to the  lease  agreement fully  understand  their respective  responsibilities 

under the applicable regulations; 

5  Copy of the lease agreement, except financial arrangements; 

6  Duration of the lease; 

7  Areas of operation; and 

8  In the case of wet lease­in and when not applying the acceptable means of compliance 

or flight time certification schemes established by the Agency, a full description of the 

flight time  scheme(s),  operating  procedures  and  safety  assessment demonstrating 

compliance  with the  safety  objectives  set out in the  essential requirements  and 

applicable implementing rules.

AMC OR.OPS.035.AOC Code share arrangements 

REGULAR AUDITS 

Regular audits may be performed by 

1  A third party provider, using an internationally recognised evaluation system, designed 

to assess  the  operational,  management and  control systems  of  the  operator. 

Independence of the third party provider as well as the evaluation system used should 

be ensured; 

2  Using  an audit pooling  system; Audits conducted  under such pooling  system may  be 

credited provided the Community operator conducts  an audit of the code  share third 

country operator itself at least once every 24 months.

AMC1 OR.OPS.201.AOC  Flight data monitoring ­ aeroplanes 

FLIGHT DATA MONITORING PROGRAMME

1  The  safety  manager,  should be  accountable for  the  discovery  of issues and the 

transmission of  hereof to the  manager(s)  responsible for the  process(es)  concerned.

The latter  should  be  accountable for taking  appropriate  and  practicable  safety  action

within a reasonable period of time that reflects the severity of the issue.

2  An FDM programme should allow an operator to: 

a. Identify areas of operational risk and quantify current safety margins; 

b. Identify and  quantify  operational  risks  by  highlighting  when non­standard,

unusual or unsafe circumstances occur;
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c.  Use  the  FDM information on the  frequency  of  occurrence,  combined  with an 

estimation of the level of severity, to assess the safety  risks and to determine 

which may become unacceptable if the discovered trend continues; 

d. Put in place  appropriate procedures for  remedial  action once  an unacceptable 

risk, either actually present or predicted by trending, has been identified; 

e. Confirm the effectiveness of any remedial action by continued monitoring.

3  Flight Data Monitoring Analysis Techniques should comprise: 

a. Exceedence Detection: This technique should searches for deviations from flight

manual limits, and standard operating procedures. A  set of core events should 

be selected to cover the main areas of interest to the operator. A sample list is 

provided in AMC2  OR.OPS.201.AOC. The event detection limits  should be 

continuously reviewed to reflect the operator’s current operating procedures. 

b. All  Flights  Measurement: A system that should define what is normal practice. 

This  may  be  accomplished  by  retaining  various  snapshots  of  information from 

each flight.  c.  Statistics  ­  A  series  of  data  collected  to support the analysis process:  This 

technique  should  include  the  numbers  of  flights  flown per  aircraft and  sector 

details sufficient to generate rate and trend information.  4  Flight Data  Monitoring Analysis, Assessment and  Process  Control Tools: The  effective 

assessment of information obtained from digital flight data should be dependant on the 

provision of appropriate information technology tool sets. A program suite may include: 

Annotated  data  trace  displays,  engineering unit listings,  visualisation for  the most

significant incidents, access to interpretative material, links to other safety information,  and statistical presentations. 

5  Education and Publication: Sharing safety information should be a fundamental principle 

of aviation safety in helping to reduce accident rates. The operator should pass on the 

lessons learnt to all relevant personnel and, where appropriate, industry. Similar media 

to air safety  systems  may  be used. These may  include:  Newsletters,  flight safety 

magazines, highlighting examples in training and simulator exercises, periodic  reports 

to industry and the regulatory authority. 

6  Accident and  incident data  requirements  specified  in OPS.GEN.505 should  take 

precedence over the requirements of an FDM programme. In these cases the FDR data 

should  be  retained  as  part of  the  investigation data  and  may  fall outside  the  de­ 

identification agreements. 

7  Every  crew member  should  be responsible  to report events.  Significant risk­bearing 

incidents  detected  by  FDM should  therefore  normally  be  the  subject of  mandatory 

occurrence  reporting  by the  crew. If this is  not the  case then they  should  submit a 

retrospective report that should be included under the normal process for reporting and 

analysing hazards, incidents and accidents. 

8  The data recovery strategy should ensure a sufficiently representative capture of flight

information to maintain an overview of operations. Data analysis should be performed 

sufficiently frequently to enable action to be taken on significant safety issues. 

9  The data retention strategy  should  aim to provide  the greatest safety  benefits 

practicable from the available data. A full data set should be  retained until the action

and  review processes are  complete; thereafter, a  reduced data  set relating to closed 

issues should be maintained for longer term trend analysis.  Programme managers may 

wish to retain samples  of  de­identified  full­flight data  for  various  safety purposes 

(detailed analysis, training, benchmarking etc.).

10 The  Data  Access and Security  policy  should  restrict information access to authorised 

persons. When data access is required for airworthiness and maintenance purposes, a 

procedure should be in place to prevent disclosure of crew identity.
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11 The Procedure Document, which should be signed by all parties  (airline management, 

flight crew member representatives nominated either  by the union or the flight crew 

themselves) should, as a minimum, define: 

a. The aim of the FDM programme; 

b. A data access  and  security policy that should  restrict access to information to

specifically authorised persons identified by their position; 

c.  The  method  to obtain de­identified  crew feedback  on those  occasions  that 

require specific flight follow­up for contextual information; where  such crew 

contact is required  the  authorised  person(s) need not necessarily  be  the 

programme  manager,  or  safety  manager,  but could  be  a third  party  (broker) 

mutually acceptable to unions or staff and management; 

d. The data retention policy  and accountability including the measures  taken to

ensure the security of the data;

e. The  conditions  under  which,  on rare  occasions,  advisory  briefing  or  remedial 

training  should take place; this  should always be  carried out in a  constructive 

and non­punitive manner; 

f.  The conditions under which the confidentiality may be withdrawn for reasons of 

gross negligence or significant continuing safety concern; 

g. The participation of flight crew member representative(s) in the assessment of 

the  data, the  action and  review process  and  the  consideration of 

recommendations; 

h.  The policy for publishing the findings resulting from FDM.  12 Airborne systems and equipment used to obtain FDM data should range from an already 

installed full Quick Access Recorder, in a modern aircraft with digital systems, to a basic 

crash protected recorder in an older or less sophisticated aircraft. The analysis potential 

of  the  reduced  data  set available  in the  latter  case  may  reduce  the  safety  benefits 

obtainable. The  operator  should  ensure  that FDM use  does  not adversely  affect the 

serviceability of equipment required for accident investigation.

AMC2 OR.OPS.201.AOC  Flight data monitoring ­ aeroplanes 

TABLE OF FDM EVENTS

The following table  should  provide examples  of  FDM events that may  be further  developed

using  operator  and  aeroplane  specific  limits.  The  table  is  considered illustrative  and  not

exhaustive.

Event Group  Description 

Rejected take­Off  High Speed Rejected take­off 

Take­off Pitch Pitch rate high on take­off

Pitch attitude high during take­off

Unstick Speeds  Unstick speed high

Unstick speed low

Height Loss in Climb­out Initial climb height loss 20 ft AGL to 400 ft AAL

Initial climb height loss 400 ft to 1 500 ft AAL

Slow Climb­out Excessive time to 1 000 ft AAL after take­off

Climb out speed high below 400 ft AAL 

Climb out speed high 400 ft AAL to 1 000 ft AAL 

Climb out speed low 35 ft AGL to 400 ft AAL 

Climb­out Speeds 

Climb out speed low 400 ft AAL to 1 500 ft AAL 

High Rate of Descent High rate of descent below 2 000 ft AGL
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Event Group  Description 

Go­around  Go­around below 1 000 ft AAL 

Go­around above 1 000 ft AAL 

Low Approach  Low on approach 

Glideslope  Deviation under glideslope 

Deviation above glideslope (below 600 ft AGL) 

Approach Power  Low power on approach

Approach speed high within 90 sec of touchdown

Approach speed high below 500 ft AAL

Approach speed high below 50 ft AGL

Approach Speeds 

Approach speed low within 2 minutes of touchdown

Late land flap (not in position below 500 ft AAL) 

Reduced flap landing 

Landing Flap

Flap load relief system operation

Landing Pitch Pitch attitude high on landing 

Pitch attitude low on landing ] 

Excessive bank below 100 ft AGL

Excessive bank 100 ft AGL to 500 ft AAL

Excessive bank above 500 ft AGL

Bank Angles 

Excessive bank near ground (below 20 ft AGL) 

High normal acceleration on ground 

High normal acceleration in flight flaps up (+/­ increment) 

High normal acceleration in flight flaps down(+/­ increment) 

Normal Acceleration

High normal acceleration at landing 

Take­off configuration warning 

Early configuration change after take­off (flap) 

Speed brake with flap

Speedbrake on approach below 800 ft AAL

Abnormal Configuration

Speedbrake not armed below 800 ft AAL 

GPWS operation ­ hard warning 

GPWS operation ­ soft warning 

GPWS operation ­ windshear warning 

Ground Proximity Warning 

GPWS operation ­ false warning 

TCAS Warning  TCAS operation – Resolution Advisory 

Stickshake 

False stickshake 

Reduced lift margin except near ground 

Reduced lift margin at take­off

Margin to Stall/Buffet

Low buffet margin (above 20 000 ft) 

Vmo exceedence 

Mmo exceedence 

Flap placard speed exceedence 

Gear down speed exceedence 

Flight Manual Limitations 

Gear selection up/down speed exceedence
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Event Group  Description 

Flap/ Slat altitude exceedence 

Maximum operating altitude exceedence

GM OR.OPS.201.AOC  Flight data monitoring ­ aeroplanes 

FLIGHT SAFETY PROGRAMME

1  Guidance  material  for  the  establishment of  a  safety  programme  and  Flight Data 

Monitoring can be found in: 

a. ICAO Doc 9422 (Accident Prevention Manual); and 

b. ICAO Doc 9376 (Preparation of an Operational Manual).

c.  CAP 739.

AMC1 OR.OPS.210.AOC(a)  Personnel requirements 

NOMINATED POST HOLDERS 

1  A person may hold more than one of the nominated posts if it considered suitable and 

properly matched to the scale and scope of the operation.  2  A  description of the functions  and the  responsibilities  of the nominated post holders, 

including their names, should be contained in the operations manual. 

3  The holder of an air operator certificate should make arrangements to ensure continuity 

of supervision in the absence of nominated post holders. 

4  A person nominated as a post holder by the holder of an air operator certificate should 

not be  nominated  as  a  post holder  by another  holder  of  an air  operator  certificate,

unless agreed with the competent authorities concerned.

5  Persons nominated as post holders should be contracted to work sufficient hours to fulfil 

the management functions associated with the scale and scope of the operation.  6  Whenever  the  posts  of  the  Accountable  Manager  and  the  Compliance  Monitoring 

Manager  are  combined, compliance  monitoring  audits  should  be  conducted  by 

independent personnel.

AMC2 OR.OPS.210.AOC(a)  Personnel requirements 

COMBINATION OF NOMINATED POST HOLDERS RESPONSIBILITIES 

1  The acceptability of a single person holding several posts, possibly in combination with

being  the  accountable  manager,  should  depend  upon the  nature  and  scale  of  the 

operation.  The two main areas  of  concern should  be  competence  and  an individual’s 

capacity to meet his/her responsibilities. 

2  As regards  competence  in different areas  of  responsibility,  there  should  not be  any

difference from the requirements applicable to persons holding only one post.  3  The  capacity of  an individual to meet his/her  responsibilities  should  primarily be 

dependent upon the scale of the operation. However the complexity of the organisation

or  of  the  operation may  prevent,  or  limit,  combinations  of  posts  which may  be 

acceptable in other circumstances. 

4  In most circumstances, the responsibilities of a nominated post holder should rest with

a single individual. However, in the area of ground operations, it may be acceptable for 

responsibilities  to be  split,  provided that the  responsibilities  of  each individual 

concerned are clearly defined.

GM1 OR.OPS.210.AOC(a) Personnel requirements 

NOMINATED POST HOLDERS 

The smallest organisation that can be considered is the one­man organisation where all of the 

nominated  posts  are  filled  by  the  accountable  manager,  and audits  are  conducted  by  an

independent person.
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GM2 OR.OPS.210.AOC(a) Personnel requirements 

NOMINATED POST HOLDERS COMPETENCE

1  Nominated  post holders  should  be  expected to possess  the  experience  and  licensing 

provisions  which are  listed  in paragraphs 2  to 7  below.  In particular  cases,  and 

exceptionally, the competent authority may accept a nomination which does not meet

these  provisions  in full.  In that circumstance, the  nominee  should  have  comparable 

experience and also the ability to perform effectively the functions associated with the 

post and with the scale of the operation.  2  Nominated post holders should have: 

a. Practical experience and expertise in the application of aviation safety standards 

and safe operating practices; 

b. Comprehensive knowledge of: 

i.  Community regulations and any associated requirements and procedures; 

ii.  The operator certificate holder's operations specifications; 

iii.  The need for, and content of, the relevant parts of the operator certificate 

holder's operations manual; 

c.  Familiarity with management systems; 

d. Appropriate management experience in a comparable organisation; and 

e. Five  years  of  relevant work  experience  of  which at  least two years  should  be 

from the aeronautical industry in an appropriate position.  3  Flight Operations. The nominated post holder or his deputy should hold a valid Flight

Crew Licence appropriate  to the type  of  operation conducted  under the  Operator 

Certificate.

4  Crew Training. The  nominated  post holder or  his  deputy  should  be a  current Type 

Rating  Instructor  on a  type/class  operated under  the  Operator  Certificate. The 

nominated post holder  should have  a thorough knowledge of the Operator Certificate 

holder’s crew training concept for flight, cabin and other crew when relevant.  5  Ground Operations. The nominated post holder should have a thorough knowledge of 

the operator certificate holder’s ground operations concept.  6  Compliance monitoring. The  nominated  post holder  should  possess  knowledge  of the 

following: 

a. The Air Operator Certificate holder’s safety policy; 

b. The concept of the compliance monitoring system; 

c.  Management systems; 

d. Organisation manuals; 

e. Audit techniques; and 

f.  Reporting and recording techniques.

AMC OR.OPS.210.AOC(c) Personnel requirements 

SUPERVISION OF STAFF 

The supervision of personnel may be undertaken by the appropriate nominated postholder(s) 

subject to time available.
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Section V – Flight Crew 

Chapter 1 

General

AMC OR.OPS.015.FC (d)  Composition of flight crew 

IN­FLIGHT RELIEF OF FLIGHT CREW MEMBERS ­ AEROPLANES 

A flight crew member should be considered suitably qualified to relieve another flight crew

member of his duties at the controls in flight in the following cases: 

1  The pilot­in­command may delegate the conduct of the flight to another qualified 

pilot provided the relieving pilot­in­command: 

a.  holds the appropriate type or class rating; 

b.  meets the applicable recent experience requirements for pilots­in­command as 

specified in FCL.060; 

c.  meets the relevant qualifications prescribed in OR.OPS.020.FC, such as 

minimum level of experience, command course,  competence regarding area,  route, aerodrome, facilities and procedures; and 

d.  meets any other requirements which the  operator may have established for 

that purpose.  2  The co­pilot may be  relieved for the conduct of the flight by another qualified pilot

provided that the relieving pilot: 

a.  holds the appropriate type or class rating; 

b.  meets the applicable recent experience requirements for co­pilots as specified 

in FCL.060; and 

c.  meets any other requirements which the  operator may have established for 

that purpose.  3  For operations in the cruise phase of flight when operating above FL200 the recent

experience requirements of 2.b above may be substituted by the recent experience 

requirements for cruise relief co­pilots as specified in FCL.060(b)(3).  3.1  For commercial air transport operations in the cruise phase of flight when operating 

above FL200 the minimum requirements for a cruise relief co­pilot include: 

a.  holding a valid commercial pilot licence with an instrument rating and the 

appropriate type or class rating; and 

b.  having undergone conversion and recurrent training and checking in

accordance with the applicable requirements.  4  A system panel operator may  be  relieved in flight by a crew member suitably 

qualified in accordance with applicable national rules.

GM OR.OPS.015.FC Composition of flight crew 

1  When engaging the services of flight crew members  who are self­employed and/or 

working on a freelance or part­time basis, the operator should pay special attention

to the requirements of this section and the relevant elements of Part FCL, such as 

recent experience requirements.  2  Particular attention should be paid to the total number of aircraft types or variants 

that a flight crew member may fly for the purposes of commercial air transportation,  which should not exceed the requirements prescribed in OR.OPS.055.FC, and in

OR.OPS.155.FC in the case of commercial air transport operations, including when

his/her services are engaged by another operator.
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AMC OR.OPS.020.FC (b)(2)  Nomination as pilot­in­command

ROUTE AND AERODROME EXPERIENCE FOR COMMERCIAL OPERATIONS 

For commercial operations,  the experience of the route  or area  to be  flown and  of  the 

aerodrome facilities and procedures to be used should include the following: 

1  Area and route competence 

1.1  Area and route competence training should include knowledge of: 

a.  Terrain and minimum safe altitudes; 

b.  Seasonal meteorological conditions; 

c.  Meteorological, communication and air traffic facilities, services and 

procedures; 

d.  Search and rescue procedures where available; and 

e.  Navigational facilities associated with the area or route along which the flight is 

to take place.  1.2  Depending on the complexity of the area or route, as assessed by the operator, the 

following methods of familiarisation should be used: 

a.  For the less complex areas or routes, familiarisation by self­briefing with route 

documentation, or by means of programmed instruction; and 

b.  For the more complex areas or routes, in addition to sub­paragraph 1.2.a 

above, in flight familiarisation as a pilot­in­command or  co­pilot under 

supervision, observer, or familiarisation in an FSTD using a database 

appropriate to the route concerned.  2  Aerodrome competence 

2.1  Aerodrome competence training  should include  knowledge of obstructions, physical 

layout, lighting, approach aids and arrival,  departure, holding  and instrument

approach procedures and applicable operating minima.  2.2  The Operations Manual should describe the method of categorisation of aerodromes 

and in the case of commercial air transport operations, provide a list of those 

aerodrome categorised as B or C.  2.3  All aerodromes to which an operator operates should be categorised in one of these 

three categories.  2.3.1  Category A. An aerodrome which meets all of the following requirements: 

a.  An approved instrument approach procedure; 

b.  At least one runway with no performance limited procedure for take­ 

off and/or landing; 

c.  Published circling minima not higher than 1000 feet above aerodrome 

level; and 

d.  Night operations capability.  2.3.2  Category B. An aerodrome which does not meet the Category A requirements 

or which requires extra considerations such as: 

a.  Non­standard approach aids and/or approach patterns; 

b.  Unusual local weather conditions; 

c.  Unusual characteristics or performance limitations; or 

d.  Any other relevant considerations including obstructions, physical 

layout, lighting etc.  2.3.3. Category C.  An aerodrome which requires additional considerations  to a 

Category B aerodrome.  3.  Prior to operating to: 

a.  a Category B aerodrome, the pilot­in­command should be briefed, or self­ 

briefed by means of  programmed instruction,  on the Category  B 

aerodrome(s) concerned. The completion of the briefing should be recorded.
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b.  a Category C aerodrome, the pilot­in­command  should  be  briefed and  visit

the aerodrome as an observer and/or undertake instruction in a Flight

Simulator. The completion of the briefing, visit and/or instruction should be 

recorded.

