How

Standards specifically related to certification and licensing of personnel from which States may deem it necessary to differ are listed in this form. The specific Annex reference and associated Standard is presented in columns 1 and 2. The information required in each subsequent column is as follows:

Column 3: Details of Difference.

Summarize the difference to the certification and licensing Standards. Reference the related regulatory documents where appropriate.

Column 4: Remarks.

Provide your rationale for these differences and the details of any conditions and mitigations where necessary.

Column 5: Recognition of other State Differences.

Indicate whether your State will recognize or accept the validity of other States’ certificates and licenses based on their temporary differences submitted via the CCRD. For simplicity this may be stated as an exclusion (what other States temporary differences are not acceptable) rather than listing what would be acceptable.

Please submit this Form by email to ops@icao.int .

Annex 1 1.2.4.4.1 1.2.4.4.1 The period of validity of a Medical Assessment may be extended, at the discretion of the Licensing Authority, up to 45 days. Note.— It is advisable to let the calendar day on which the Medical Assessment expires remain constant year after year by allowing the expiry date of the current Medical Assessment to be the beginning of the new validity period under the proviso that the medical examination takes place during the period of validity of the current Medical Assessment but no more than 45 days before it expires. The validity period of class 1 and 3 medical certificates issued by [the State] are extended by 4 months.









a) Rationale

Holders of Class 1 and Class 3 medical certificates who are required to undergo a recurrent medical examination to revalidate their medical certificates to continue to exercise their licence or certificate privileges and are not able to reach or gain access to an aero-medical examiner or aero-medical centre timely, to complete the necessary medical examination. In addition, in many cases medical examiners have been reassigned to support the COVID-19 outbreak in their State. This would result in the expiry of said certificates.



b) Conditions/mitigations

[The State] requires that Class 1 and Class 3 medical certificate holders benefitting from this alleviation hold a valid medical certificate without limitations, except visual ones, prior to applying the alleviation.

Click or tap here to enter text.As regards the certificates and licences issued by EU Member States, the differences are automatically recognised on the basis of Regulation (EU) 2018/1139. As regards recognition or acceptance of the validity of certificates and licences affected by the special temporary measures (related to COVID-19) issued by non-EU States, Regulation 452/2014 laying down technical requirements and administrative procedures related to air operations of third country operators applies . .





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Annex 1 1.2.5.1.2 1.2.5.1.2 A Contracting State, having issued a licence, shall ensure that other Contracting States are enabled to be satisfied as to the validity of the licence. Note 1.— Until 2 November 2022, the maintenance of competency of flight crew or remote flight crew members, engaged in commercial air transport operations, may be satisfactorily established by demonstration of skill during proficiency flight checks completed in accordance with Annex 6. Note 1.— As of 3 November 2022, the maintenance of competency of flight crew members, engaged in commercial air transport operations, may be satisfactorily established by demonstration of skill during proficiency flight checks completed in accordance with Annex 6. Note 2.— Until 2 November 2022, maintenance of competency may be satisfactorily recorded in the operator’s records, or in the flight crew member’s personal log book or licence. Note 2.— As of 3 November 2022, maintenance of competency may be satisfactorily recorded in the operator’s records, or in the flight crew or the remote flight crew member’s personal log book or licence. Note 3.— Until 2 November 2022, flight crew members may, to the extent deemed feasible by the State of Registry, demonstrate their continuing competency in FSTDs approved by that State. Note 3.— As of 3 November 2022, flight crew and remote flight crew members may, to the extent deemed feasible by the State of Registry, or Licensing Authority of the State of the Operator, respectively, demonstrate their continuing competency in FSTDs approved by that State. Note 4.— See the Manual of Criteria for the Qualification of Flight Simulation Training Devices (Doc 9625). Note 5.— See the Manual of Procedures for Establishment and Management of a State’s Personnel Licensing System (Doc 9379) for guidance material on the development of a risk assessment process. The validity period of the licences

issued by [the State] is extended

by 4 months.

If, towards the end of the extension, the reasons for granting the alleviation still apply, the validity period may be further

extended for a period of up to

4 months.