GM OR.OPS.040.FC Differences and familiarisation training

1  Differences training requires additional knowledge and training on the aircraft or an 

appropriate training device. It should be carried out: 

a.  When introducing  a significant change of  equipment and/or procedures on

types or variants currently operated; and 

b.  In the case of  aeroplanes,  when operating another variant of an  aeroplane of 

the same type or another type of the same class currently operated; or 

c.  In the case of helicopters, when operating a  variant of a helicopter  currently 

operated.  2  Familiarisation training  requires  only the  acquisition of additional knowledge.  It

should be carried out when: 

a.  operating another helicopter or aeroplane of the same type; or 

b.  When introducing  a significant change of  equipment and/or procedures on

types or variants currently operated.

AMC OR.OPS.050.FC Pilot qualification to operate in either pilot’s seat 

COMMERCIAL AIR TRANSPORT 

1  Pilots­in­command whose duties require them to operate in either seat and carry out

the duties of co­pilot, or pilots­in­command required to conduct training or checking 

duties, should complete additional training  and checking as specified in the 

Operations Manual, concurrent with the operator proficiency checks prescribed in

OR.OPS.145.FC(b). This additional training should include at least the following: 

a.  An engine failure during take­off; 

b.  A one engine inoperative approach and go­around; and 

c.  A one engine inoperative landing.  1.1  In the case of helicopters, these pilots should also complete their proficiency checks 

respectively from left and right hand seats, on alternate proficiency checks, provided 

that when the  type  rating proficiency  check  is combined with the operator 

proficiency check the pilot­in­command completes his/her training or checking from 

the normally occupied seat.  2  When engine­out manoeuvres are carried out in an aircraft,  the engine  failure 

should be simulated.  2.1  In the case of single engine helicopters, the auto­rotative landing should be carried 

out respectively from left and right hand seats on alternate proficiency checks.  3  When operating in the co­pilot’s seat, the checks required by OR.OPS.145.FC for 

operating in the pilot­in­command seat should, in addition, be valid and current.  4  A pilot relieving the pilot­in­command should  have demonstrated,  concurrent with

the operator proficiency checks prescribed in OR.OPS.145.FC (b), practice of drills 

and procedures which would not, normally, be the relieving pilot’s responsibility.  Where the differences between left and right seats are not significant (for example 

because of use of autopilot) then practice may be conducted in either seat.  5  A pilot other than the pilot­in­command occupying the pilot­in­command seat should 

demonstrate practice  of drills  and procedures, concurrent with the operator 

proficiency checks prescribed in OR.OPS.145.FC (b), which would otherwise have 

been the pilot­in­command’s responsibility acting as pilot non­flying. Where the
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differences between both seats are not significant (for example because of use of 

autopilot) then practice may be conducted in either seat.

Chapter 2 

Additional requirements for commercial air transport 

AMC OR.OPS.115.FC (a)  Composition of flight crew 

CREWING OF INEXPERIENCED FLIGHT CREW MEMBERS 

A  Aeroplanes 

1  An operator should consider that  a flight crew member is inexperienced, following 

completion of a Type Rating or  command  course, and  the associated line  flying 

under supervision, until he has achieved on the type either: 

a.  100 flying hours and flown 10 sectors within a consolidation period of 120 

consecutive days; or 

b.  150 flying hours and flown 20 sectors (no time limit).  2  A lesser number of flying hours or sectors, subject to any other conditions which the 

competent authority may impose, may be acceptable to the competent authority 

when: 

a.  A new operator is commencing operations; 

b.  An operator introduces a new aeroplane type; 

c.  Flight crew members have previously  completed a type  conversion course  with

the same operator; or 

d.  The aeroplane has a  Maximum Take­off  Mass below 10 tonnes or a Maximum 

Approved Passenger Seating Configuration of less than 20.  B  Helicopters 

1  An operator should consider that when two flight crew members are required, a 

flight crew member, following completion of a Type Rating or command course, and 

the associated line flying under supervision, is inexperienced until either: 

a.  He has achieved 50 flight hours on the type and/or in the role within a period 

of 60 days; or 

b.  He has achieved 100 flight hours on the type and/or in the role (no time limit).  2  A lesser number of flight hours, on the type and/or in the role, may be considered 

if: 

a.  A new operator is commencing operations; or 

b.  An operator introduces a new helicopter type; or 

c.  Flight crew members have previously completed a type conversion course with

the same operator (re­conversion).

AMC OR.OPS.030.FC and OR.OPS.130.FC Crew Resource Management (CRM) 

1  General 

1.1  Crew Resource Management (CRM) is the  effective utilisation of all available 

resources (e.g. crew members, aircraft systems, supporting facilities and persons) 

to achieve safe and efficient operation.  1.2  The objective of CRM is to enhance the communication and management skills of the 

flight crew member concerned. The emphasis is placed on the non­technical aspects 

of flight crew performance.  1.3  CRM training should reflect the culture of the operator and be conducted by means 

of both classroom training and practical exercises including group discussions and
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accident and serious incident reviews to analyse communication problems and 

instances or examples of a lack of information or crew management.  1.4  Whenever it is practicable to do so, consideration should be given to conducting 

relevant parts of CRM training in synthetic training devices which reproduce, in an 

acceptable way, a realistic operational environment and permit interaction. This 

includes, but is not limited to, appropriate LOFT scenarios conducted in simulators.  1.5  It is recommended that, whenever possible, initial CRM training be conducted in a 

group session outside the operator premises so that the opportunity is provided for 

flight crew members to interact and communicate away from the pressures of their 

usual working environment.  2  Initial CRM Training 

2.1  Initial CRM training programmes are  designed to provide knowledge of, and 

familiarity with, human factors relevant to flight operations. The course duration

should be a minimum  of one  day  for single pilot operations and two days for all

other types of operations. It should cover all the elements indicated in paragraph 6 

below.  2.2  A CRM trainer should: 

a.  possess group facilitation skills; 

b.  have and maintain adequate knowledge of the operation and the aircraft type,  preferably through current commercial air transport experience as a flight crew

member; 

c.  have successfully passed the Human Performance and Limitations  (HPL) 

examination whilst recently obtaining the ATPL in accordance with Part FCL; or 

followed a theoretical HPL course covering  the whole syllabus of the HPL

examination; 

d.  have completed initial CRM training; 

e.  have received  additional education in the fields of  group management, group 

dynamics and personal awareness; 

f.  be supervised by suitably qualified CRM training personnel when conducting 

their first initial CRM training session.  2.3  An operator should ensure that initial CRM training addresses the nature of the 

operations of the operator concerned, as well as the associated procedures and the 

culture of the operator. This will include areas of operations which produce particular 

difficulties or involve adverse climatic conditions and any unusual hazards.  2.4  If the operator does not have sufficient means to establish initial CRM training, use 

may be made of a course provided by another operator, or a third party or training 

organisation. In this event the operator should ensure that the content of the course 

meets his operational requirements. When crew members from several companies 

follow the same course, CRM core elements  should be specific to the nature of 

operations of the companies and the trainees concerned.  2.5  A flight crew member’s CRM skills should not be assessed during initial CRM training. 

3  Operator conversion Course ­ CRM 3.1.  If  the  flight crew

member undergoes a conversion course with a change of aircraft type, elements of 

CRM should be integrated into all appropriate phases of the operator’s conversion

course, in accordance with 6 below.  3.2  If the flight crew member undergoes a conversion course with a change of operator,  elements of CRM should be integrated into all appropriate phases of the operator’s 

conversion course, in accordance with 6 below.  3.3  A flight crew member should not be assessed when completing elements of CRM

training which are included in the operator conversion course.
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4  Command course ­ CRM training 

4.1  An operator should ensure that elements of CRM are integrated into the command 

course in accordance with paragraph 6 below.  4.2  A flight crew member should not be assessed when completing elements of CRM

training which are  included in the command  course, although feedback should be 

given. 

5  Recurrent CRM training 

5.1  An operator should ensure that: 

a.  Elements of CRM are integrated into all appropriate phases of recurrent training 

every year, in accordance with paragraph 6  below; and that modular CRM

training covers the same areas over a maximum period of 3 years.  b.  Relevant modular CRM training  is conducted  by  CRM trainers  qualified 

according to paragraph 2.2.  5.2  A flight crew member should not be assessed when completing elements of CRM

training which are included in the recurrent training. 

6  Implementation of CRM

6.1  The following table indicates which elements of CRM should be included in each type 

of training:
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Core Elements  Initial 

CRM

Training 

Operator 

conversion

course when

changing 

type 

Operator 

conversion

course  when

changing 

operator 

Command 

course 

Recurrent

training 

Human error and 

reliability,  error 

chain,  error 

prevention and 

detection

In­depth Overview Overview

Operator  safety 

culture,  SOPs, 

organisational 

factors 

In­depth

Stress,  stress 

management, 

fatigue  &

vigilance 

Not required 

Information

acquisition and 

processing 

situation

awareness, 

workload

management

Decision making 

Not required 

Communication

and  co­  ordination inside 

and  outside  the 

cockpit

Leadership  and 

team  behaviour 

synergy 

In­depth

Overview

Overview

In­depth

Overview

Automation,  philosophy of the 

use of 

automation (if 

relevant to the 

type) 

In­depth

Specific  type­ 

related 

differences 

As

required  In­depth

Not required 

As required  As

required 

Case  based 

studies  In­depth In­depth In­depth In­depth

As

appropriat 

e 

7  Co­ordination between flight crew and cabin/technical crew training 

7.1  Operators should, as far as is practicable, provide combined training for flight crew

and cabin/technical crew including briefing and debriefing.
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7.2  There should be an effective liaison between flight crew and cabin/technical crew

training departments. Provision should be made for flight and cabin/technical crew

instructors to observe and comment on each others training.  8  Assessment of CRM Skills 

8.1  Assessment of CRM skills  is the process  of observing, recording, interpreting and 

debriefing crews’ and crew member’s performance and knowledge using an 

acceptable methodology in the context of overall performance. It includes the 

concept of self­critique, and feedback which can be given continuously during 

training or in summary following a check. In order to enhance the effectiveness of 

the programme this methodology should, where possible, be agreed with flight crew

representatives.  8.2  NOTECHS or other acceptable methods of assessment should be used. The selection

criteria and training requirements of the assessors and their relevant qualifications,  knowledge and skills should be established.  8.3  Assessment of CRM skills should: 

a.  provide feedback to the crew and the individual and serve to identify retraining 

where needed; and 

b.  be used to improve the CRM training system.  8.4  Prior to the introduction of CRM skills assessment, a detailed description of the CRM

methodology including terminology used should be published in the Operations 

Manual.  8.5  Methodology of CRM skills assessment: 

a.  An operator should establish the CRM training programme including an agreed 

terminology. This should be evaluated with regard to methods,  length of 

training, depth of subjects and effectiveness.  b.  A training and standardisation programme  for training  personnel should then

be established.  c.  The assessment should be based on the following principles: 

i.  only observable, repetitive behaviours are assessed; 

ii.  the assessment should positively reflect any CRM skills that result in

enhanced safety; 

iii.  assessments should include behaviour which contributes to a technical

failure, such technical failure being errors leading to an event which

requires debriefing by the person conducting the line check; 

iv.  the crew and, where needed, the individual are verbally debriefed.  8.6  De­identified summaries of all CRM assessments by the operator should be used to

provide feedback to update and improve the operator’s CRM training.  8.7  Operators should establish procedures, including retraining, to be applied in the 

event that personnel do not achieve or maintain the required standards.  8.9  If the operator proficiency check is combined with the Type Rating 

revalidation/renewal check, the assessment of CRM skills will satisfy the Multi Crew

Co­operation requirements of the Type Rating revalidation/renewal. This assessment

will not affect the validity of the Type Rating.  9  Levels of Training.  a.  Overview. When Overview training is required it will normally be instructional 

in style. Such training should refresh knowledge gained in earlier training.  b.  In Depth. When In Depth Training is required it will normally be interactive in

style and should include, as appropriate, case studies, group discussions, role 

play and consolidation of knowledge and skills. Core elements should be 

tailored to the specific needs of the training phase being undertaken.  10  Use of automation.
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10.1  The operator conversion course should include training in the use and knowledge of 

automation and in the recognition of systems and human limitations associated with

the use of automation. An operator should  therefore ensure that a flight crew

member receives training on: 

a.  The application of the operations policy concerning the use of automation as 

stated in the Operations Manual; and 

b.  System and human limitations associated with the use of automation.  10.2  The objective of this training should be to provide appropriate knowledge, skills and 

behavioural patterns for managing and operating automated systems. Special

attention should be given to how automation increases the need for crews to have a 

common understanding of the way in which the system performs, and any features 

of automation which make this understanding difficult.

AMC1 OR.OPS.135.FC Operator conversion training and checking 

OPERATOR CONVERSION TRAINING SYLLABUS ­ PILOTS

1  General 

1.1  The operator conversion training should include, in the following order: 

a.  Ground training and  checking, including aircraft systems,  and normal,  abnormal and emergency procedures; 

b.  Emergency and safety equipment training and checking, (completed before 

flying training commences); 

c.  Flying training and checking (aircraft and/or flight simulator); 

d.  Line flying under supervision and line check; and 

e.  When a flight crew member has  not previously completed an operator’s 

conversion course, general first aid training and, if applicable, ditching 

procedures training using the equipment in water. 

1.2  The operator’s conversion may be combined with the type rating training as required 

by Part FCL.  2  Ground training 

2.1  Ground training should comprise a properly  organised programme of ground 

instruction by training staff with adequate facilities, including any necessary audio,  mechanical and visual aids. However, if the aircraft concerned is relatively simple,  private study may be adequate if the operator provides suitable manuals and/or 

study notes.  2.2.  The course of ground instruction should incorporate formal tests on such matters as 

aircraft systems, performance and flight planning, where applicable.  3  Emergency and safety equipment training and checking.  3.1  Emergency and safety  equipment training  should  take place in conjunction with

cabin crew doing  similar training with emphasis on co­ordinated procedures and 

two­way communications.  3.2  On the initial conversion course and on subsequent conversion courses as 

applicable, the following should be addressed: 

a.  Instruction on first aid in general (initial conversion course only); Instruction

on first aid as relevant to the aircraft type of operation and crew complement

including  those situations  where no cabin crew is  required to be carried 

(initial and subsequent); 

b.  Aeromedical topics including: 

i.  Hypoxia; 

ii.  Hyperventilation; 

iii.  Contamination of the  skin/eyes  by  aviation fuel or hydraulic or  other 

fluids;
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iv.  Hygiene and food poisoning; and 

v.  Malaria.  c.  The effect of smoke in an enclosed area and actual use of all relevant

equipment in a simulated smoke­filled environment; 

d.  Actual fire fighting, using equipment representative of that carried in the 

aircraft; 

e.  The operational procedures of security, rescue and emergency services; 

f.  Survival information appropriate to their areas of operation (e.g. polar,  desert, jungle or  sea)  and training in the  use of any  survival  equipment

required to be carried; 

g.  A comprehensive drill to cover all ditching procedures should be practised 

where flotation equipment is carried. This should include  practice of the 

actual donning and inflation of a lifejacket, together with a demonstration or 

film of the inflation of life­rafts and/or slide­rafts and associated equipment.  This practice should, on an initial conversion course, be conducted using the 

equipment in water, although previous certificated training with another 

operator or the use of similar equipment will be accepted in lieu of further 

wet­drill training; 

h.  Instruction on the location of emergency and safety equipment, correct use of 

all appropriate  drills, and  procedures that could be required  of flight crew in

different emergency situations. Evacuation of the aircraft (or a representative 

training device) by use of a slide where fitted should be included when the 

Operations  Manual procedure requires the early evacuation of flight crew to

assist on the ground.  4  Flying training 

4.1  Flying training should be conducted to familiarise the flight crew member thoroughly 

with all aspects of limitations and normal, abnormal and emergency procedures 

associated with the aircraft and should be carried out by suitably qualified type 

rating instructors and/or examiners.  For specialised  operations such as steep 

approaches, ETOPS,  or operations based on QFE, additional training should be 

carried out, based on any additional elements of training established for the aircraft

type in accordance with Part­21, where they exist.  4.2  In planning flying training on aircraft with a flight crew of two or more, particular 

emphasis should be placed on the practice of Line Orientated Flying Training (LOFT) 

with emphasis on Crew Resource  Management (CRM), and  the use of  crew

coordination procedures, including coping with incapacitation.  4.3  Normally, the same training and practice in the flying of the aircraft should be given

to co­pilots as well as pilots­in­command. The ‘flight handling’ sections of the 

syllabus for pilots­in­command and co­pilots alike should include all the 

requirements of the operator proficiency check required by OR.OPS.145.FC.  4.4  Unless the type rating training programme has been carried out in a Flight Simulator 

usable for zero flight­time  training  (ZFTT), the training should include at least 3 

takeoffs and landings in the aircraft.  5  Line flying under supervision

5.1  Following completion of flying training and  checking as part of the operator’s 

conversion course, each flight crew member should operate a minimum number of 

sectors and/or flying hours under the supervision of a flight crew member 

nominated by the operator.  5.2  The minimum sectors/hours should be specified in the Operations Manual and should 

be determined by the following: 

a.  Previous experience of the flight crew member; 

b.  Complexity of the aircraft; and
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c.  The type and area of operation.  6  Passenger handling. Other than general training on dealing with people, emphasis 

should be placed on the following: 

a.  Advice on the  recognition and management of passengers who appear or 

become intoxicated with alcohol, under the influence of drugs or aggressive; 

b.  Methods used to motivate passengers and the crowd control necessary to

expedite an aircraft evacuation; 

c.  Awareness of the types of dangerous  goods which may, and  may not, be 

carried in a passenger cabin, including the completion of a dangerous goods 

training programme; and 

d.  The importance of  correct seat allocation with reference to aircraft mass and 

balance. Particular emphasis should also be  given on the seating of  special 

categories of passengers.  7  Discipline and responsibilities. Amongst other  subjects, emphasis should be placed 

on discipline and an individual's responsibilities in relation to: 

a.  His ongoing competence and fitness to operate as a crew member with special

regard to flight time limitation requirements; and 

b.  Security procedures.  8  Passenger briefing/safety demonstrations.  Training should be given in the 

preparation of passengers for normal and emergency situations.

AMC2 OR.OPS.135.FC Operator conversion training and checking 

COURSE SYLLABUS – SYSTEM PANEL OPERATORS 

1  Operator conversion training for system panel operators should approximate to that 

of pilots.  2  If the flight crew includes a pilot with the  duties of a systems panel operator, he 

should, after training and the initial check in these duties, operate a minimum 

number of sectors under  the supervision of a nominated additional flight crew

member. The minimum figures should be specified in the Operations Manual and 

should be selected after due note has been taken of the complexity of the aircraft

and the experience of the flight crew member.

GM OR.OPS.135.FC (a)(2)  Operator conversion training and checking 

COMPLETION OF AN OPERATOR’S CONVERSION COURSE

1  An operator conversion course is deemed to have started  when the flying training 

has begun. The theoretical element of the course may be undertaken ahead of the 

practical element.  2  Under certain circumstances  the  course may have started and reached a stage 

where, for unforeseen reasons, it is not possible to complete it without a delay. In

these circumstances the operator may allow the pilot to revert to the original type.  3  Before  the  resumption of the  operator  conversion course,  the  operator should 

evaluate how much of the course needs to be re­covered before continuing with the 

remainder of the course.