Since the relevant standard is met by the validity period of the ratings and endorsement (class, type and instrument ratings, unit endorsement)

associated to the licence, the

extension regards the validity period applies to:

1) class ratings, type ratings and

instrument ratings endorsed in

commercial pilot licences

(CPL, MPL, ATPL) of pilots operating aeroplanes and helicopters with an operator;

2) class ratings, type ratings and instrument ratings endorsed in

pilot licences (PPL, CPL, ATPL) of pilots involved in the operation of aeroplanes and helicopters outside an operator.

3) unit endorsements issued in air traffic controller licences. a) Rationale

Holders of commercial pilot licences who are required both, to perform their licence proficiency check to revalidate the validity period of their type and instrument ratings and

to comply with the applicable

operator recurrent training and

checking requirements, in order

to continue to exercise their privileges are not able to reach or gain access to flight simulators timely, to complete the necessary training and checking. This would result in the expiry of their ratings.

Holders of pilot licences operating outside an operator, who are required to perform a proficiency check to revalidate the validity period of their class, type or instrument ratings, are not able to reach or gain access to aircraft or flight

simulators timely, to complete the necessary flights, training and checking events.

Holders of air traffic controller licences experience difficulties in access to synthetic training devices to complete their scheduled recurrent training / assessment activities



b) Conditions/mitigations

[The State] requires:

1) Licence holders who hold a valid licence prior to applying the alleviation and who operate within an operator shall have received refresher training, followed by the completion of an assessment, by means established by the operator, to determine that the required level of knowledge to operate the applicable class or type are maintained. That assessment shall include class or type-specific abnormal and emergency

procedures.



Upon successful completion of the refresher training and the assessment, the new expiry date will be endorsed in the licence, or an official document with the new expiry date, issued by [the State], will be attached to the licence.



2) Licence holders of a valid licence prior to applying the alleviation and who operate outside an operator shall have received a briefing from an instructor who holds relevant instructional privileges in order to refresh the required level of theoretical knowledge to safely operate the applicable class or type and to safely carry out the relevant manoeuvres and procedures, as applicable. That briefing shall include class/type specific abnormal and emergency procedures, as appropriate.



Upon successful completion of the briefing, the new expiry date will be endorsed in the licence, or an official document with the new expiry date, issued by [the State], will be attached to the licence.



3) In the case of ATCO unit endorsements in ATCO licences, the air navigation service provider (ANSP) ensures that the potential unavailability of synthetic training devices is mitigated by other means, e.g. computer-based training or the rescheduling of refresher training as soon as possible.



Annex 6 Part 1 9.4.1.1 9.4 Qualifications Note.— See the Manual of Procedures for Establishment and Management of a State’s Personnel Licensing System (Doc 9379) for guidance of a general nature on cross-crew qualification, mixed-fleet flying and cross-credit. 9.4.1 Recent experience — pilot-in-command and co-pilot 9.4.1.1 The operator shall not assign a pilot-in-command or a co-pilot to operate at the flight controls of a type or variant of a type of aeroplane during take-off and landing unless that pilot has operated the flight controls during at least three take-offs and landings within the preceding 90 days on the same type of aeroplane or in a flight simulator approved for the purpose. Subject to the evaluation of a risk assessment, the alleviation provided by [the State] allows individual operators to assign flight crew member tasks to pilots who are not meeting all recent experience requirements. The alleviations relate to either:

a) reducing the number of required take-offs, approaches and landings; or

b) extending the 90-day period; or

c) both.



The alleviations are subject to mitigating measures.



The criteria used for composition of the flight crew will distinguish between pilots who are “recent”, “partially recent” or “not recent”.

“Partially recent” means a pilot that has carried out as pilot flying at least 2 take-offs, approaches and landings in the preceding 90 days, or 1 take-off, approach and landing in the last 30 days.

In addition, the pilot’s flight experience (total and in the type) and qualifications (e.g. instructor) are taken into account.



The period of the alleviation is limited to the time needed for the operator to cope with the reduced flight schedule and the unavailability of flight simulators.



No alleviations are granted if all required flight crew members have not carried out any flight / simulator activity in the preceding 90 days. a) Rationale

The COVID-19 crisis resulted in the cessation / significant reduction of commercial air transport operations and in difficulties in reaching the location where suitable flight simulators are available. This is leading to a large number of pilots who are not able to meet the recent experience requirements.



b) Conditions / mitigations

[The State] requires the following.