GM OR.OPS.135.FC (c)  Operator conversion training and checking 

LINE FLYING UNDER SUPERVISION

1  Line flying under  supervision provides the opportunity for a flight crew member to

carry into practice the procedures and techniques he has  been made familiar with

during the ground and flying training  of an  operator  conversion course. This is 

accomplished under the supervision of a flight crew member specifically nominated 

and trained for the task. At the end of line flying under  supervision the  respective
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crew member should be able to perform a safe and efficient flight conducted within

the tasks of his crew member station.  2  A variety of reasonable combinations may exist with respect to: 

a.  A flight crew member's previous experience; 

b.  The complexity of the aircraft concerned; and 

c.  The type of route/role/area operations.  2.1  The following minimum figures for details  to be flown under supervision are 

guidelines for operators to use when establishing their individual requirements: 

2.1.1  Turbo jet aircraft

a.  Co­pilot undertaking first operator conversion course: 

i.  Total accumulated 100 hours or minimum 40 sectors; 

b.  Co­pilot upgrading to pilot­in­command: 

i.  Minimum 20 sectors when converting to a new type; 

ii.  Minimum 10 sectors  when already qualified on the aeroplane 

type.

AMC1 OR.OPS.145.FC Recurrent training and checking

PILOTS 

1  Recurrent training.  Recurrent training should comprise: 

1.1  Ground training.  1.1.1  The ground training programme should include: 

a.  Aircraft systems; 

b.  Operational procedures and requirements  including ground  de­ 

icing/anti­icing and pilot incapacitation; and 

c.  Accident/Incident and occurrence review.  1.1.2  Knowledge of the ground training should be  verified by a questionnaire or 

other suitable methods.  1.1.3  When the ground training is conducted within 3 calendar months prior to the 

expiry of the 12 calendar months period, the next ground and refresher 

training should be completed within 12 calendar months of the original expiry 

date of the previous training.  1.2  Emergency and Safety Equipment Training 

1.2.1  Emergency and safety equipment training may be combined with emergency 

and  safety  equipment checking  and should be conducted in an aircraft or  a 

suitable alternative training device.  1.2.2  Every year the emergency and safety equipment training programme should 

include the following: 

a.  Actual donning of a lifejacket, where fitted; 

b.  Actual donning of protective breathing equipment, where fitted; 

c.  Actual handling of fire extinguishers of the type used; 

d.  Instruction on the location and use of all emergency and safety 

equipment carried on the aircraft; 

e.  Instruction on the location and use of all types of exits; and 

f.  Security procedures.  1.2.3  Every 3 years the programme of training should include the following: 

a.  Actual operation of all types of exits; 

b.  Demonstration of the method used to operate a slide where fitted;
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c.  Actual fire­fighting using equipment representative of that carried in

the aircraft on an actual or simulated fire; 

d.  The effects of smoke in an enclosed area and actual use of all relevant

equipment in a simulated smoke­filled environment; 

e.  Actual handling of pyrotechnics, real or simulated, where applicable; 

f.  Demonstration in the use of the life­rafts where fitted. In the case of 

helicopters involved in extended over water operations, demonstration

and use of the life­rafts; and 

g.  First aid, appropriate to the aircraft type, the kind of operation and 

crew complement.  1.2.4  The successful resolution of aircraft emergencies requires interaction between

flight crew and cabin/technical crew and emphasis should be placed on the 

importance  of  effective co­ordination and two­way communication between

all crew members in various emergency situations.  1.2.5  Emergency and Safety Equipment training should include joint practice in

aircraft evacuations so that all who are involved are aware of the duties other 

crew members should perform. When such practice is not possible, combined 

flight crew and cabin/technical crew training should include joint discussion of 

emergency scenarios.  1.2.6  Emergency and  safety  equipment training should,  as far as  is practicable,  take place in conjunction with cabin/technical crew undergoing similar 

training with emphasis on co­ordinated procedures and  two­way 

communication between the cockpit and the cabin.  1.3  Crew Resource Management (CRM) 

1.3.1  Elements of CRM should be integrated into all appropriate phases of recurrent

training; and 

1.3.2  A specific modular CRM training programme should be established such that 

all major topics  of CRM training  are covered  over  a period not exceeding 3 

years, as follows: 

a.  Human  error and reliability, error chain,  error prevention and 

detection; 

b.  Operator safety culture, SOPs, organisational factors; 

c.  Stress, stress management, fatigue and vigilance; 

d.  Information acquisition and processing, situation awareness, workload

management; 

e.  Decision making; 

f.  Communication and co­ordination inside and outside the cockpit; 

g.  Leadership and team behaviour, synergy; 

h.  Automation and philosophy of the use of Automation (if relevant to the 

type); 

i.  Specific type­related differences; 

j.  Case based studies; 

k.  Additional areas  which warrant extra attention, as identified by the 

management system.  1.3.3  Operators should establish procedures to update their CRM recurrent training 

programme. Revision of the Programme should be conducted over a period 

not exceeding 3 years. The revision of the  programme  should  take into

account the de­identified results of the CRM assessments of crews, and 

information identified by the management system.  1.4  Aircraft/FSTD training.
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1.4.1  The aircraft/FSTD training programme should be established in a way that all

major failures  of  aircraft systems and associated  procedures  will have  been

covered in the preceding 3 year period.  1.4.2  When engine out manoeuvres are carried out in an aircraft, the engine failure 

should be simulated.  1.4.3  Aircraft/FSTD training may be combined with the operator proficiency check.  1.4.4  When the aircraft/FSTD training is conducted within 3 calendar months prior 

to the expiry of the 12 calendar months  period, the next aircraft/FSTD

training should be completed within 12 calendar months of the original expiry 

date of the previous training.  2  Recurrent checking.  Recurrent checking should comprise: 

2.1  Operator proficiency checks.  2.1.1  Aeroplanes.  2.1.1.1  Where applicable,  operator proficiency  checks should include the following 

manoeuvres: 

a.  Rejected take­off when a Flight Simulator is available to represent that 

specific aeroplane, otherwise touch drills only; 

b.  Take­off with engine  failure  between V1  and V2  or  as  soon as  safety 

considerations permit; 

c.  Precision instrument approach to minima with, in the  case of multi­  engine aeroplanes, one engine inoperative; 

d.  Non­precision approach to minima; 

e.  Missed approach on instruments from minima with, in the case of 

multi­engine aeroplanes, one engine inoperative; and 

f.  Landing with one engine  inoperative.  For single­engine aeroplanes a 

practice forced landing is required.  2.1.1.2  When engine  out manoeuvres are carried out in an aeroplane, the  engine 

failure should be simulated.  2.1.1.3  Once every 12 months,  the  checks prescribed in sub­paragraph 2.1.1.1 

above may be combined with the  proficiency check for the revalidation or 

renewal of the aircraft class or type rating.  2.1.1.4  For a pilot operating VFR only, the checks prescribed in sub­paragraphs 

2.1.1.1.c. to e. above may be omitted except for an approach and go­around 

in a multi­engine aeroplane with one engine inoperative.  2.1.1.5  Operator proficiency checks should be conducted by a type rating examiner 

(TRE), a class rating examiner (CRE) or a synthetic flight examiner (SFE), as 

applicable.  2.1.2  Helicopters.  2.1.2.1  Where applicable, proficiency checks should include the following 

abnormal/emergency procedures: 

a.  Engine fire; 

b.  Fuselage fire; 

c.  Emergency operation of under carriage; 

d.  Fuel dumping; 

e.  Engine Failure and relight; 

f.  Hydraulic failure; 

g.  Electrical failure; 

h.  Engine failure during take­off before decision point; 

i.  Engine failure during take­off after decision point;
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j.  Engine failure during landing before decision point; 

k.  Engine failure during landing after decision point; 

l.  Flight and engine control system malfunctions; 

m.  Recovery from unusual attitudes; 

n.  Landing with one or more engine(s) inoperative; 

o.  IMC auto­rotation techniques; 

p.  Auto­rotation to a designated area; 

q.  Pilot incapacitation; 

r.  Directional control failures and malfunctions; 

s.  Settling with power; and 

t.  Loss of tail rotor effectiveness.  2.1.2.2  For pilots required to engage in IFR operations proficiency checks include 

the following additional abnormal/emergency procedures: 

a.  Precision instrument approach to minima with, in the  case of multi­  engine helicopters, a simulated failure of one engine; 

b.  Go­around  on instruments  from minima with, in the case of multi­  engine helicopters, a simulated failure of one engine; 

c.  Non precision approach to minima;

d.  Landing with a simulated failure of one or more engines; and 

e.  Where appropriate to the helicopter type, approach with flight control

system/flight director system malfunctions,  flight instrument and 

navigation equipment failures.  2.1.2.3  Before a flight crew member without a valid instrument rating is allowed to

operate VMC at night, he should be required to undergo a proficiency check 

at night. Thereafter, each second proficiency  check  should  be  conducted at 

night.  2.2  Emergency and safety equipment checks. The items to be checked should be those 

for which training has been carried out in accordance with sub­paragraph 1.2 above.  2.3  Line checks.  2.3.1  Line checks should establish the ability to perform satisfactorily a complete 

line operation including pre­flight and post­flight procedures and use of the 

equipment provided, as specified in the Operations Manual.  2.3.2  The flight crew should be assessed on their CRM skills in accordance with a 

methodology published in the Operations Manual. The purpose of such

assessment is to: 

a.  Provide feedback to the  crew collectively  and individually and serve 

to identify retraining; and 

b.  Be used to improve the CRM training system.  2.3.3  CRM assessment alone should not be used as a reason for a failure of the 

line check.  2.3.4  When pilots are assigned duties as pilot flying and pilot non­flying they 

should be checked in both functions.  2.3.5  Line checks should be completed in an aircraft.  2.3.6  Line checks should be conducted by a pilot­in­command nominated by the 

operator. The person conducting the line check, who is described in 4.5.2 

below,  should occupy  an observer’s seat  where  installed. His CRM

assessments should solely be based on observations made during the initial 

briefing, cabin briefing, cockpit briefing and those phases where he occupies 

the observer’s seat.
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2.3.6.1  For aeroplanes, in the case of long haul operations where  additional 

operating  flight crew are carried, the  person may fulfil the function of a 

cruise relief pilot and should not occupy either pilot’s seat during take­off,  departure, initial cruise, descent, approach and landing.  2.3.7  Where a pilot is required to operate as pilot flying and pilot non­flying, he 

should be checked on one sector as pilot flying and on another sector as 

pilot non­flying. However, where an operator’s procedures require 

integrated flight preparation, integrated cockpit initialisation and that each

pilot performs both flying and non­flying duties on the same sector, then

the line check may be performed on a single sector.  2.4  When the operator proficiency check, line check or emergency and safety equipment

check are undertaken within the final 3 calendar months of  validity of a previous 

check, the period of validity of the subsequent check should be counted from the 

expiry date of the previous check.  2.5  In the case of single pilot operations with helicopters, the recurrent checks referred 

to in paragraphs 2.1, 2.2 and 2.3 above should be performed in the single pilot role 

on a particular helicopter type in an environment representative of the operation.  3  Pilot incapacitation training 

3.1  Procedures should be established to train flight crew to recognise and handle pilot

incapacitation. This training should be conducted every year and can form part of 

other recurrent training. It should take the form of classroom instruction, discussion

or video or other similar means.  3.2  If a Flight Simulator is available for the type of aircraft operated, practical training 

on pilot incapacitation should be carried out at intervals not exceeding 3 years.  4  Personnel providing training and checking.  Training and checking should be provided by the following personnel: 

4.1  Ground and refresher training – by suitably qualified personnel; 

4.2  Flying training  ­  by a  Flight Instructor  (FI), Type Rating Instructor (TRI) or Class 

Rating Instructor (CRI) or, in the case of the FSTD content, a Synthetic Flight

Instructor  (SFI), providing that the  FI,  TRI, CRI or SFI satisfies the  operator's 

experience and knowledge requirements sufficient to instruct on the items specified 

in paragraphs 1.1.1. a. and b. above; 

4.3.  Emergency and safety equipment training – by suitably qualified personnel; and 

4.4  Crew Resource Management (CRM): 

4.4.1  Integration of CRM elements into all the phases of the recurrent training  ­  by all the personnel conducting recurrent training. The operator should 

ensure that all personnel conducting recurrent training are suitably qualified 

to integrate elements of CRM into this training; 

4.4.2  Modular CRM training – by at least one CRM trainer who may be assisted by 

experts in order to address specific areas.  4.5  Recurrent checking should be conducted by the following personnel: 

4.5.1  Operator proficiency check – by a Type Rating Examiner (TRE), Class Rating 

Examiner  (CRE)  or, if the  check is conducted in a FSTD,  a TRE, CRE or  a 

Synthetic Flight Examiner (SFE), trained  in CRM concepts and  the 

assessment of CRM skills; 

4.5.2  Line checks  –  by suitably qualified pilots­in­command nominated by the 

operator, trained in CRM concepts and the assessment of CRM skills; 

4.5.3  Emergency and  safety  equipment checking  –  by  suitably  qualified 

personnel.
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AMC2 OR.OPS.145.FC Recurrent training and checking

WATER SURVIVAL TRAINING ­ HELICOPTERS 

1  Where life­rafts are fitted for extended over  water operations  (such as Sea Pilot

transfer;  offshore  operation;  regular, or  scheduled,  coast to coast over  water 

operations), a  comprehensive wet drill to cover  all ditching procedures should be 

practised by aircraft crews. This wet drill is to include, as appropriate, practice of 

the actual donning and inflation of a life­jacket, together with a demonstration or 

film of the inflation of life­rafts. Crews should board the same (or similar) life­rafts 

from  the water  whilst wearing a  life­jacket. Training  should  include the use of all

survival equipment carried on board life­rafts and any additional survival equipment

carried separately on board the aircraft.  2  Consideration should be given to the provision of further specialist training such as 

underwater escape training.  Note:  Wet practice drill should always be given in initial training unless the crew member 

concerned has received similar training provided by another operator.

AMC3 OR.OPS.145.FC Recurrent training and checking

SYSTEM PANEL OPERATORS 

1  The recurrent training and checking for System Panel Operators should meet the 

requirements for pilots and any additional specific duties, omitting those items that 

do not apply to System Panel Operators.  2  Recurrent training  and checking for System Panel Operators should, whenever 

possible, take place concurrently with a pilot undergoing recurrent training and 

checking.  3  A line  check should be conducted by a pilot­in­command or by a system panel

operator nominated by the operator, in accordance with national rules, if applicable.

GM OR.OPS.145.FC Recurrent training and checking

1  Line checks,  route and aerodrome competency and  recent experience requirements 

are intended to ensure the crew member’s ability to operate efficiently under normal 

conditions, whereas other checks and emergency and safety equipment training are 

primarily  intended to prepare the  crew member for abnormal/emergency 

procedures.  2  The line check is performed in the aircraft. All other training and checking should be 

performed in the aircraft of the same type, an FSTD, an approved flight simulator, 

or in the  case of emergency and  safety  equipment training, in a  representative 

training device. The type of equipment used  for  training and checking  should be 

representative of the instrumentation, equipment and layout of the aircraft type 

operated by the flight crew member.  3  Line Checks 

3.1  The line check is considered  a particularly important factor in the development,  maintenance and refinement of high operating standards, and  can provide  the 

operator with a valuable indication of the usefulness of his training policy and 

methods.  Line  checks are a test of a flight crew member’s ability  to perform a 

complete line operation, including pre flight and post flight procedures and use of 

the equipment provided, and an opportunity for an overall assessment of his ability 

to perform the duties required as specified in the  Operations Manual. The route 

chosen should be such as to give adequate representation of the scope of a pilot’s 

normal operations. When weather conditions preclude a manual landing, an 

automatic landing is acceptable. The line check is not intended to determine 

competence on any particular route. The pilot­in­command, or any pilot who may be 

required  to relieve  the pilot­in­command,  should  also demonstrate  his ability to

‘manage’ the operation and take appropriate command decisions.
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4  Proficiency Training and Checking 

4.1  When an FSTD is used, the opportunity should be taken, where possible, to use Line 

Oriented Flying Training (LOFT).  4.2  Proficiency training and checking for System Panel Operators should, where 

practicable, take place  at the same time a pilot is undergoing proficiency  training 

and checking.  5  Use of Flight Simulation Training Devices (FSTD) training.  5.1  Training and checking provides an opportunity for the practice of 

abnormal/emergency procedures which rarely arise in normal operations and is a 

part of a structured programme of recurrent training. This should be carried out in

an FSTD whenever possible.  5.2  Helicopters.  5.2.1  Where there is  a Flight Manual limitation on the use of certain emergency 

power ratings, procedures to permit realistic engine­failure training and 

demonstration of competence, without actual use of the emergency power 

ratings, should be developed in conjunction with the aircraft manufacturer 

and included in the aircraft flight manual.  5.2.2  Where the emergency drills  require action by the non­handling pilot, the 

check should additionally cover knowledge of these drills.  5.2.3  Because of the unacceptable risk when simulating emergencies such as 

rotor failure, icing problems, certain types of engine(s) (e.g. during 

continued take­off or go­around, total hydraulic failure etc.), or because of 

environmental considerations  associated  with some emergencies (e.g. fuel

dumping) these emergencies should preferably be covered in an FSTD. If no

FSTD is available these emergencies may be covered in the helicopter using 

a safe airborne simulation, bearing in mind the effect of any subsequent

failure, and discussion on the ground.  6  The operator proficiency check may be combined with the annual  type or class 

rating or instrument rating  proficiency checks  in accordance with Part FCL. In this 

case a combined check report may be used, details of which should be contained in

the Operations Manual.