Individual pilot’s recency and qualifications, and their combination in the multi-crew operation environment, are considered to determine the alleviated crew composition.



The operator has to develop a risk assessment to determine the probability and potential severity of the crew competency deterioration related to the extended absence from flying duties.



Appropriate mitigations measures to minimise the identified risks have to be determined and applied, with one or more operational restriction valid for the complete flight crew to reduce their exposure to demanding situations (e.g. reducing maximum crosswind limits, introducing higher approach minima, restricting runway surface conditions, dispatching with a functioning autoland system, if installed). Click or tap here to enter text. As regards the certificates and licences issued by EU Member States, the differences are automatically recognised on the basis of Regulation (EU) 2018/1139. As regards recognition or acceptance of the validity of certificates and licences affected by the special temporary measures (related to COVID-19) issued by non-EU States, Regulation 452/2014 laying down technical requirements and administrative procedures related to air operations of third country operators applies.

Annex 6 Part 1 9.4.2.1 9.4.2 Recent experience — cruise relief pilot 9.4.2.1 The operator shall not assign a pilot to act in the capacity of cruise relief pilot in a type or variant of a type of aeroplane unless, within the preceding 90 days that pilot has either: a) operated as a pilot-in-command, co-pilot or cruise relief pilot on the same type of aeroplane; or b) carried out flying skill refresher training including normal, abnormal and emergency procedures specific to cruise flight on the same type of aeroplane or in a flight simulator approved for the purpose, and has practised approach and landing procedures, where the approach and landing procedure practice may be performed as the pilot who is not flying the aeroplane. The 9.4.1.1 alleviation is suitable to cover the alleviation from point 9.4.2.1, as it is addressing the overall flight crew composition.



Annex 6 Part 1 9.4.4.1 9.4.4 Pilot proficiency checks 9.4.4.1 The operator shall ensure that piloting technique and the ability to execute emergency procedures is checked in such a way as to demonstrate the pilot’s competence on each type or variant of a type of aeroplane. Where the operation may be conducted under instrument flight rules, the operator shall ensure that the pilot’s competence to comply with such rules is demonstrated to either a check pilot of the operator or to a representative of the State of the Operator. Such checks shall be performed twice within any period of one year. Any two such checks which are similar and which occur within a period of four consecutive months shall not alone satisfy this requirement. Note 1.— Flight simulation training devices approved by the State of the Operator may be used for those parts of the checks for which they are specifically approved. Note 2.— See the Manual of Criteria for the Qualification of Flight Simulation Training Devices (Doc 9625). The validity period of operator’s

proficiency checks for each individual pilot is extended by [the State] for a period of 4 months.

If, towards the end of the

extension, [the State] considers

that the reasons for granting the

alleviation still apply, the

validity period may be further

extended for a period of up to

4 months. a) Rationale:

The COVID-19 outbreak

has resulted in drastic travel restrictions. The closure of

borders between the

majority of EU States have

limited the operators’

capability to perform pilot’s competence checks twice a

year in a flight simulator. The conduct of such checks in an aircraft is not always possible and in some cases may pose greater risks than the ones linked to the alleviation.



b) Conditions / mitigations

[The State] requires that pilots receive refresher training, followed by the completion of an assessment, by means established by the operator, to determine that the required level of knowledge to operate as flight crew member is maintained. That assessment shall include class or type – specific abnormal and emergency procedures.