AMC1 OR.OPS.155.FC Operation on more than one type or variant 

1  Aeroplanes.  1.1  When a  flight crew member  operates  more than  one aeroplane class, type or 

variant, the operator should ensure that the flight crew member does not operate 

more than: 

a.  Three piston engine aeroplane types or variants; or 

b.  Three turbo­propeller aeroplane types or variants; or 

c.  One turbo­propeller aeroplane type or variant and one piston engine 

aeroplane type or variant; or 

d.  One turbo­propeller  aeroplane type or  variant and any aeroplane within a 

particular class.  1.2  When a flight crew member operates more than one aeroplane type or variant within

one or more licence endorsement as defined by Part­FCL and associated procedures 

for type – multi pilot, an operator should ensure that: 

a.  The minimum flight crew complement specified in the Operations Manual is 

the same for each type or variant to be operated; 

b.  A flight crew member  does  not operate more than two aeroplane types or 

variants for which a separate licence endorsement is required; and
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c.  Only aeroplanes within one licence endorsement are flown in any one flight

duty period unless the operator  has established procedures to ensure 

adequate time for preparation.  1.3  When a flight crew member operates more than one aeroplane type or variant listed 

in Part­FCL and associated procedures for type­single pilot and type­multi pilot, but

not within a single licence endorsement, an operator should comply with: 

a.  Subparagraph 1.2 above; and 

b.  Subparagraph 1.4 below.  1.4  When a flight crew member operates more than one aeroplane type or variant and 

associated procedures for type­multi pilot, but not within a single licence 

endorsement, the operator should comply with the following: 

a.  Subparagraph 1.2 above; 

b.  Before exercising the privileges of 2 licence endorsements: 

i.  Flight crew members should have completed two consecutive operator 

proficiency checks  and should have 500 hours in the relevant crew

position in commercial air transport operations with the same 

operator. 

ii.  In the case of a pilot having experience  with an operator and 

exercising the privileges of 2  licence endorsements, and then being 

promoted to command with the same operator on one of those types,  the required minimum experience as pilot­in­command is 6 months 

and 300 hours, and the pilot should have completed 2 consecutive 

operator proficiency  checks before again being eligible  to exercise 2 

licence endorsements.  c.  Before commencing training for and operation of another type or variant, 

flight crew members should have completed 3 months and 150 hours flying 

on the base aeroplane which should include at least one proficiency check.  d.  After completion of the initial line check on the new type, 50 hours flying or 

20 sectors should be achieved solely on aeroplanes of the new type rating.  e.  Recent experience requirements established  in Part FCL and  approved in

accordance with Part­21, if applicable, for each type operated. 

f.  The period within

which line flying  experience is required  on each type  should be  specified in

the Operations Manual.  g.  When credits are established and approved in accordance with Part­21 for the 

relevant type  or variant, this should be reflected in the training required in

OR.OPS.145.FC and: 

i.  OR.OPS.145(b)  requires two operator proficiency checks every year. When

credit is approved in accordance with Part­21 for operator proficiency checks 

to alternate between the two types,  each operator proficiency check 

revalidates the  operator proficiency  check  for the other  type. The operator 

proficiency check may be combined  with the  proficiency checks  for 

revalidation or renewal of the aeroplane type rating or the instrument rating 

in accordance with Part FCL. 

ii.  OR.OPS.145  (c) requires one line check every year. When credit is approved 

in accordance for Part­21  for line checks to alternate between types or 

variants, each line check revalidates the line check  for  the other type or 

variant.  h.  Annual emergency and safety equipment training and checking should cover 

all requirements for each type.  2  Helicopters.
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2.1  If a flight crew member operates more than one type  or variant the following 

provisions should be met: 

a.  The  recency  requirements  and the requirements for recurrent training and 

checking  should be met and confirmed prior to commercial air transport

operations on any type, and the minimum number of flights on each type 

within a three month period specified in the Operations Manual; 

b.  OR.OPS.145 requirements with regard to recurrent training; 

c.  When approved in accordance with Part­21, the  requirements  of  OR.OPS.145

with regard to proficiency checks may be met by a 6 monthly check on any one 

type or variant operated. However, a proficiency check on each type or variant

operated should be completed every 12 months; 

d.  For helicopters with a maximum certificated take­off mass (MCTOM) exceeding 

5.700 kg, or with a maximum approved  passenger seating configuration

(MAPSC) of more than 19: 

i.  The flight crew member should not fly more than two helicopter types; 

ii.  A minimum of 3 months and 150 hours experience on the type or variant

should be achieved before the flight crew member should commence the 

conversion course onto the new type or variant; 

iii.  28 days and/or 50 hours flying should then be achieved exclusively on the 

new type or variant; and 

iv.  A flight crew member should not be rostered to fly more than one type or 

significantly different variant of a type during a single duty period.  e.  In the case of all other helicopters, a flight crew member should not operate 

more than three helicopter types or significantly different variants.  3  For a combination of helicopter and aeroplane.  3.1  A flight crew member may fly one helicopter type or variant and one aeroplane type 

irrespective of their maximum certificated take­off mass (MCTOM) or the maximum 

passenger seating configuration (MPSC).  3.3  If the helicopter type is covered by paragraph 2.d. then paragraphs 2.d.ii., 2.d.iii.  and 2.d.iv should also apply in this case.

AMC2 OR.OPS.155.FC Operation on more than one type or variant 

METHODOLOGY  ­  USE OF OPERATOR DIFFERENCE REQUIREMENT  (ODR) TABLES  ­  AEROPLANES 

1  Before assigning flight crew members to operate more than one type or variant of 

aircraft, the operator should conduct a detailed evaluation of the differences and/or 

similarities of the aircraft concerned in order to establish appropriate procedures 

and/or operational restrictions.  This evaluation should be based on the evaluation

conducted and approved in accordance with Part­21 and should be adapted to the 

operator’s specific aircraft configurations. This evaluation should take into account of 

the following: 

a.  The level of technology; 

b.  Operational procedures; 

c.  Handling characteristics.  1.1  The methodology described below should be used as  a means  of evaluating 

aeroplane differences and similarities to justify the operation of more than one type 

or variant, and when credit is sought.  2  ODR Tables 

2.1  Before requiring flight crew members to operate more than one type or variant,  operators should first nominate one aeroplane as the Base Aeroplane from which to

show differences with the second  aeroplane type  or variant, the ‘difference
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aeroplane’, in terms of technology (systems), procedures, pilot handling and 

aeroplane management. These differences, known as Operator Difference 

Requirements (ODR), preferably presented in tabular format, constitute part of the 

justification for operating more than one type or variant and also the basis for the 

associated differences/familiarisation training for the flight crew. 

3  The ODR Tables should be presented as follows: 

3.1  Table 1 ­ ODR 1 – General 

BASE AEROPLANE: 

DIFFERENCE AEROPLANE: 

COMPLIANCE METHOD

GENERAL  DIFFERENCES  FLT CHAR PROC CHNG Training  Checking

Recent 

Experience

General 

description of 

aircraft

(dimensions 

weight, 

limitations, 

etc.) 

Identification of 

the relevant

differences 

between the 

base  aeroplane 

and  the 

difference 

aeroplane.

Impact

on flight

character 

istics 

(perform 

ance 

and/or 

handling) 

Impact on

procedure 

s  (Yes  or 

No) 

Assessment of  the  difference 

levels according to Table 4

3.2.  Table 2 ­ ODR 2 ­ systems 

BASE AEROPLANE: 

DIFFERENCE AEROPLANE: 

COMPLIANCE METHOD

SYSTEM  DIFFERENCES  FLT CHAR PROC

CHNG

Training  Checking

Recent 

Experience

Brief 

description of 

systems  and 

subsystems 

classified 

according  to

the ATA 100 

index. 

list of 

differences for 

each  relevant

subsystem 

between the 

base 

aeroplane  and 

the difference 

aeroplane.

Impact on

flight

characteris 

tics 

(performa 

nce  and/or 

handling) 

Impact on

procedure 

s  (Yes or 

No) 

Assessment of  the  difference 

levels according to Table 4
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3.3.  Table 3 ­ ODR 3 ­ manoeuvres 

BASE AEROPLANE: 

DIFFERENCE AEROPLANE: 

COMPLIANCE METHOD

MANOEUVRES  DIFFERENCES  FLT CHAR PROC

CHNG

Training  Checking

Recent 

Experience

Described 

according  to

phase  of  flight

(gate, taxi, 

flight,  taxi,  gate) 

List of 

relevant

differences for 

each 

manoeuvre 

between the 

base 

aeroplane  and 

the  difference 

aeroplane.

Impact on

flight

characteris 

tics 

(performa 

nce  and/or 

handling) 

Impact

on

procedu

res  (Yes 

or No) 

Assessment of  the  difference 

levels according to Table 4

4  Compilation of ODR Tables 

4.1  ODR 1 ­ Aeroplane general 

a.  The general characteristics of the  difference  aeroplane should  be compared 

with the base aeroplane with regard to: 

i.  General dimensions and aeroplane design; 

ii.  Cockpit general design; 

iii.  Cabin layout; 

iv.  Engines (number, type and position); 

v.  Limitations (flight envelope).  4.2  ODR 2 ­ Aeroplane systems 

a.  Consideration should be given to differences in design between the difference 

aeroplane and the base aeroplane. This comparison should be completed using 

the ATA 100 index to establish system and subsystem classification and then

an analysis performed for each index item with respect to main architectural, 

functional and/or operations elements, including controls and indications on the 

systems control panel.  4.3  ODR 3 ­ Aeroplane manoeuvres (operational differences) 

a.  Operational differences encompass normal, abnormal and emergency situations 

and include any change in aeroplane handling and flight management. It is 

necessary to establish a list of operational items for consideration on which an

analysis of differences can be made. The operational analysis should take the 

following into account: 

i.  Cockpit dimensions (e.g. size, cut­off angle and pilot eye height); 

ii.  Differences in controls (e.g. design, shape, location, function); 

iii.  Additional or altered function (flight controls) in normal or abnormal 

conditions; 

iv.  Procedures; 

v.  Handling qualities (including inertia) in normal and abnormal 

configurations; 

vi.  Performance in manoeuvres; 

vii.  Aeroplane status following failure; 

vii.  Management (e.g. ECAM, EICAS, navaid selection, automatic checklists).
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4.4  Once the  differences for ODR 1, ODR 2 and ODR  3  have  been established, the 

consequences of differences evaluated in terms of Flight Characteristics (FLT CHAR) 

and Change of  Procedures (PROC CHNG) should be  entered into the appropriate 

columns.  4.5  Difference Levels ­ crew training, checking and currency 

4.5.1  The final stage of an operator’s proposal to operate more than one type or variant is 

to establish crew training, checking and currency requirements. This may be 

established by applying the coded difference levels from Table 4 to the Compliance 

Method column of the ODR Tables.  5  Differences items identified in the ODR systems as impacting flight characteristics,  and/or procedures, should be analysed in the corresponding ATA section of the ODR 

manoeuvres.  Normal, abnormal and emergency situations should be addressed 

accordingly.  6  Table 4 ­ Difference Levels versus training 

Difference Level

Method/Minimum 

Specification for Training 

Device 

A: Represents knowledge requirement.  Self  Instruction throughoperating  bulletins  or 

differences handouts 

B:  Aided instruction is  required  to ensure  crew 

understanding, emphasise issues,  aid retention of 

information, or : 

aided instruction with partial application of procedures 

Aided instrucion e.g.

computer based training 

(CBT), class room instruction

or video tapes. 

Interactive CBT

C:  For  variants  having  part task  differences  affecting 

skills or abilities as well as knowledge. Training device 

required  to ensure  attainment and  retention of  crew 

skills 

FSTD (FTD(A), Level 1) 

D:  Full  task  differences  affecting  knowledge,  skills 

and/or  abilities  using  FSTDs  capable  of  performing 

flight manoeuvres. 

FSTD (FTD(A), Level 2) 

E:  Full tasks differences  requiring  high fidelity 

environment to attain and  maintain knowledge  skills 

and abilities. 

FSTD (FFS, Level C) 

Note:  Levels A and B require familiarisation training, levels C, D and E require differences 

training. For Level E, the nature and extent of the differences may be such that it is 

not possible to fly  both types or variants with a credit in accordance with AMC1 

OR.OPS.155.FC sub­paragraph 1.4(g).

GM OR.OPS.155.FC Operation on more than one type or variant 

AEROPLANES 

1  Terminology 

1.1  The terms used in the context of the operation of  more than one type  or variant

have the following meaning: 

a.  Base aeroplane. An aeroplane, or a group of  aeroplanes, designated by an

operator and used as a reference to compare differences with other aeroplane 

types/variants within an operator’s fleet.
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b.  Aeroplane variant. An aeroplane, or a group  of aeroplanes, with the same 

characteristics but which have differences from a base aeroplane which

require  additional flight crew knowledge, skills, and or  abilities that affect

flight safety.  c.  Credit. The recognition of training, checking or recent experience on one type 

or variant as being valid for another type or variant because of sufficient

similarities between the two types or variants.  d.  Differences training. See AMC to FCL.710.  e.  Familiarisation training. See AMC to FCL.710. 

f.  Operator Difference Requirements (ODRs). A formal description of differences 

between types or variants flown by a particular operator.  1.2  Training and checking difference levels 

a.  Level A

i.  Training. Level A training can be adequately  addressed through self­ 

instruction by a crew member through page revisions, bulletins or 

differences handouts. Level A introduces a  different version of a 

system or component which the crew member has already shown the 

ability to use  and understand.  The  differences result in no,  or only 

minor, changes in procedures. 

ii.  Checking. A check related to differences is not required at the time of 

training. However, the crew member is responsible for acquiring the 

knowledge and may be checked during proficiency checking.  b.  Level B

i.  Training. Level B training can be adequately addressed through aided 

instruction such as slide/tape presentation, computer based instruction

which may be interactive, video or classroom instruction. Such training 

is typically  used for part­task systems requiring knowledge and 

training with, possibly, partial application of procedures (e.g.  fuel or 

hydraulic systems etc.). 

ii.  Checking. A written or oral check is required for initial and recurrent

differences training.  c.  Level C

i.  Training. Level C training should be accomplished by use of “hands on” 

Flight Training Device (FTD) Level 1 or higher.  The differences affect

skills, abilities as well as knowledge but do not require the use of “real 

time” devices. Such training covers  both normal and non­normal 

procedures (for example for flight management systems). 

ii.  Checking. An FSTD used for training level C or higher is used for a 

check of conversion and recurrent training. The check should utilise a  “real time” flight environment such as the demonstration of the use of 

a flight management system. Manoeuvres not related to the specific 

task do not need to be tested.  d.  Level D 

i.  Training. Level D training addresses differences that affect knowledge,  skills and abilities for which training will be given in a simulated flight

environment involving “real time” flight manoeuvres for which the use 

of a Flight Training Device  (FTD) Level 1 would not suffice, but for 

which motion and visual clues are not required. Such training would 

typically involve a Flight Training Device (FTD) Level 2. 

ii.  Checking. A proficiency check for each type or variant should  be 

conducted following both initial and recurrent training. However, credit

may be given for manoeuvres common to each type or variant and 

need not be  repeated. Items trained to level D differences may be
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checked in Flight Training Device (FTD) Level 2. Level D checks will

therefore comprise at least a full proficiency check on one type or 

variant and a partial check at this level on the other.  e.  Level E

i.  Training. Level E provides a realistic and operationally oriented flight

environment achieved only by the  use of Level C or D Full Flight

Simulators or the aeroplane itself. Level E training should be 

conducted for types and variants which are significantly different from 

the base aeroplane and/or for which there are significant differences in

handling qualities. 

ii.  Checking. A  proficiency check on each type or  variant should  be 

conducted in a level C or D Full Flight Simulator or the aeroplane itself.  Either training or checking on each Level E type or variant should be 

conducted every 6 months. If training and checking are alternated, a 

check on one type or variant should be followed by training on the 

other so that a crew member  receives at least one check every 6 

months  and at least one check on each type or variant every  12

months.  2  Philosophy 

2.1  The concept of operating more than one  type or variant depends upon the 

experience, knowledge and ability of the operator and the flight crew concerned.  2.2  The first consideration is whether or not the  two aeroplane  types or variants  are 

sufficiently similar to allow the safe operation of both.  2.3  The second consideration is  whether or not the types  or variants are sufficiently 

similar for the training, checking and recent experience items completed on one type 

or variant to replace those required on the similar type or variant. If these 

aeroplanes are similar in these respects, then it is possible to have credit for 

training, checking and recent experience. Otherwise, all training, checking and 

recent experience requirements prescribed in this Section should be completed for 

each type or variant within the relevant period without any credit.  3  Differences between aeroplane types or variants 

3.1  The first stage in any operator’s submission for crew multi­type or variant

operations is to consider the differences between the types or variants. The principal

differences are in the following three areas: 

a.  Level of technology. The level of technology of each aircraft type or variant

under consideration encompasses at least the following design aspects: 

i.  Cockpit layout (e.g. design philosophy chosen by a manufacturer); 

ii.  Mechanical versus electronic instrumentation; 

iii.  Presence or absence of Flight Management System (FMS); 

iv.  Conventional flight controls (hydraulic, electric or manual controls) 

versus fly­by­wire; 

v.  Side­stick versus conventional control column; 

vi.  Pitch trim systems; 

vii.  Engine type and technology level (e.g. jet/turboprop/piston, with or 

without automatic protection systems.  b.  Operational differences. Consideration of operational differences involves 

mainly the pilot machine interface, and the compatibility of the following: 

i.  Paper checklist versus automated display of  checklists or messages 

(e.g. ECAM, EICAS) during all procedures; 

ii.  Manual versus automatic selection of nav­aids; 

iii.  Navigation equipment;
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iv.  Aircraft weight and performance.  c.  Handling characteristics. Consideration of handling characteristics  includes 

control response, crew perspective and handling techniques in all stages of 

operation. This encompasses flight and ground characteristics as well as 

performance influences (e.g. number  of engines). The capabilities of the 

autopilot and auto­thrust systems may affect handling characteristics as well

as operational procedures.  4  Training, checking and crew management.  Alternating training and proficiency 

checking  may be permitted if the submission to operate more  than one  type  or 

variant shows clearly that there are sufficient similarities in technology, operational 

procedures and handling characteristics.  5  An example of completed ODR tables for an operator’s proposal for flight crews to

operate more than one type or variant may appear as follows: 

Table 1 ­ ODR 1 ­ AEROPLANE GENERAL

BASE AEROPLANE: ‘X’ 

DIFFERENCE AEROPLANE: ‘Y’  COMPLIANCE METHOD 

GENERAL  DIFFERENCES  FLT

CHAR

PROC

CHNG

Training Checking 

Recent 

Experience

Cockpit 

Same cockpit 

arrangement, 2 

observers seats on ‘Y’ 

NO  NO  A  /  / 

Cabin 

‘Y’ max certificated

passenger capacity: 

335, ‘X’: 179 

NO  NO  A  /  / 

Table 2 ­ ODR 2 ­ SYSTEMS 

BASE AEROPLANE: ‘X’ 

DIFFERENCE AEROPLANE: ‘Y’  COMPLIANCE METHOD 

SYSTEMS  DIFFERENCES  FLT

CHAR

PROC

CHNG

Training Checking

Recent 

Experience

21 Air 

Conditioning

­ Trim air 

system 

­ packs 

­  cabin 

temperature

NO 

NO 

NO 

YES 

NO 

YES 

B  B  B 

22 Auto flight 

­ FMGS 

architecture

­ FMGES 

functions 

­  reversion 

modes 

NO 

NO 

NO 

NO 

YES 

YES 

B 

C

D 

B 

C

D 

B 

B 

D 

23 Communica­  tions
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Table 3 ­ ODR 3 ­ MANOEUVRES

BASIC AEROPLANE: ‘X’ 

DIFFERENCE AEROPLANE: ‘Y’  COMPLIANCE METHOD 

MANOEUVRES  DIFFERENCES  FLT

CHAR

PROC

CHNG

Training Checking

Recent 

Experience

Taxi

­ Pilot eye

height, turn 

radius, 

­ two engine

taxi (1&4) 

YES 

NO 

NO 

NO 

D 

A 

D 

/ 

/ 

/ 

Take­off

Flight 

Characteristics 

in ground law 

YES  NO  E  E  E 

Rejected take­  offReverser 

actuation logic 

YES  NO  D  D  D 

Take­off engine

failure

­ V 1 /V r split 

­ Pitch 

attitude/later 

al control

YES(P) 

* 

YES(H) 

* 

NO 

NO 

B 

E 

B 

E 

B 

*P = Performance, H = Handling

Section VI – Cabin Crew 

Chapter 1 ­ Common Requirements 

GM OR.OPS.110.CC Conditions for assignment of cabin crew to duties 

SELF­EMPLOYED, FREELANCE OR PART­TIME CABIN CREW

Before  assigning to duties  a  cabin crew member  who is  self­employed and/or  working on a 

freelance  or  part­time  basis,  the  operator  should  give particular  attention to all applicable 

requirements of this Section with special regard to the number of aircraft types and variants 

operated and to flight and duty time limitations and rest requirements.

AMC1 OR.OPS.115.CC Training courses and associated checking 

INITIAL TRAINING COURSE

1  For  non­commercial operations,  cabin crew members  holding  a valid  cabin crew

attestation in accordance with Part­CC and proficient on the aircraft type to be operated 

need  not be  provided by  the  operator  with all the  training  required  in Part­CC but

should be trained in accordance with the applicable requirements of Part­OR.  2  The initial training may be combined with the first aircraft type training courses when

all such training courses are provided to the cabin crew member by the same operator 

and the respective training subjects are properly covered and recorded.

AMC2 OR.OPS.115.CC Training courses and associated checking 

CREW RESSOURCE MANAGEMENT– CRM INSTRUCTORS AND TRAINING PROGRAMMES

1. CRM Instructor qualifications 

1.1  All personnel conducting training  should be  suitably qualified to integrate elements 

of CRM into all appropriate training programmes.  1.2  A training and standardisation programme for CRM instructors should be 

established.
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1.3  Cabin crew CRM instructors should: 

a.  have suitable experience of commercial air transport as a cabin crew

member; 

b.  have received instruction on Human Factors Performance Limitations (HPL); 

c.  have completed an Introductory CRM course and the cabin crew CRM training 

courses applicable by operators; 

d.  have received instructions in training skills in order to conduct CRM courses; 

and 

e.  be supervised by suitably qualified CRM instructors when conducting their 

first CRM training course.  1.4  An experienced non­cabin crew CRM instructor may continue to be a cabin crew CRM

instructor, provided that the provisions of paragraph 1.3 b) to e) are satisfied and 

that a satisfactory knowledge has been demonstrated of the nature of the operation

and the  relevant specific  aircraft types  showing  a suitable knowledge of the cabin

crew working environment.  1.5  Instructors integrating elements of CRM into aircraft type training, recurrent

training, or  senior  cabin crew training  should have acquired relevant knowledge of 

human factors and have completed appropriate CRM training.  2  CRM training programmes 

2.1  There should be an effective liaison between flight crew and cabin crew training 

departments. Provision should be made for  flight and cabin crew instructors to

observe and comment on each others training. Consideration should be given to

creating flight deck scenarios on video for  playback to all cabin crew during 

recurrent training,  and to providing the opportunity for cabin crew, particularly 

senior cabin crew, to participate in Flight Crew LOFT exercises.  2.2  The  programme  of  each  CRM training  course, their  contents  and  the  level to be 

achieved, should comply with the relevant elements specified in CRM training Table 1 as 

applicable to the appropriate training course to be completed.
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CRM Training ­ Table 1

Training Elements

Operator’s

CRM 

Training 

Operator’s

Aircraft Type 

Training CRM 

Operator’s

Annual

Recurrent 

CRM Training 

Senior

Cabin Crew

Course 

General Principles

Human factors in aviation 

General instructions on CRM principles and objectives 

Human performance and limitations 

Not required Not required Not required Overview

Relevant to the individual cabin crew member

Personality awareness, human error and reliability,  attitudes and behaviours, self­assessment 

Stress and stress management 

Fatigue and vigilance

Assertiveness, situation awareness, information 

acquisition and processing

Not required Not required

Overview 

(3 year cycle) 

Not required

Relevant to the whole aeroplane crew

Error prevention and detection 

Shared situation awareness, information acquisition 

and processing

Workload management 

Effective communication and co­ordination between all 

crew members including the flight crew as well as 

inexperienced cabin crew members, cultural 

differences 

Leadership, cooperation, synergy, decision­making,  delegation 

Individual and team responsibilities, decision making,  and actions 

Identification and management of the passenger  human factors: crowd control, passenger stress,  conflict management, medical factors 

In­depth 

Relevant 

to the type(s) 

Specifics related to aeroplane types (narrow/wide

bodies, single/multi deck), flight crew and cabin crew 

composition and number of passengers 

Not required In­depth 

Overview 

(3 year cycle) 

Rein­ 

forcement 

(relevant to 

the senior 

cabin crew 

duties)

Relevant to the operator and the organisation

Company safety culture, SOPs, organisational factors, 

factors linked to the type of operations 

Effective communication and co­ordination with other  operational personnel and ground services 

Participation in cabin safety incident and accident 

reporting

In­ depth 

Overview 

(3 year cycle) 

Case­based studies  Required

Relevant to the

type(s) 

Required

Rein­ 

forcement 

(relevant to 

the Senior 

cabin crew 

duties)
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GM OR.OPS.115.CC Training courses and associated checking 

CREW RESSOURCE MANAGEMENT (CRM) 

1  Introduction to CRM

1.1  Crew Resource Management should be the  effective utilisation of all available 

resources (e.g. crew members, aeroplane systems, and supporting facilities) to

achieve safe and efficient operation.  1.2  The objective of CRM should be to enhance the communication and management

skills of the crew member, as well as the importance of effective co­ordination and 

two­way communication between all crew members.  1.3  Operator’s  CRM training should reflect the culture of the operator,  the scale and 

scope of the operation together  with associated operating procedures  and areas of 

operation which produce particular difficulties.  2  General principles for CRM training for cabin crew

2.1  Cabin crew CRM training should focus on issues related to cabin crew duties, and 

therefore, should be different from flight crew CRM training.  However,  the co­  ordination of the tasks and functions  of flight crew and cabin crew should be 

addressed.  2.2  Whenever it is practicable to do so, combined training should be provided to flight

crew and cabin crew, particularly senior cabin crew members, including feedback.  2.3  Where appropriate, CRM principles should be integrated into relevant parts of cabin

crew training.  2.4  CRM training should include group discussions and the review of accidents and 

incidents (case­based studies).  2.5  Whenever it is practicable to do so, relevant parts of CRM training should form part

of the training conducted in cabin mock­ups or aircraft.  2.6  CRM training courses should be conducted in a structured and realistic manner.  2.7  There should be no assessment of CRM skills. Feedback from instructors or members 

of the group on individual performance should be given during training to the 

individuals concerned.  3  CRM Training for senior cabin crew

3.1  CRM training for senior cabin crew Members should be the application of knowledge 

gained in previous CRM training and operational experience  relevant to the specific 

duties and responsibilities of a senior cabin crew member.  3.2  The senior cabin crew member should demonstrate ability to manage the operation

and take appropriate leadership/management decisions.
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AMC OR.OPS.125.CC Operator’s aircraft type training and differences training

TRAINING PROGRAMME

1 Description of the cabin configuration

The description should cover all elements specific to the operator’s cabin configuration

and  any  differences  with those  previously  covered  in accordance  with CC.TRA.125, 

including: 

1.1  cabin crew seats (including direct view) location/restraint systems/control panels; 

1.2  passenger seats­presentation; 

1.3  flight deck security door­components/use; 

1.4  designated stowage areas; 

1.5  lavatories location/lavatory doors  and lavatory systems/emergency  equipments in the 

lavatory/calls and signs; 

1.6  galley­location/appliances/water  and  waste system,  including  shut off,  sinks, 

drains/stowage/control panels/calls; 

and where applicable: 

1.7  crew rest areas­ location/systems/controls/safety equipment; 

1.8  class dividers/curtains/partitions; 

1.9  lift location/use/controls; 

1.10 stowage for the containment of waste; and 

1.11 passenger hand rail system or alternative means. 

2 Safety equipment

Each cabin crew member should receive realistic training on and demonstration of the 

location and use of all safety equipment carried including: 

2.1  lifejackets, infant lifejackets and flotation cots; 

2.2  first­aid oxygen; 

2.3  fire extinguishers and protective breathing equipment (PBE); 

2.4  fire axe or crow­bar; 

2.5  emergency lights including torches; 

2.6  communication equipment, including megaphones; 

2.7  survival packs and their contents; 

2.8  pyrotechnics (actual or representative devices); 

2.9  first­aid kits, emergency medical kits and their contents; and 

2.10 other portable safety equipment where applicable.

3 Passenger briefing and safety demonstrations

Training  should be given in the preparation of passengers for normal and emergency 

situations. 

3 Normal and emergency procedures

Each cabin crew member  should  be trained to the  operator’s normal and  emergency 

procedures as applicable with particular emphasis to the following: 

3.1  passenger briefing, safety demonstration and cabin surveillance; 

3.2  severe air turbulence; 

3.3  sudden decompression, including the  donning of  portable  oxygen equipment by each 

cabin crew member; and 

3.4  other in­flight emergencies. 

4 Passenger handling and crowd control

Training should be provided on the practical aspects of passenger handling and crowd control

in various emergency  situations  as  applicable to the  operator’s  aircraft configuration,  and 

should cover the following:
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4.1  communications between flight crew and cabin crew and use of all communications 

equipment, including the difficulties of co­ordination in a smoke­filled environment; 

4.2  verbal commands; 

4.3  the physical contact that may be needed to encourage people out of an exit and 

onto a slide; 

4.4  the re­direction of passengers away from unusable exits; 

4.5  the marshalling of passengers away from the aeroplane; 

4.6  the evacuation of  special categories of passengers with emphasis on passengers 

with disabilities or reduced mobility; and 

4.7  authority and leadership.

5 Fire and smoke training

5.1  Each cabin crew member should receive realistic and practical training in the use of all

fire­fighting equipment including protective clothing representative of that carried in the 

aircraft; 

5.2  Each cabin crew member should be trained in extinguishing an actual fire characteristic 

of an aircraft interior fire except that, in the case of Halon extinguishers, an alternative 

extinguishing agent may be used and in the donning and use of protective breathing 

equipment in an enclosed simulated smoke­filled environment.  6 Operator’s evacuation procedures

Training  should  include  all operator’s  procedures  applicable to planned  or  unplanned 

evacuations  on land  or  water including  when relevant the  additional  actions  required 

from cabin crew members responsible for a pair of exits. 

7 Pilot incapacitation

Unless the minimum flight crew is more than 2,  each cabin crew member  should  be 

trained in the procedure for flight crew member incapacitation and should operate the 

seat  and  harness  mechanisms.  Training  in the  use  of  flight crew  members'  oxygen

system  and  use  of  the  flight crew members'  checklists,  where  required  by  the 

operator's standard operating procedures  (SOP's), should be conducted by a practical

demonstration.  8 Crew resource management (CRM)

9.1  Each cabin crew  member  should  complete  the  operator's  CRM training  covering the 

applicable training elements specified in CRM Training Table 1 

9.2  When a cabin crew member undertakes a type training course on another aircraft type,

the applicable training elements specified in CRM Training Table 1 should be covered.

9.3  The operator's CRM training and aircraft type CRM training should be conducted by at 

least one cabin crew CRM instructor.

GM OR.OPS.125.CC Operator’s aircraft type training and differences training 

TRAINING PROGRAMME

The programme of aircraft type training and of differences training may be developed taking 

account of the cabin crew member's previous training as described in the training  records of 

the cabin crew member concerned.

AMC OR.OPS.130.CC Familiarisation 

FAMILIARISATION FLIGHTS AND AIRCRAFT VISITS

1  For non­commercial operations, the cabin crew member should be assigned to operate 

at least 2 flight sectors under supervision on the aircraft type to be operated or comply 

with one of the following provisions.
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2  For commercial  air transport operations, familiarisation of cabin crew to a new

aircraft type or variant should be completed  in accordance with the following as 

relevant: 

2.1  New entrant cabin crew

Each new entrant cabin crew member having no previous comparable operating 

experience should: 

a. Participate in a visit as described in paragraph 4 to the aircraft to be operated; 

and 

b. Participate in familiarisation flights as described in paragraph 3. 

2.2  Cabin crew operating on a subsequent aircraft type 

A cabin crew member  assigned to operate on a  subsequent aircraft type with the 

same operator should participate either: 

a. in a familiarisation flight as described in paragraph 3 below; or 

b. in a visit as described in paragraph 4 to the aircraft type to be operated.

3  Familiarisation flights 

3.1  During  familiarisation flights,  the  cabin crew member  should  be additional to the 

minimum  number  of  cabin crew  required by  OR.OPS.105.CC and  OR.OPS.205.CC as 

applicable.

3.2  Familiarisation flights should: 

a. be conducted under the supervision of the senior cabin crew member; 

b. be structured and involve the cabin crew member in the participation of safety 

related pre­flight, in­flight and post­flight duties; 

c.  be  operated  with the  cabin crew  member  wearing  the  operator’s  cabin crew

uniform; and 

d. form part of the training record of each cabin crew member. 

4  Aircraft visits 

4.1  The purpose of aircraft visits is to familiarise  the  cabin crew member with the 

aircraft environment and its equipment.  Accordingly,  aircraft visits should be 

conducted by suitably qualified persons. The aircraft visit should provide an

overview of the aircraft’s exterior, interior and systems including the following: 

a. interphone and public address systems; 

b. evacuation alarm systems; 

c.  emergency lighting; 

d. smoke detection systems; 

e. safety/emergency equipment; 

f.  flight deck; 

g. cabin crew stations; 

h.  toilet compartments; 

i.  galleys, galley security and water shut­off; 

j.  cargo areas if accessible from the passenger compartment during flight; 

k.  circuit breaker panels located in the passenger compartment; 

l.  crew rest areas; and 

m.  exit location and its environment.  4.2  An aircraft familiarisation visit may  be combined with the  operator’s  aircraft type 

training required by OR.OPS.125.CC.
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AMC OR.OPS.135.CC Operator’s recurrent training and associated checking 

TRAINING PROGRAMME AND VALIDITY 

1  Training programme 

1.1  Training on the location and handling of emergency equipment should include oxygen

systems, and the donning by each cabin crew member of lifejackets, portable oxygen

and protective breathing equipment (PBE); 

1.2  Training  on emergency  situations  should  cover  pilot incapacitation procedures  and 

crowd control techniques; 

1.3  Crew resource management training should satisfy the following: 

a. The  applicable  training  elements  in CRM Training  Table  1  should  be  covered 

within a three year cycle to the level required by Column Annual Recurrent CRM

Training.

b. The definition and implementation of the programme should be managed by a 

cabin crew CRM instructor. 

c.  When CRM training is provided by stand­alone modules, it should be conducted 

by at least one cabin crew CRM instructor. 

1.4  Training  on operation of  normal and  emergency  exits  should  be  conducted  in an

aeroplane or representative training device; and cover failure of power assist systems 

where fitted. This is to include the  action and forces  required to operate and  deploy 

evacuation slides,  and  additional training  when relevant for  cabin crew  members 

responsible for a pair of exits. 

1.5  Training  in the  use  of  all fire­fighting  equipment,  including  protective  clothing,

representative of that carried in the aircraft should include: 

a. extinguishing a fire characteristic of  an aircraft interior fire except that, in the 

case  of  Halon extinguishers,  an alternative  extinguishing  agent may  be  used; 

and 

b. the donning  and  use  of  protective breathing equipment by each cabin crew

member in an enclosed, simulated smoke­filled environment.  2  Validity period 

2.1.  The  remainder  of  the  month of  completion of  the  annual  recurrent training  and 

associated checking may be added to the 12 calendar months period of validity. 

2.2.  If issued within the final 3 calendar months of validity of a previous check, the period of 

validity should extend from the date of issue until 12 calendar months from the expiry 

date of that previous check.

AMC OR.OPS.140.CC Operator’s refresher training and checking 

TRAINING PROGRAMME

1  Training  on procedures should include  pilot incapacitation and  crowd  control as 

applicable to the type; 

2  Operation of  doors  and  exits  by  each cabin crew  member  should  include  failure  of 

power assist systems where fitted as well as the action and forces required to operate 

and deploy evacuation slides; and 

3  Demonstration of the operation of all other exits should include flight deck windows.

GM OR.OPS.140.CC Operator’s refresher training and checking 

FREQUENCY OF REFRESHER TRAINING

For aircraft with complex equipment or procedures, the operator should consider the need for 

refresher training to be  completed  by  cabin crew members  who have  been absent of flying 

duties for less than 6 months.
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Chapter 2 ­ Additional requirements for commercial air transport 

AMC OR.OPS.205.CC number and composition of cabin crew 

DETERMINATION OF THE NUMBER AND COMPOSITION OF CABIN CREW

1  Factors to be taken into account when determining the  minimum number  of  cabin

crew should include: 

1.1  the number of exits; 

1.2  the type of exits and their associated slides; 

1.3  the location of exits in relation to cabin crew seats and the cabin layout; 

1.4  the location of cabin crew seats taking into account cabin crew duties in an emergency 

evacuation including: 

a. opening floor level exits and initiating stair or slide deployment; 

b. assisting passengers to pass through exits; and 

c.  directing passengers away from inoperative exits, crowd control and passenger 

flow management; 

1.5  actions required to be performed by cabin crew in ditchings, including the deployment

of slide­rafts and the launching of life­rafts; 

1.6  additional actions required to be performed by cabin crew members when responsible 

for a pair of exits; and 

1.7  the type and duration of the flight to be operated.

2  When the number of cabin crew is reduced below the minimum required by 

OR.OPS.105.CC or  OR.OPS.205.CC (a)  as  applicable,, for example  in the event of 

incapacitation of cabin crew, consideration should be given at least to the following: 

2.1  Reduction of passenger numbers; 

2.2  Re­seating  of  passengers  with due  regard  to exits  and  other  applicable  aeroplane 

limitations; and 

2.3  Relocation of cabin crew and any change of procedures. 

3  When scheduling cabin crew for  a flight, an  operator should establish procedures 

which take account of the experience of each cabin crew member such that the 

required cabin crew includes some cabin crew members who have at least 3 months 

operating experience as a cabin crew member.

AMC OR.OPS.205.CC (e)  Number and composition of cabin crew 

REDUCED MINIMUM CABIN CREW DURING GROUND OPERATIONS 

During ground operations if reducing the minimum required number of cabin crew members, 

the operator should ensure that the procedures required by OR.OPS.205.CC (e) (iii) include at

least a specific procedure for the evacuation of passengers with the reduced number of cabin

crew and specify that: 

1  the senior cabin crew member should have performed the pre­boarding safety briefing 

to the cabin crew; 

2  the pre­boarding cabin checks should have been completed; and 

3  the senior cabin crew member should be present in the passenger cabin.

GM OR.OPS.205.CC (e)  Number and composition of cabin crew 

MINUMUM CABIN CREW DURING GROUND OPERATIONS 

During ground operations, if reducing the minimum required number of cabin crew members, 

the operator should have established operational procedures to ensure that: 

1  electrical power is available on the aeroplane; 

2  a means of initiating an evacuation is available to the senior cabin crew member or at
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least one member of the flight crew is on the flight deck; 

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

4  cabin crew remain aware of the position of servicing and loading vehicles at and near 

the exits.

AMC OR.OPS.250 CC Operations on more than one type or variant 

DETERMINATION OF  SIMILARITIES  FOR  TYPES  AND VARIANTS  RELATED TO  OPERATOR’S 

SPECIFICS 

1  When determining similarity of location and type of portable safety equipment the 

following factors should be assessed to justify the finding of similarity: 

1.1  all portable safety equipment is stowed  in the same, or in exceptional 

circumstances, in substantially the same location; 

1.2  all portable safety equipment requires the same method of operation; 

1.3  portable safety equipment includes: 

a.  fire fighting equipment; 

b.  protective breathing equipment (PBE); 

c.  oxygen equipment; 

d.  crew lifejackets; 

e.  torches; 

f.  megaphones; 

g.  first aid equipment; 

h.  survival equipment and signalling equipment; and 

i.  other safety equipment where applicable.  2  The emergency procedures include, but are not limited, to the following: 

2.1  land and water evacuation; 

2.2  in­flight fire; 

2.3  decompression; and 

2.4  pilot incapacitation.