As regards the certificates and licences issued by EU Member States, the differences are automatically recognised on the basis of Regulation (EU) 2018/1139. As regards recognition or acceptance of the validity of certificates and licences affected by the special temporary measures (related to COVID-19) issued by non-EU States, Regulation 452/2014 laying down technical requirements and administrative procedures related to air operations of third country operators applies

Annex 6 Part 2 3.9.4.2 3.9.4.2 Recent experience — pilot-in-command The operator shall not assign a pilot to act as pilot-in-command of an aeroplane unless that pilot has made at least three take-offs and landings within the preceding 90 days on the same type of aeroplane or in a flight simulator approved for the purpose. The 9.4.1.1 alleviation is suitable to cover the alleviation from point 3.9.4.2 as it is addressing the overall flight crew composition



Annex 6 Part 2 3.9.4.3 3.9.4.3 Recent experience — co‑pilot The operator shall not assign a co-pilot to operate at the flight controls of an aeroplane during take-off and landing unless that pilot has made at least three take-offs and landings within the preceding 90 days on the same type of aeroplane or in a flight simulator approved for the purpose. The 9.4.1.1 alleviation is suitable to cover the alleviation from point 3.9.4.3 as it is addressing the overall flight crew composition













Annex 6 Part 3 7.4.1.1 7.4 Qualifications Note.— See the Manual of Procedures for Establishment and Management of a State’s Personnel Licensing System (Doc 9379) for guidance of a general nature on cross-crew qualification, mixed-fleet flying and cross-credit. 7.4.1 Recent experience — pilot-in-command and co-pilot 7.4.1.1 The operator shall not assign a pilot-in-command or a co-pilot to operate at the flight controls of a type or variant of a type of a helicopter during take-off and landing unless that pilot has operated the flight controls during at least three take-offs and landings within the preceding 90 days on the same type of helicopter or in a flight simulator approved for the purpose. N/A











Annex 6 Part 3 7.4.3.1 7.4.3 Pilot proficiency checks 7.4.3.1 The operator shall ensure that piloting technique and the ability to execute emergency procedures is checked in such a way as to demonstrate the pilot’s competence on each type or variant of a type of helicopter. Where the operation may be conducted under IFR, the operator shall ensure that the pilot’s competence to comply with such rules is demonstrated to either a check pilot of the operator or to a representative of the State of the Operator. Such checks shall be performed twice within any period of one year. Any two such checks which are similar and which occur within a period of four consecutive months shall not alone satisfy this requirement. Note 1.— Flight simulation training devices approved by the State of the Operator may be used for those parts of the checks for which they are specifically approved. Note 2.— See the Manual of Criteria for the Qualification of Flight Simulation Training Devices (Doc 9625), Volume II — Helicopters. The validity period of operator’s

proficiency checks for each

individual pilot is extended by

[the State] for a period of 4

months.]



If, towards the end of the

extension, [the State/State X,Y,Z]

considers

that the reasons for granting the

alleviation still apply, the

validity period may be further

extended for a period of up to

4 months

a) Rationale:

The COVID-19 outbreak

has resulted in drastic travel

restrictions. The closure of

borders between the

majority of EU States have

limited the operators’

capability to perform pilot’s

competence checks twice a

year in a flight simulator.

The conduct of such checks in an

aircraft is not always possible and

in some cases may pose greater

risks than the ones linked to the

alleviation.



b) Conditions / mitigations

[The State] requires that pilots

receive refresher training,

followed by the completion of an assessment, by means established

by the operator, to determine that

the required level of knowledge

to operate as flight crew member

is maintained. That assessment

shall include class or type –

specific abnormal and emergency procedures. As regards the certificates and licences issued by EU Member States, the differences are automatically recognised on the basis of Regulation (EU) 2018/1139. As regards recognition or acceptance of the validity of certificates and licences affected by the special temporary measures (related to COVID-19) issued by non-EU States, Regulation 452/2014 laying down technical requirements and administrative procedures related to air operations of third country operators applies.