GM OR.OPS.250.CC Operations on more than one type or variant 

SAFETY BRIEFING FOR CABIN CREW

When changing aeroplane type or variant during a series of flights, the cabin crew safety 

briefing should include a  representative sample of type specific normal and emergency 

procedures and safety equipment applicable to the actual aircraft type to be operated.

AMC OR.OPS.260.CC (b)  Senior cabin crew member 

TRAINING PROGRAMME

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

1  Pre­flight briefing: 

1.1  operating as a crew; 

1.2  allocation of cabin crew stations and responsibilities; and 

1.3  consideration of  the  particular  flight,  including aeroplane  type, equipment,  area and 

type of operation including ETOPS, and special categories of passengers with particular
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attention to disabled  persons,  persons  with reduced mobility,  infants  and  stretcher 

cases. 

2  Cooperation within the crew: 

2.1  discipline, responsibilities and chain of command; 

2.2  importance of co­ordination and communication; and 

2.3  pilot incapacitation.  3  Review of operator's requirements and legal requirements: 

3.1  passenger safety briefing, safety cards; 

3.2  securing of galleys; 

3.3  stowage of cabin baggage; 

3.4  electronic equipment; 

3.5  procedures when fuelling with passengers on board; 

3.6  turbulence, and 

3.7  documentation.  4  Accident and incident reporting 

5  Human factors and Crew Resource Management

The  operator  should ensure that all applicable elements of  CRM Training Table 1  are 

integrated into the training and covered to the level required by Column Senior Cabin

Crew Course.

6  Flight and duty time limitations and rest requirements.

GM OR.OPS.260.CC (b)(5) Senior cabin crew member 

CRM TRAINING

Whenever practicable, the CRM training should include the participation of senior cabin crew

members in flight simulator Line Oriented Flying Training exercises.

AMC OR.OPS.260.CC (c)  Senior cabin crew member 

RESPONSIBILITY TO THE PILOT_IN_COMMAND

During turbulence, in the  absence  of any instructions from the flight crew, the  senior  cabin

crew member should for safety or security purposes discontinue non­safety­related duties and 

advise the flight crew of the level of turbulence being experienced and the need for the fasten

seat  belt signs  to be  switched  on.  This  should  be  followed  by the  cabin crew securing the 

passenger cabin and other applicable areas.

Section VII – Technical crew member in HEMS, HHO and NVIS operations 

AMC OR.OPS.015.TC Conditions for assignment of technical crew to duties 

GENERAL

1  A technical crew member in HEMS, HHO and NVIS operations should undergo an initial

medical examination and  assessment and,  if  applicable, a  re­assessment before 

undertaking duties. 

2  Any medical assessment or re­assessment should be carried out by a general medical

practitioner who has sufficient detailed knowledge of best aero­medical practice and the 

applicant’s medical background.

3  An operator  should  maintain a  record  of  medical fitness  for each technical crew

member. 

4  Technical crew members should: 

a. be in good health;
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b. be free from any physical or mental illness which might lead to incapacitation or 

inability to perform crew duties; 

c.  have normal cardiorespiratory function; 

d. have normal central nervous system; 

e. have adequate visual acuity 6/9 with or without glasses; 

f.  have adequate hearing; and 

g. have normal function of ear, nose and throat. 

5  Before  assigning  to duties  those  technical crew members,  who are  self­employed 

and/or working on a freelance or part­time basis, the operator shall ensure that they 

comply  with all applicable  requirements  of  this  Section with special  regard  to the 

maximum  number  of  aircraft types  and  variants  operated  by  that technical crew

member.

AMC1 OR.OPS.20.TC Initial and type­related training

INITIAL TRAINING

1  Initial training should include: 

a. Fire and Smoke Training, including: 

i.  reactions to emergencies involving fire  and  smoke  and identification of 

the fire sources; 

ii.  The  classification of  fires  and  the  appropriate type  and  techniques  of 

application of extinguishing agents, the consequences of misapplication,  and of use in a confined space; and 

iii.  The  general procedures  of  ground­based emergency  services  at

aerodromes. 

b. When conducting  extended overwater  operations,  Water  Survival Training,

including the use of personal flotation equipment.  c.  Before  first operating  on an aircraft fitted  with life­rafts or  other similar 

equipment, training on the use of this equipment, including practice in water. 

d. Survival Training  appropriate  to the  areas  of operation,  (e.g. polar, desert, 

jungle, sea or mountain).

e. Medical aspects and First Aid, including: 

i.  Instruction on first aid and the use of first­aid kits; and 

ii.  The physiological effects of flying.

f.  Effective  communication between technical crew members and  flight crew 

members including common language and terminology.

g. Task­specific  training  when involved  in operations  other  than  commercial  air 

transport; and 

h.  Relevant CRM elements.

AMC2 OR.OPS.20.TC Initial and type­related training

TYPE­RELATED TRAINING

1  Type­related training should include: 

a. Fire and smoke training, including practical training in the use of all fire fighting 

equipment as well as  protective  clothing representative  of  that carried in the 

aircraft. Each technical crew member should: 

i.  extinguish a fire  characteristic of  an  aircraft interior fire except that, in

the case of Halon extinguishers, an alternative extinguishing agent may 

be used; and 

ii.  practice the  donning  and  use  of  protective  breathing  equipment (when

fitted) in an enclosed, simulated smoke­filled environment.
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b. Practical training on operating and opening all normal and emergency exits for 

passenger  evacuation in an  aircraft or  representative  training  device  and 

demonstration of the operation of all other exits.  c.  Evacuation procedures and other emergency situations, including: 

i.  Recognition of planned or unplanned evacuations on land or water. This 

training  should include  recognition of unusable  exits or  unserviceable 

evacuation equipment; 

ii.  In­flight fire and identification of fire source; and 

iii.  Other in­flight emergencies. 

d. Training on assisting if a pilot becomes incapacitated, including a demonstration

of: 

i.  The pilot's seat mechanism; 

ii.  Fastening and unfastening the pilot's seat harness; 

iii.  Use of the pilot's oxygen equipment, when applicable; and 

iv.  Use of pilots' checklists. 

e. Training  on,  and  demonstration of, the  location and  use  of  safety  equipment

including the following: 

i.  Life­rafts,  including  the  equipment attached  to,  and/or  carried  in,  the 

raft, where applicable; 

ii.  Lifejackets, infant lifejackets and flotation cots, where applicable; 

iii.  Fire extinguishers; 

iv.  Fire axe or crow­bar; 

v.  Emergency lights including portable lights; 

vi.  Communication equipment, including megaphones; 

vii.  Survival packs, including their contents; 

viii.  Pyrotechnics (actual or representative devices); 

ix.  First­aid kits, their contents and emergency medical equipment; and 

x.  Other safety equipment or systems, where applicable. 

f.  Training  on passenger  briefing/safety  demonstrations  and  preparation of 

passengers for normal and emergency situations. 

g. Training on the use of dangerous goods, if applicable. 

h.  Task­specific training.

AMC OR.OPS.025.TC Aircraft type and differences training 

GENERAL

1  An operator  should  determine the  content of the  aircraft type  or  differences training 

taking  account of  the  technical crew member's  previous  training  as  recorded  in the 

technical crew member's training records. 

2  Aircraft type training should be conducted according to a syllabus and include the use of 

relevant equipment and  emergency  procedures  and  practice  on a  representative 

training device or on the actual aircraft.

AMC OR.OPS.035.TC Recurrent training

GENERAL

1  The training should be undertaken within the final 3 calendar months of validity of the 

previous training.

2  The annual practical training should include: 

a. Emergency procedures including pilot incapacitation;
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b. Evacuation procedures; 

c.  Touch­drills by each technical crew member for opening normal and emergency 

exits for (passenger) evacuation; 

d. The  location and  handling  of  emergency  equipment and the  donning  by  each

technical crew member of lifejackets and protective breathing equipment (PBE),

when applicable; 

e. First aid and the contents of the first­aid kit(s); 

f.  Stowage of articles in the cabin; 

g. Use of dangerous goods, if applicable; 

h.  Crew Resource Management.  3  Recurrent training should include every 3 years: 

a. practical training on operating and opening all normal and emergency exits for 

passenger  evacuation in an  aircraft or  representative  training  device  and 

demonstration of the operation of all other exits; 

b. practical training in the use of  all fire fighting equipment as  well as protective 

clothing  representative of  that carried in the  aircraft.  Each technical crew 

member should: 

i.  extinguish a fire  characteristic of  an  aircraft interior fire except that, in

the case of Halon extinguishers, an alternative extinguishing agent may 

be used; and 

ii.  practice the  donning and  use  of  protective  breathing  equipment (when

fitted) in an enclosed, simulated smoke­filled environment.  c.  Use of pyrotechnics (Actual or representative devices); and 

d. Demonstration of the use of the life­raft, where fitted.

AMC OR.OPS.040.TC Refresher training

GENERAL

1  Refresher training may include re­familiarisation flights. 

2  Refresher training should include at least the following: 

a. Emergency procedures including pilot incapacitation; 

b. Evacuation procedures; 

c.  Practical training on operating and opening all normal and emergency exits for 

passenger  evacuation in an  aircraft or  representative  training  device  and 

demonstration of the operation of all other exits; and 

d. The  location and  handling  of  emergency  equipment,  and  the  donning  of 

lifejackets, and protective breathing equipment, when applicable.

AMC OR.OPS.045.TC Checking 

GENERAL

1  Elements of training which require individual practice may be combined with practical

checks. 

2  The checks should be accomplished by the method appropriate to the type of training 

including: 

a. Practical demonstration; 

b. Computer­based assessment; 

c.  In­flight checks; and/or 

d. Oral or written tests.
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Section VIII – Flight and duty time limitations and rest requirements 

AMC OR.OPS.015.FTL(b)  Operator responsibilities 

NOMINATION OF HOME BASE

The home base nominated by the operator should not be changed for the purpose of extending 

the  FDP or  reducing the  rest period. If  operational  necessities  require the  change  of  home 

base, it should not be changed more than 4 times in any given period of 12 calendar months.

AMC OR.OPS.015.FTL(l)  Operator responsibilities 

The  operator  should take  action to change  a  schedule  or  crewing  arrangements  where the 

actual operation exceeds the maximum flight duty period, during a scheduled seasonal period,

by more than: 

1  33 % for commercial air transport operations (aeroplanes);  or 

2  15% for commercial charter and taxi operators;  or 

3  10 % in all other cases.

GM OR.OPS.025.FTL  Fatigue Risk Management System (FRMS)  and

GM OR.OPS.325.FTL  Fatigue Risk Management System (FRMS) 

When considering  this  guidance  material,  operators  should  bear  in mind  that only  those 

elements which are proportionate  to the  type,  size and complexity  of  their  operation and 

corresponding flight time specification schemes need to be taken into consideration.  The following terms are used in the context of FRMS: 

1  Fatigue.

A  physiological state  of  reduced  mental or  physical performance  capability  resulting 

from sleep loss or extended wakefulness and/or physical activity that can impair a crew 

member’s alertness  and ability to safely operate an aircraft or perform safety  related 

duties. 

2  Fatigue Countermeasures Training.

A  competency  based  training  programme designed  to develop the awareness of  all

stakeholders about how the interaction of operational, rest, sleep, circadian and lifestyle 

factors impacts on the potential fatigue and resulting crew alertness and performance 

during flight operations. 

3  Fatigue Risk Management.  The management of fatigue in a manner appropriate to the level of risk exposure and 

the nature of the operation, in order to minimise the adverse effects of fatigue on the 

safety of operations. 

4  Fatigue Risk Management System (FRMS). 

A scientifically­based, data­driven flexible approach to fatigue management that forms 

part of  an  operator’s  management system  and  involves  a  continuous  process of 

monitoring and managing fatigue risk. 

5  Safety Assessment.  Safety Assessment requires the identification of hazards and the assessment of those 

associated risks against an acceptable level of risk. 

6  Ultra long range operations (ULR).

Augmented long range flights having a planned flight duration greater than 16 hours or 

a flight duty period that exceeds 18 hours. 

A  well­developed and managed  FRMS  integrates  operational and  scientific data  such as 

physiological and  behavioural measures  in the  rostering  of  crew  members.  This  is 

accomplished by providing a balance between duty types, crew rest and recovery that enables 

crew members to be adequately rested immediately prior to their flight duties. In the case of
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extended flight duty periods with augmented crews, such as ultra long range operations, the 

planning of in­flight rest periods can be optimised.

The  successful implementation of  the  FRMS  relies  on the  concept that all relevant aspects 

addressed in this Guidance Material is being implemented rather than selective elements only. 

1.  Purpose and scope 

1.1  The  purpose  of  a  Fatigue  Risk  Management System  (FRMS)  is  to ensure  that crew 

members  are  sufficiently  alert so that they  can  operate to a  satisfactory level of 

performance and safety. 

1.2  In order to accomplish this, two types of fatigue should be taken into account, namely, 

transient fatigue and cumulative fatigue. Transient fatigue may be described as fatigue 

that is dispelled by a single sufficient period of sleep. Cumulative fatigue occurs after 

incomplete recovery from transient fatigue over multiple days and nights and recovery 

only occurs after more extensive time off including multiple periods of sleep.

1.3  An FRMS  should  be  used  in conjunction with certification specifications  or  individual

flight time  specification schemes  to meet flight and  duty  time  limitations  and  rest

requirements.  An FRMS  employs  a multi­layered  defence  as part of  an effective 

management system and uses scientific knowledge and methods of data collection and 

analysis specific to the risk. An FRMS provides a comprehensive range of safeguards in

order to control the risk associated with both transient and cumulative fatigue.

1.4  Given that fatigue  results from an interaction between sleep loss, circadian phase  (or 

24­hour  physiological cycle), and  workload,  the  risk  management components  and 

processes  based  upon this  guidance  material are  intended to provide  safeguards 

against both kinds of fatigue by recognizing: 

a. the necessity  to manage  crew member workload,  flight duty  periods, duty 

periods, and rest periods with the aim of mitigating both kinds of fatigue; 

b. the necessity to manage the duty period in which additional tasks are performed 

immediately prior to a flight or at intermediate points during a series of flights in

such a way as to prevent transient fatigue; 

c.  the necessity to limit total duty time  and flight time over specified periods for 

crew members, in order to prevent cumulative fatigue; 

d. the  necessity  to provide  crew  members  with adequate  sleep  opportunity  to

recover from fatigue before commencement of the next flight duty period; and 

e. the necessity of taking into account other related tasks the crew member may 

be required to perform in order to guard particularly against cumulative fatigue.

2  Fatigue Risk Management Concepts 

2.1  In accordance  with management system  concepts,  an  FRMS  is  a  scientifically  based,

data­driven ongoing adaptive  process that  can identify fatigue risks and  develop  and 

evaluate mitigation strategies to manage any emerging operational risks. Because it is 

based upon scientific principles and knowledge combined with sound methods of data 

collection and analysis, an FRMS will maintain a required level of safety whilst allowing 

operational flexibility. 

2.2  An FRMS is an integral part of an operator’s established management system. An FRMS 

applies suitable methodologies within management system principles and processes to

proactively  and  continuously  manage fatigue  risk through a  process  requiring  shared 

responsibility between management and crew members. Since crew feedback and non­  punitive reporting are essential elements of an FRMS, a “just culture” is integral to any 

FRMS programme. An FRMS should therefore be based on a partnership approach for 

which there is agreement between the operator, competent authority and crew member 

representatives. 

2.3  The implementation of an individual flight time specification scheme requires an FRMS 

that is adequate to manage the operational risk of that scheme.

3  Roles and Responsibilities 

3.1  The operator’s responsibilities:
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a. Develop, document and implement a comprehensive FRMS based on appropriate 

scientific principles  knowledge  and  methods, in order  to adequately manage 

fatigue­related safety risk; 

b. Include  in the  FRMS  a  comprehensive  system of  policies,  training, methods,

processes,  and  data, which are  monitored by  internal audits  within the 

framework of the operator’s management system; 

The  operator  should  provide  FRMS  education and  awareness  training  to all

stakeholder personnel (e.g., flight crew, cabin crew, flight operations/cabin crew

management personnel, rostering personnel/schedulers, etc). 

c.  Provide adequate resources for the continuing effectiveness of the FRMS; 

d. Establish mechanisms for  ongoing  consultation with its  stakeholders, the 

competent authority and crew representatives; 

FRMS  requires  a  joint effort  between management and  staff,  and  operators 

should  encourage  participation within the FRMS  through open and  effective 

communication.  The  operator  should  provide  adequate  resources  to maintain

and improve the FRMS as knowledge is gained and data is collected. Operators 

should ensure that sufficient personnel, including personnel with the appropriate 

scientific expertise where available, are used to advise the Fatigue Management

Steering Group (FMSG) which should be established by the operator, responsible 

for coordinating all fatigue management activities. 

e. A commercial operator should work cooperatively with the competent authority 

to address any issues that may need to be modified in order to obtain initial and 

continuing approval. Any reports or data, including notifiable events that suggest

any negative safety issues, should be provided to the competent authority, and 

the operator should propose satisfactory processes to mitigate any safety issues. 

Operators should  reflect in their  operations  manuals  those  elements of  their 

operations under the FRMS. 

3.2  The crew member’s responsibilities: 

a. Crew members  should  have  a  comprehensive  understanding  of  the  operator’s 

FRMS, adhere to all applicable aspects of the FRMS, and be a full partner in the 

development and implementation of the FRMS; 

b. Crew members should make best use of the facilities and opportunities that are 

provided for rest, sleep, and for the consumption of meals, and should plan and 

use  rest periods  to ensure  that sufficient sleep  is  obtained  to be  adequately 

rested before beginning their next duty period.

c.  Crew members should not perform flight related duties on an aircraft when they 

know that they are fatigued or feel unfit to the extent that the safety of flight

may be adversely affected. Crew members should report any instance when they 

believe that they are fatigued and that safety may be affected.

4  Essential components of an FRMS 

An FRMS  comprises  several essential  components.  These  are  intended  to provide 

structure  and  guidance  to assure that fatigue  risk management is  implemented 

effectively  and  that regulatory oversight is performed in a reliable and verifiable 

documented  manner. While these  components are  considered  essential, they  are not

exclusive of  others  that may  provide  additional  operational and  safety  benefits.  The 

following are the minimum components that are required for an FRMS. 

4.1  A fatigue risk management policy 

The operator’s fatigue risk management policy is an integral part of its safety policy as 

prescribed by  the  management system.  It describes the  operator’s commitment,  responsibility and governance. 

4.2  Education and awareness training programmes
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These provide management, crew members and employees associated with the safety 

of flight with knowledge of the science related to fatigue and understanding of the FRM

concept inclusive of: 

a. raising  awareness  of  the  FRMS  and  associated  responsibilities with regard  to

fatigue; 

b. training how to assess personal fatigue risk  and to identify the  early  warning 

signs of fatigue in others; 

c.  providing  information on the  operational  procedures  that are  to be  followed 

when fatigue risk is identified; 

d. providing personal strategies that can be employed to manage individual fatigue 

risk; and 

e. improving  understanding  of  sleep, circadian rhythms  (or 24­hour  physiological

cycle) and fatigue. 

4.3  Processes for the  detection,  reporting, and investigation of  fatigue  risk  including the 

analysis  of  information sources on fatigue. These  processes  should  be  based  upon

objective operational data and should enable the operator to develop and evaluate the 

effectiveness of reactive and proactive measures (e.g., trip scheduling, crew rostering,

rest periods, etc.) designed to reduce and manage fatigue risk. 

4.4  Processes for monitoring fatigue in flight crew including self­generated  reports. These 

are intended to enable timely feedback to an operator.

4.5  Processes for reporting, investigating and recording incidents that may be attributable 

wholly  or  partially  to fatigue, and  a  feedback  mechanism  within the  operators’ 

management system.

AMC OR.OPS.025.FTL(b) Fatigue Risk Management System (FRMS)

The FRMS should be appropriate to manage the risks in relation to the provisions used by the 

operator to meet the flight and duty time limitations and rest requirements.

GM OR.OPS.325.FTL  Fatigue Risk Management System (FRMS) 

COMMERCIAL OPERATORS 

Depending on the type, size and  complexity of the organisation and activities in accordance 

with OR.GEN.200(b), as well as the provisions used by the operator to meet the flight and duty 

time limitations and rest requirements, the FRMS should be adapted to address the following 

elements, as appropriate: 

1  Basic requirements for a fatigue risk management system are: 

a. a fatigue risk management policy; 

A transparent statement that establishes the commitment of senior management

to the general philosophy and goals of the operator’s FRMS. It should define the 

responsibilities of the management and employees at all levels for the elements 

of the FRMS, including direct accountability on the part of senior management.  b. an  education and awareness training  programme including  fatigue 

countermeasures training; 

c.  a fatigue management steering group (FMSG); 

d. documented  operator  procedures  and  processes  for the  management and 

implementation of  the FRMS,  including a  confidentiality  agreement for  any 

collected data; 

e. a crew fatigue reporting process with associated feedback; 

f.  a process for fatigue risk assessment; 

g. investigative  processes  for  monitoring  alertness  levels  through  data  collection

and analysis;
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Note: these processes could include the collection and analysis of individual crew

member flight and duty times and rest periods, depending on the type, size and 

complexity of the operation and the and corresponding flight time specification

scheme. 

h.  safety  and  task  risk  assessment methodology where potential areas of  high

operational risk are identified; 

i.  procedures  for  reporting, investigating, and recording  incidents  that  are 

attributable wholly or in part to fatigue; 

j.  processes  for evaluating information on fatigue  levels and  fatigue­related 

incidents, undertaking appropriate proactive measures to mitigate the effects of 

fatigue, and evaluating the effects of those measures; 

k.  an operator internal audit programme of key performance indicators; 

l.  a validation programme for FRMS changes when and if they occur; 

m.  communication channels allowing  the  reporting  and  feedback  of key 

performance indicators to both crew members and the competent authority; 

n.  safety performance measurement; 

o.  a  commitment to a positive  safety culture  including  a non­punitive working 

environment, sometimes referred to as a “just culture”;

p. the  extent to which prescriptive  regulations  may  be  deviated  from,  and  the 

mitigation factors used to justify the deviation; and 

q. a policy that encourages open and honest communications. 

2  An operator’s FRM Policy should address the following areas: 

a. A commitment from the highest levels of the organisation; 

b. A  specified  line  of  accountability  for  fatigue  risk  management in the 

organisation; 

c.  Joint ownership among all affected personnel of the FRMS; 

d. The identification of the work groups and operations covered by the FRMS; 

e. The terms of reference for the fatigue management steering group including the 

frequency of meetings; 

f.  The  policies  for  identifying  and  managing  employees  who are  fatigued  to an 

extent that  represents  a  safety  risk, including considering  provision for  opting 

out of an assignment; 

g. A commitment to provide training and resources; 

h.  A  commitment to act on recommendations  regarding fatigue  risk management

arising from internal audit; and 

i.  A commitment to a non­punitive, “just” organisational culture.

3  An operator’s FRMS education and awareness training programme  should include the 

following: 

a. Physiological effects of fatigue and fatigue recognition both as an individual and 

in others; 

b. Causes of fatigue and how to recover from fatigue; 

c.  Mitigation and countermeasure strategies; 

d. Planning rest and sleep; 

e. Circadian rhythm, circadian low, and how to best mitigate its effect; 

f.  The operator’s FRMS including operator and crew member responsibilities; and 

g. Diet and exercise, use of prescription medication, and family/lifestyle issues. 

4  A Fatigue Management Steering Group (FMSG) established by the operator, responsible 

for coordinating all fatigue management activities  (e.g., procedural recommendations, 

roster practices, data collection and analysis) within the organisation. The FMSG should 

incorporate representation of all stakeholder  groups, including those having  relevant
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scientific, data analysis, and medical expertise. The duties of the FMSG should include,

but not be limited to the following: 

a. Monitoring fatigue information sources; 

b. Investigating fatigue­related issues; 

c.  Requesting internal audit of specific issues; 

d. Proposing solutions to fatigue­related issues; 

e. Making  recommendations  on priorities  for  targeting  fatigue  management

resources; 

f.  Providing transparent and timely feedback to the crew members; 

g. Providing transparent and timely feedback to higher management; 

h.  Cooperating with internal and regulatory audits; 

i.  Overseeing the quality assurance of fatigue risk management training (initial and 

recurrent) across the organization; and 

j.  Assist in roster development, modelling and roster modifications.

AMC OR.OPS.330.FTL(c)  Flight time specification schemes for commercial operators 

INDIVIDUAL FLIGHT TIME SPECIFICATION SCHEME

(a)  The risk assessment for an individual flight time limitation scheme which is submitted to

the  competent authority  should  include  a  hazard  analysis  and  risk  management log, if 

appropriate for the type, size and complexity of the operations and the flight time limitations 

scheme. 

(b) The  details  regarding  consultation with the affected  groups  should  describe  the 

consultation with scheduling managers, crew member representatives, etc., as applicable.

AMC OR.OPS.040.FTL  Flight times and duty periods 

(a)  The total duty periods and total flight times referred to in OR.OPS.040.FTL (a) and (b)

should be spread as evenly as practicable throughout their respective periods.

(b) In addition to the  time periods  specified  in OR.OPS.040.FTL,  operators  may include 

additional limitations, such as duty hours in any 14 consecutive days, if considered useful for 

fatigue mitigation.

GM OR.OPS.040.FTL  Flight times and duty periods 

An operator should  ensure that  flight and  duty  time  limitations  and  rest requirements are 

established, implemented  and  maintained  without prejudice to the  standards  set in Council

Directive  2000/79/EC of  27 November  2000 concerning the European Agreement on the 

Organisation of Working Time of Mobile Workers in Civil Aviation.

GM OR.OPS.055.FTL  Rest periods 

Crew members should make optimum use of the opportunities and facilities for rest provided

and plan and use their rest periods appropriately.
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Section IX – Security

GM OR.OPS.020.SEC Disruptive Passenger Behaviour 

This  guidance  material is  provided with regard to the  transportation of  passengers  by 

commercial air transport operators  where  appropriate  to the  size  and  type  of  operation.  Operators engaged in non­commercial transportation of passengers  with complex motor­ 

powered aircraft may also find this guidance material useful.  To address the  effects of  unruly  passengers on flight safety,  operators  should  manage  and 

reduce the instances of disruptive passenger behaviour by means of:

­  a policy and detailed procedures on the handling of disruptive passengers;

­  restraining devices on board the aircraft;

­  clearly stated responsibilities of the crew members;

­  a warning and reporting system (documents to be on board the aircraft);

­  a communication system between the ground staff and crew members;

­  a training programme consisting of initial and recurrent training; and

­  a process for the review of disruptive passenger incidents. 

1  Disruptive Passenger Policy 

The  operator  should  establish a  policy  and  procedures  on the  handling  of  disruptive 

passengers which should be supported by the executive management of the operator. 

The operator should designate a focal point responsible for the handling of disruptive 

passenger  incidents.  The  disruptive  passenger policy  should  be  communicated to all

staff members that come in contact with passengers, both on the ground and in the air. 

1.1  The disruptive passenger policy should include information, such as: 

a. the designated focal point; 

b. a transparent mechanism to ensure that incidents are well documented; 

c.  an incident reporting system as well as incident management process; 

d. the  documentation of the number  and types  of  incidents  occurring  over  a  set

period of time; 

e. the circumstances when actions should be taken; and 

f.  the definition and communication of actions to be taken.  1.2  The disruptive passenger policy should include provisions: 

a. to empower crew members and ground staff to take reasonable steps to prevent

disruptive and  unruly  behaviour  and, where it occurs,  to deal with it as 

effectively as practicable; 

b. to support crew members and ground staff taking such action; 

c.  to provide appropriate training to crew members and ground staff in dealing with

conflict and its aftermath; 

d. to encourage ground staff to detect and report disruptive behaviour at check­in, 

in the lounges and at the boarding  gate in order to prevent such passengers 

from boarding; 

e. to keep  crew  members  and  ground  staff  aware  of  potentially  disruptive 

passengers; and 

f.  to pay  particular attention to large groups  of travellers  and  have  permanent

procedures in place to monitor sporting teams’ travel.  1.3  The disruptive passenger policy should address the issues of: 

a. prevention; 

b. initial and recurrent training in the handling of disruptive passengers; 

c.  handling problematic passengers; 

d. categorising of incidents;
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e. reporting of incidents; and 

f.  the responsibilities of the pilot in command, prosecutions and communication.  1.4  The  disruptive  passenger  policy  should  include  procedures  for  all phases  of  flight, 

including boarding and de­boarding, to address: 

a. underage passenger issues (e.g. alcohol service); 

b. alcohol/smoking situations; 

c.  physical and verbal assaults/harassment; and 

d. co­operation with authorities. 

2  Communication Programme 

2.1  The  operator  should  inform  all staff members about the  contents  of  the  disruptive 

passenger policy and about: 

a. the danger and risks associated with disruptive passenger behaviour; 

b. what the  operator  expects  of  its  staff  members,  i.e.  inform  staff members  of 

what actions they are empowered to perform, as well as to ensure that ground 

staff communicate effectively with crew members on potential problems; and 

c.  the physical dangers;  the need to be  trained on preventative measures  and 

become “safety minded” as soon as such a situation presents itself. 

2.2  Passenger  communication and  education is  a crucial  element to the  prevention of 

disruptive passenger  incidents.  For  example, passengers  should  be  informed  of  the 

operator’s  policy  on smoking  prior  to boarding. The  operator  should  determine 

appropriate means of passenger communication and education.  3  Prevention of disruptive passenger behaviour 

Disruptive passenger behaviour is primarily a safety issue. The operator should focus on

measures regarding  the  prevention of  (escalated)  disruptive  passenger behaviour. 

Dealing firmly and legally with disruptive behaviour may serve as a deterrent, however, 

in many disruptive incidents, passengers behave irrationally and will not calculate the 

consequences of their behaviour. The study of disruptive behaviour shows that often a 

series  of  events  build  up  to the  disruptive  behaviour  and  early  signs  of  potential 

disruptive behaviour can be observed. The focus of an operator’s policy should be first

on prevention by acting on these early signs,  rather than dealing exclusively with the 

escalated  incident.  Research further  indicates  that many  incidents  (and  those  which

tend to be particularly violent) are related to excessive alcohol consumption, as well as 

to nicotine  withdrawal symptoms  of smokers. The operator  should take  a  responsible 

approach  with regards  to the  serving  of  alcohol on board,  and  should  provide 

alternatives (such as nicotine gum) for smokers. 

3.1  Measures to maximise prevention of incidents 

The operator should: 

a. provide staff with a clear written policy on how to deal with disruptive passenger 

behaviour, especially in its early stages; 

b. minimize  passenger frustration that occurs  over  long  waiting times, the  flight

being overbooked, lack of information, technical deficiencies, etc.; 

c.  provide  training  for  staff members  who are  in contact with passengers. This 

includes instructing crew members  and ground staff to learn how to recognise 

the early  signs of  potentially  disruptive  passenger behaviour;  ensuring  that

those who come in contact with passengers have acquired the necessary verbal

skills  and  ensuring they  understand the importance of  informing other 

operational areas of  the situation to enable them to deal with the  passenger 

effectively (not simply “passing” the passenger onwards without identifying that

the passenger is showing early signs of potentially problematic behaviour); and 

d. maintain accurate  and  updated  reports  and  statistics  of  disruptive  passenger 

incidents  so as  to continually  monitor  the  types  of  incidents  and  identify

potential training needs, etc.
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Preventative  methods  may  include  denied  boarding  or  removal from  the  aircraft,  or 

refusal to serve  alcohol/removal of  drink  from  passengers,  and  in the  worst case,

restraint.  Some of the obvious warning signs are:

­  drunkenness;

­  unusually loud and boisterous behaviour;

­  threatening, violent and disruptive behaviour; and

­  smoking in non­smoking areas.

4  Categorising of disruptive passenger incidents 

The identification and categorisation of incidents is an effective approach. In order for a 

policy to be created, the organisation needs to categorise the types of incidents that are 

occurring; for example: smoking, alcohol, seating, delayed flights, etc. There are many 

types of incidents which can be classified into 4 levels: 

a. Level I (disruptive  behaviour  –  suspicious  or  threatening), such as  disorderly 

behaviour due to alcohol, drugs etc.; abusive language used by passenger; or 

acts or body language confirming any suspicious or threatening behaviour. 

The disruptive passenger complies with crew member instructions and no further 

action is required.

b. Level II (physically abusive behaviour), such as physical abuse  (e.g. grabbing,

pushing, slapping, kicking another passenger or crew) or deliberate damage to

property  (e.g. breaking  of  seats,  destroying  panels  etc.)  and  the  passenger 

continues the disturbance in spite of crew member instructions. 

Issuance  of  a  written warning  to the  passenger.  The  written warning  should 

clearly state the implications of action that will be taken as a result of continuous 

disruptive behaviour. 

See Appendix 2 for sample warnings that could be used in Level II incidents. 

c.  Level III (life­threatening behaviour, use of a ‘weapon’): 

i.  passenger disrupts  crew member duties due to continuing interference; 

and/or 

ii.  a passenger or crew member is injured or subjected to a serious threat of 

injury; and/or 

iii.  a restraint device has to be used; and/or 

iv.  a diversion or unscheduled landing is made. 

Issuance  of  a  written passenger  disturbance report and  notification of  the 

appropriate authorities. 

d. Level IV (attempted or actual breach of the cockpit): 

Crew members  should  act early  and  use  all resources  available  to prevent a 

disruptive passenger from gaining access to the cockpit.  5  Types of offences 

Distinguishing the type of offence is important in determining what the legal framework 

is that governs the response. Offences can be categorised into 3 main categories: 

a. Offences classed as acts of terrorism, such as bomb threats, hijacking etc. These 

are  currently  covered by  existing  industry policy  and  mechanisms are well in

place to deal with these occurrences; 

b. Offences that are subject to the Tokyo Convention and which could endanger the 

safety  of the  aircraft,  such as  unauthorised  cockpit entry,  attempting to open 

exit doors,  failure  to follow directions  of  the  crew members,  smoking in

lavatories, threatening with intent to cause bodily harm, abuse of alcohol, sitting 

on door bustles and unauthorised use of electronic devices; 

c.  General  offences  which contravene  the  common  law of  the  operator’s 

jurisdiction,  such as  indecent assault (crew  and  passengers),
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threatening/abusive behaviour,  theft, public order  offences,  smoking  in

unauthorised zones (other than lavatories). 

In addition, the legal types  of  offences  of  incidents  should, if  possible, have  a  clear 

relationship  with the  “levels”  or “categories” of  disruption,  in order to enable  the 

affected crew members to make a distinction. Furthermore, incidents could be added to

the classification which have no bearing from a legal standpoint (e.g. not falling into the 

category  of  a general  offence) but which from the majority of  cases that  require the 

involvement of crew members (e.g. passenger very upset, verbal abuse, etc.).

6  The role of the pilot in command 

When a disruptive passenger incident occurs on board an aircraft, the pilot in command 

has the ultimate authority on the issue. The pilot in command should ensure that that

the  required  documentation has  been filled  out,  assist with the  collection of  data,

ensure that  witness  statements  are made upon arrival, and be prepared to help with

prosecution and internally with the aftermath of the incident.  The pilot in command should be fully aware of the powers bestowed upon him/her by 

the operator (under the Tokyo Convention of 1963) to assess and deal effectively with

disruptive behaviour on board. The operator should provide full support to the pilot in

command  whenever  these  powers  are  legally used. The  pilot in command  should 

consider restraint whenever he/she assesses that a situation will in any way affect the 

safety of the aircraft, its passengers and crew members. 

6.1  Location of restraint devices 

When passenger  restraints  are carried on an aircraft they should be kept in a secure 

location such as the  cockpit and only used in consultation with the pilot in command 

when all the circumstances of the incident are evaluated. Consideration may need to be 

taken into account when locked cockpit door policies are in place. The pilot in command 

should communicate his/her decisions to the operations department as soon as possible 

so that suitable arrangements are made when the aircraft lands.

7  Reporting of disruptive passenger incidents and required documentation for prosecution

An operator should ensure that incidents are appropriately  reported and documented.

The  reporting of these types of incidents needs to be distinguished from the  “normal

trip report”. The appropriate place for publishing such documentation is the operator’s 

operations  manual  where  procedures  are  addressed,  as  well as  in the  relevant

instructions for  cabin crew. The operator’s  policy  on the handling  of disruptive 

passengers  should  be  communicated  in all relevant documentation,  e.g. operations 

manuals, training manuals etc. The operator should provide clear guidance on the use 

and  completion of  the  reporting  forms.  All documentation should  meet the  specific 

requirements  as  defined  from  a  security,  crew and  legal perspective.  The  reporting 

forms should be user­friendly, simple, with clearly defined information requirements. It

is important to note that all documentation must link to the overall operator policy on

the  issue  of  handling  disruptive  passengers. A  sample  Flight Disturbance  Incident

Report is set out at Appendix 1.  7.1  Staff empowerment

Ground  support and  passenger  services  staff  often is the first to notice  a  potentially 

disruptive  passenger. Their  procedures  and training  should  ensure  that minor 

complaints  do not escalate  into major  incidents.  On those  occasions  when tact,  reassurance  and  inter­personal skills  fail to resolve  an  incident,  it is  vital that staff

members have guidance identifying and handling these behaviours. This is also true for 

crew  members.  All staff members  in direct contact with passengers  must have a 

mandate  from  the  operator  to implement the  appropriate  procedures  to protect

themselves and other passengers. 

7.2  Training requirements 

As with the reporting of incidents, all training requirements must link to the operator’s 

policy. Operators should identify specific training needs based on the types of incidents 

that are experienced. Only by training for the worse case scenario e.g. incidents that
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endanger  the  safety  of  the  aircraft,  passengers  or  crew  members,  will the  staff 

members be in a position to fully cope with all potential situations. 

Some  or  all of  the  following  issues should  be  addressed  in the  operator’s  training 

programme: 

a. identification of the reasons for training, operator’s rationale, risk awareness; 

b. understanding  of  legal implications  associated  with the  confrontation with

disruptive passengers; 

c.  communication skills/customer service skills; 

d. conflict management skills/verbal social skills; 

e. team skills; 

f.  dealing with persons under the influence of drugs/alcohol; 

g. instruction on how to limit service (e.g. when and how to stop serving alcohol); 

h.  physical breakaway and controlling skills; 

i.  restraint device training; and 

j.  restrained passenger welfare. 

Disruptive passenger  training should  be provided to ground  staff  who have direct

contact with passengers (e.g. check­in staff, duty managers and station managers) and 

to crew members. 

A  sample  operator  training  programme  for  crew members  and  ground staff  in the 

handling of disruptive passengers is set out at Appendix 3. 

7.3  Relief programmes 

When an incident occurs, there can be  lasting  effects  on the  staff  involved. Relief 

programmes for victims of disruptive passenger behaviour aim at recovery from those 

incidents.  A  distinction can be  made between a  serious  incident (e.g. a  physical

altercation,  being  threatened  with a  knife)  and  less  serious  incidents  (e.g. verbal

abuse).  The  seriousness  of  the  incident depends  on how it was  experienced  by  the 

victim.  Usually  serious incidents  will be  recognised  by  colleagues  and  brought to the 

attention of management. Professional counselling should be considered. Less  serious 

incidents  cause  less stress and emotional  trauma  to the victim, and therefore 

professional counselling may not be called for, and may even be counterproductive in

this type of instance. However, if verbal abuse occurs frequently, the normal recovery 

time will likely be disturbed by these new incidents. There will be a build­up of stress, 

and recovery time is called for to prevent an extended period of illness. This recovery 

may  take  the  form  of group discussions with colleagues  in addition to professional 

guidance. 

8  Persons Travelling under Special Status 

8.1  The  policies and  procedures  for  the  handling of  disruptive  passengers  should  give 

consideration to persons of potentially disruptive passenger behaviour travelling under 

special status, such as deportees, inadmissible persons and persons in lawful custody 

which are obliged to travel due to judicial or administrative proceedings. 

8.2  Tickets  and  other travel documents  including baggage  identification tag(s),  health

certificates,  etc.  of persons  travelling  under  special status should be  carried  in the 

charge of a crew member until disembarkation.  9  Note 

9.1  Additional guidance material on the handling of disruptive passengers is contained in: 

a. ICAO Doc 8973 RESTRICTED – Security  Manual for Safeguarding Civil Aviation

Against Acts of Unlawful Interference; 

b. ICAO  Doc 9811  RESTRICTED –  Manual on the Implementation of the  Security 

Provisions of Annex 6; 

c.  ICAO Circular 288 – Guidance Material on the Legal Aspects of Unruly/Disruptive 

Passengers; and
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d. ECAC Doc 30 Part II RESTRICTED – ECAC Policy Statement in the Field of Civil

Aviation Security. 

9.2  This guidance material does not address issues regarding judicial prosecution, such as 

the need for: 

a. appropriate  documentation of incidents and gathering of  evidence (notes, 

statements, etc); and 

b. assistance and support to personnel to give witness statements or to appear in

court proceedings when passengers are prosecuted.
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Appendix 1 to GM OR.OPS.020.SEC Disruptive Passenger Behaviour 

FLIGHT DISTURBANCE INCIDENT REPORT 

INFORM OPERATIONS –  ( ............................

Flight Number  Aircraft Registration Date 

Place of Departure  Destination

LEVEL II (following Level I ­ Verbal Warning) 

Passenger Information 

Name  Seat Number 

Nationality  Passport (country and number) 

Address 

Description of Incident

Name of Pilot in Command  Employee Number 

Phone  Signature

LEVEL III 

Witness Information (Witness can be another crewmember) 

Name  Seat Phone 

Address 

Name  Seat Phone 

Address 

Pilot in Command (involved) Name  Employee Number 

Phone  Signature

Pilot in Command provides this portion to passenger as a Level II warning!

Passenger Name  Flight Number  Seat Number
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Sample – Final Warning

Your behaviour may be in violation with the law.

Your immediate cooperation is  required if you wish to avoid prosecution and removal from 

this aircraft at the next point of arrival. The law and international aviation regulations prohibit e.g. the following: 

*  Smoking in the lavatory or smoking while the no smoking light is on; 

*  Interference with a crewmember or creating an alcohol related disturbance; 

*  Drinking any alcoholic beverage unless served by a crew member;

If you do not refrain from these activities, you will be prosecuted.  Aviation Law provides for civil monetary fines and in some cases, imprisonment. 

Appendix 2 to GM OR.OPS.020.SEC – Disruptive Passenger Behaviour 

1  SMOKING VIOLATION

This is a non­smoking flight. 

You have been told not to smoke by the crew members and the “No Smoking” sign is 

on. 

If  you smoke  or attempt to smoke  again the  pilot in command  will request the 

police/local authority to meet this aircraft on arrival and your conduct will be reported 

to them for possible prosecution.

This notice is given by the pilot in command of the aircraft.

2  VIOLATION UNACCEPTABLE BEHAVIOUR ON BOARD AN AIRCRAFT 

You have already been told by the  crew members that  your behaviour on board this 

aircraft is unacceptable and may have been in violation of applicable law.  With immediate effect: 

1.  You must not drink any alcohol

2.  You must hand  all alcohol in your  possession to a  crew  member  (it will be 

returned to your when you leave this aircraft) 

3.  You must not behave in a manner likely to:

­  endanger the safety of the aircraft

­  cause concern to the crew or other passengers. 

4.  You must comply with the crew’s instructions.

VIOLATION

If  you fail to comply,  the  pilot in command  may  decide  to land  the  aircraft at the 

nearest available location and off load you; you will be liable for the diversion costs and 

your ticket will be invalidated for further carriage.
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On arrival detail of  your  conduct will also be  reported  to the  police  for  possible 

prosecution.

This notice is given by the pilot in command of the aircraft.

3  SAMPLE — FINAL WARNING

Your behaviour appears to be in violation of  [Country] law.  If you fail to control your 

actions, police authorities will be notified and requested to meet this flight. 

This is a warning that [Country] law prohibits the following: 

1.  Assaults,  threats,  intimidation or interference  with a  crewmember  in

performance of the crew member’s duties onboard an aircraft being operated.

2.  Disruptive behaviour due to alcohol consumption.  3.  Alcohol­related disturbance created by passenger 

4.  Consumption of alcoholic beverages unless served by a crew member 

5.  Alcohol service to passengers who appears to be intoxicated 

6.  Failure to follow instructions given by a crew member regarding compliance with

passenger safety regulation such as the following:

­  no smoking in lavatories at any time

­  no smoking when “NO SMOKING” sign is illuminated

­  tampering  with,  disabling  or  destroying  smoke  detector  installed in any 

airplane lavatory

­  requirement to keep seat belt fastened while the “FASTEN SEAT BELT” sign is 

on

­  operation of an electronic device when prohibited.

If  you fail to comply,  the  pilot in command  may  decide  to land  the  aircraft at the 

nearest available location and off load you; you will be liable for the diversion costs and 

your ticket will be invalidated for further carriage.

On arrival detail of  your  conduct will also be  reported  to the  police  for  possible 

prosecution.

This notice is given by the pilot in command of the aircraft.
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Appendix 3 to GM OR.OPS.020.SEC Disruptive Passenger Behaviour 

Sample operator training programme for  crew members  and ground  staff in the handling of 

disruptive passengers. 

Initial Training: 1 day (8 hours) 

Annual Recurrent Training: 1/2 day (4 hours)

Course Content  Course Objectives 

Legal position of the crew in dealing  with

disruptive passengers 

Knowledge of national and international legal

regulations  (e.g. Tokyo  Convention)  ­  (30

min) 

Operator policy 

Guidelines  and  recommendations  for  crew 

members  and  ground  staff  on how to

handle disruptive passengers 

Knowledge of  company  guidelines  ­  (30 

min) 

Reasons for  unreasonable or  aggressive 

behaviour of passengers

· reasons for aggression

· possible causes of aggressive behaviour 

of passengers (e.g. dissatisfaction, fear 

of flying, restriction of personal freedom, 

alcohol and drugs, disposition to use 

force or violence) 

Knowledge of  reasons  for  aggressive 

behaviour by passengers ­ (1 hour) 

Appropriate  behaviour  of  crew  members 

and ground personnel (theory) 

Strategies for conflict avoidance ­ (1 hour 30 

min)

· Conflict avoidance/conflict management De­escalation techniques

· Use of de­escalation techniques

· appropriate measures to contain

aggressive behaviour (incl. practical

training in the use of restraining devices, 

if applicable)

· Debriefing and documentation of incident

(Flight Disturbance Incident Report) 

Knowledge of  measures to contain

aggressions 

Case studies  Knowledge of real incidents ­ (1 hour 30 min) 

Appropriate  behaviour  of  crew  members 

and ground staff (practical training) 

Practical training  of  techniques  (role­play) 

in real situations, with trainees 

Capability  to use  acquired  knowledge  in

practical cases (2 to 3 hours) 

Whenever practicable, the training should be conducted under realistic conditions (e.g. training 

in cabin mock­up) and with the use of video review after practical exercises (feedback).

AMC OR.OPS.025.SEC Security programme and Security training

COMMERCIAL OPERATORS

1  The  training  programme  established  by  a  commercial operator  should  include  the 

following elements, if applicable: 

a. determination of the seriousness of any occurrence; 

b. crew communication and coordination; 

c.  appropriate self­defence responses; 

d. use of authorised protective devices;
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e. understanding  of  behaviour  of terrorists  so as to facilitate the  ability  of crew

members to cope with hijacker behaviour and passenger responses; 

f.  live situational training exercises regarding various threat conditions; 

g. cockpit procedures to protect the aircraft; and 

h.  aircraft search procedures  and  guidance  on least­risk  bomb locations where 

practicable.

2  An operator  should  also establish and  maintain a  training  programme  to acquaint

personnel involved in the operation of aircraft with preventive measures and techniques 

in relation to passengers,  baggage, cargo,  mail,  equipment,  stores and  supplies 

intended for carriage on an aircraft so that they contribute to the prevention of acts of 

sabotage or other forms of unlawful interference.

GM OR.OPS.025.SEC Security programme and Security training

Guidance material on the operator security programme is contained in: 

1  ICAO Doc 8973 RESTRICTED – Security Manual for Safeguarding Civil Aviation Against

Acts of Unlawful Interference; and 

2  ECAC Doc 30 Part II RESTRICTED – ECAC Policy Statement in the Field of Civil Aviation

Security. 

The  following  additional guidance  material  is  provided to assist in particular, operators  of 

complex motor­powered aircraft engaged in non­commercial operations with passengers. 

1  Overview

A  security programme  should be proportional to the threat against an operator, their 

personnel,  aircraft and  facilities.  The  security  programme  should  include  a  threat 

assessment process,  preventive  measures  designed  to deter  and  prevent the 

commission of unlawful acts,  responsive measures to be taken when an unlawful act

has  been committed  against the operator, appropriate training of  personnel involved 

and  testing  of  the  security  programme  preventative  and  responsive  measures.  The 

security programme should be periodically assessed to ensure that it is appropriate and 

effective. 

2  Assessing the Threat and Vulnerability 

The first step in the development of an effective security programme is to assess the 

threat  against the  operator,  its  personnel,  aircraft and facilities  and the  operator’s 

vulnerabilities. Threats may relate to the nature of business conducted by the operator, 

the  location of  the  business,  the  nationality  of  the  operator,  the  nationality  of  the 

operator’s  aircraft, the  profile  of  passengers  carried, and the  value  of  goods  carried.

Information on the various kinds of threats the operator is subject to, will come from a 

variety of sources. In developing and maintaining a current threat assessment for areas 

of operations, the following resources should be used as appropriate: 

a. national and local security officials; 

b. national and local law enforcement officials; 

c.  the operator security officer, if applicable; 

d. national and international trade associations; 

e. air security assessment and intelligence service providers; 

f.  local and foreign media reports; and 

g. company/organisation officials posted in foreign locations, if applicable.

Security  professionals  can  provide  assistance  in determining  and  assessing  the 

vulnerabilities. 

3  Preventive Measures 

The focus of preventive security measures will be to: 

a. prevent unauthorized access to aircraft and facilities of the operator;
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b. prevent the unauthorized introduction of weapons or explosives onto aircraft and 

into facilities of the operator; and 

c.  prevent the use of aircraft of the operator to commit unlawful acts. 

The security  measures implemented  by  the operator  should be  proportional to the 

threat.  Procedures  and training  should  be in place to implement enhanced measures 

when the threat is increased and to implement reduced measures when the threat is 

reduced.

Preventive security measures should include, as appropriate: 

a. Global considerations: 

i.  Whenever  possible, avoidance  of  areas  where  there  is  an  identified 

security risk; 

ii.  A security programme that is specific to the location and operation; 

iii.  Security programme training for all flight department personnel; 

iv.  Establish security as integral part of all aspects of the flight department

and its operation; 

v.  Establish a Security Support function, much like the Safety Officer  role; 

and 

vi.  Maintain a security information programme. 

b. Persons and Processes 

i.  Require pre­employment screening of flight department personnel; 

ii.  Require that crew members display photo IDs at all times; 

iii.  Limit the publication of aircraft itineraries; 

iv.  Establish security threat alerting procedures, such as a code word for use 

by persons under duress; 

v.  Require an accurate and accessible passenger manifest for all trip legs; 

vi.  Ensure that only operator’s personnel and authorized guests, identified in

advance, are allowed to board an aircraft; 

vii.  Ensure that passengers or flight department members maintain positive 

control of luggage; and 

viii.  Positively identify all luggage and match luggage to specific passengers 

(colour­coded bag tags can be helpful).

c.  Aircraft

i.  Check lavatories,  baggage  compartments and  all cavities  for 

unauthorized people or objects prior to every departure; 

ii.  Ensure that a flight department member is present at all times when the 

aircraft is being serviced (fuelling, catering, etc.) at operators facilities; 

iii.  Ensure  that a  aircraft crew member is  present at  all times  when the 

aircraft is being serviced (fuelling, catering, etc.) at locations away from 

operator’s facilities; 

iv.  Use  the  aircraft's  security  system  (locks  and alarms)  whenever  it is 

unattended away from facilities of the operator; 

v.  Apply tamper evidence security tape on doors, panels, etc; 

vi.  Post a  guard  at  the  aircraft when away  from  operator  facilities  at 

locations where security is a concern; and 

vii.  Consider removing operator identification from the aircraft and facilities. 

d. Facilities 

i.  Ensure facility perimeter security with effective fencing, lighting, security 

patrols (as appropriate), gates and limited access areas; 

ii.  Ensure external gates and doors are closed and locked at all times;
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iii.  Require positive access control for all external gates and doors; 

iv.  Close hangar doors when that area is unattended; 

v.  Secure all key storage areas (food and liquor, parts and tools, etc.);

vi.  Have an access control management system for keys and passes; 

vii.  Confirm the identity and authority of each passenger, vendor and visitor 

prior to allowing access to facilities and aircraft; 

viii.  Accompany all visitors away from secure areas (visitor lounge, etc.);

ix.  Require  a  picture  ID of  any unfamiliar  or  unaccompanied  visitor  or 

vendor; 

x.  Post emergency numbers prominently around facility; 

xi.  Ensure  easy  access to phones  or  "panic  buttons"  in various  facility 

locations (break room, hangar bay, etc.); and 

xii.  Confirm security of destination facilities. 

4  Responsive Measures 

In the case of a hijacking, the crew members should attempt to make an assessment of 

the intent of the hijacker and follow the emergency procedures set out in the operations 

manual.  These  procedures  should  include  the  making of  distress radio calls  and 

transponder settings, to indicate that the aircraft has been hijacked and for adherence 

to the procedures that have been established and  promulgated in ICAO  Doc 7030  –  Regional Supplementary Procedures in both the cases where the aircraft continues on

the assigned track and cruising level or is forced to deviate there from.

In the case of bomb threats, the operator should first determine the legitimacy of the 

threat  or  whether  it is  likely  to be  a  hoax.  If  considered to be  legitimate, law

enforcement officials  should  be  notified. If  the  aircraft is  in the  air,  ATS should  be 

notified  and  the  aircraft should  land  to be  searched. If  on the  ground, the  aircraft

should be moved, for searching, to the designated isolated parking.

In the  case  of  other  unlawful acts,  the  operator  should  contact the  responsible  law

enforcement authorities. 

5  Training 

Training  programmes  should  be  established  with the  objective  of  ensuring  that  all

personnel with security related duties acquire and maintain the competence to perform 

their duties.  The  training  programme should include initial and  periodic  refresher 

training.

6  Testing 

Testing  of  the  security  programme  preventative  and  responsive  measures  should  be 

undertaken periodically.  Scenario based exercises  that involve  elements of  the 

preventative  or  responsive  measures  are  an  appropriate  means  of testing. It is  very 

important that the  results  of  such test be recorded  and  where  deficiencies  are 

identified, corrective action plans are developed and implemented and then tracked to

ensure that they are appropriate and effective. 

7  Sample Security Checklist

PRIOR TO EVERY FLIGHT 

Perimeter Awareness  MAINTAIN

Gates and Doors  LOCKED or ATTENDED

Storage Areas  LOCKED or ATTENDED

Hangar Security Systems  ACTIVATED IF INSTALLED or ATTENDED

Transient Facility Security  VERIFIED

Suspicious Activity  CALL LAW ENFORCEMENT SECURITY AUTHORITY 

Servicing  CREW PRESENT
NPA 2009­02c 30 Jan 2009

Page 136 of 136

Security Inspection: 

Refer to AFM guidance and include the following if appropriate: 

No sign of tampering 

Externally accessible service compartments 

Wheel wells 

System openings and vents 

Lavatories 

Internal/external storage compartments 

Baggage holds 

Accessible mechanical/ electrical compartments 

Passenger Manifest COMPLETE

Passengers  IDENTIFIED & VERIFIED

Luggage/Cargo IDENTIFIED & VERIFIED

Unmatched Luggage/Cargo DO NOT LOAD 

Any Behavioural Changes in Personnel CHECKED

Security Flight Restrictions  CHECK NOTAMS 

All Itinerary/Manifest Information Retained Only if Required by Regulation or Operator Policy

BEFORE LEAVING AIRCRAFT

Unattended Aircraft Security: 

AFM recommendations 

Close and secure emergency exits 

Arm alarm systems (if installed) 

Close and lock all keyed access doors 

Operator specific procedures/alternative means of compliance 

Note: Procedures specified in the AFM always take precedence.

GM OR.OPS.030.SEC Aircraft search procedure checklist 

COMMERCIAL  OPERATORS AND  NON­COMMERCIAL  OPERATORS OF COMPLEX 

MOTOR­POWERED AIRCRAFT 

Guidance material on the operator training programme and aircraft search procedure checklist

for commercial operators and operators of complex motor­powered aircraft is contained in: 

1  ICAO Doc 8973 RESTRICTED – Security Manual for Safeguarding Civil Aviation Against

Acts of Unlawful Interference; 

2  ICAO Doc 9811 RESTRICTED – Manual on the Implementation of the Security Provisions 

of Annex 6; and 

3  ECAC Doc 30 Part II RESTRICTED – ECAC Policy Statement in the Field of Civil Aviation

Security. 

Further  guidance  material is  contained  in best practices  and  manuals  developed by  trade 

organisations, such as the IATA Security Manual and the IBAC IS­BAO International Standard 

for Business Aircraft Operations.