Annex 1 1.2.9 1.2.9 Language proficiency 1.2.9.1 Until 2 November 2022, aeroplane, airship, helicopter and powered-lift pilots, air traffic controllers and aeronautical station operators shall demonstrate the ability to speak and understand the language used for radiotelephony communications to the level specified in the language proficiency requirements in Appendix 1. 1.2.9.1 As of 3 November 2022, aeroplane, airship, helicopter and powered-lift pilots; aeroplane, airship, glider, rotorcraft, powered-lift or free balloon remote pilots; air traffic controllers; and aeronautical station operators shall demonstrate the ability to speak and understand the language used for radiotelephony communications to the level specified in the language proficiency requirements in Appendix 1. 1.2.9.2 Recommendation.— Flight engineers, and glider and free balloon pilots should have the ability to speak and understand the language used for radiotelephony communications. 1.2.9.3 Flight navigators required to use the radiotelephone aboard an aircraft shall demonstrate the ability to speak and understand the language used for radiotelephony communications. 1.2.9.4 Recommendation.— Flight navigators required to use the radiotelephone aboard an aircraft should demonstrate the ability to speak and understand the language used for radiotelephony communications to the level specified in the language proficiency requirements in Appendix 1. 1.2.9.5 Until 2 November 2022, the language proficiency of aeroplane, airship, helicopter and powered-lift pilots, air traffic controllers and aeronautical station operators who demonstrate proficiency below the Expert Level (Level 6) shall be formally evaluated at intervals in accordance with an individual’s demonstrated proficiency level. 1.2.9.5 As of 3 November 2022, the language proficiency of aeroplane, airship, helicopter and powered-lift pilots; aeroplane, airship, glider, rotorcraft, powered-lift or free balloon remote pilots; air traffic controllers; and aeronautical station operators who demonstrate proficiency below the Expert Level (Level 6) shall be formally evaluated at intervals in accordance with an individual’s demonstrated proficiency level. 1.2.9.6 Recommendation.— Until 2 November 2022, the language proficiency of aeroplane, airship, helicopter and powered-lift pilots, flight navigators required to use the radiotelephone aboard an aircraft, air traffic controllers and aeronautical station operators who demonstrate proficiency below the Expert Level (Level 6) should be formally evaluated at intervals in accordance with an individual’s demonstrated proficiency level, as follows: a) those demonstrating language proficiency at the Operational Level (Level 4) should be evaluated at least once every three years; and b) those demonstrating language proficiency at the Extended Level (Level 5) should be evaluated at least once every six years. Note 1.— Formal evaluation is not required for applicants who demonstrate expert language proficiency, e.g. native and very proficient non-native speakers with a dialect or accent intelligible to the international aeronautical community. Note 2.— The provisions of 1.2.9 refer to Annex 10, Volume II, Chapter 5, whereby the language used for radiotelephony communications may be the language normally used by the station on the ground or English. In practice, therefore, there will be situations whereby flight crew members will only need to speak the language normally used by the station on the ground. 1.2.9.6 Recommendation.— As of 3 November 2022, the language proficiency of aeroplane, airship, helicopter and powered-lift pilots; aeroplane, airship, gliders, rotorcraft, powered-lift or free balloon remote pilots; flight navigators required to use the radiotelephone aboard an aircraft; air traffic controllers; and aeronautical station operators who demonstrate proficiency below the Expert Level (Level 6) should be formally evaluated at intervals in accordance with an individual’s demonstrated proficiency level, as follows: a) those demonstrating language proficiency at the Operational Level (Level 4) should be evaluated at least once every three years; and b) those demonstrating language proficiency at the Extended Level (Level 5) should be evaluated at least once every six years. Note 1.— Formal evaluation is not required for applicants who demonstrate expert language proficiency, e.g. native and very proficient non-native speakers with a dialect or accent intelligible to the international aeronautical community. Note 2.— The provisions of 1.2.9 refer to Annex 10, Volume II, Chapter 5, whereby the language used for Radiotelephony communications may be the language normally used by the station on the ground or English. In practice, therefore, there will be situations whereby flight crew members and remote flight crew members will only need to speak the language normally used by the station on the ground. The language proficiency formal evaluation interval, prescribed by [the State], of aeroplane and helicopter licences holders, who demonstrate proficiency below the Expert Level (Level 6), whose language proficiency endorsement is expiring, is extended by 8 months. The language proficiency formal evaluation interval, prescribed by [the State], of Air Traffic Controllers, whose language proficiency endorsement is expiring, is extended by 4 months. If, towards the end of the extension, the reasons for granting the alleviation still apply, the validity period may be further extended for a period of up to 4 months. a)a) Rationale b)The COVID-19 outbreak has resulted in drastic travel restrictions and closure of borders between the majority of States. c)As a consequence, pilots and Air Traffic Controllers, are not able to timely get access to an examination for maintaining their language proficiency. d)This would result in the expiry of their language proficiency endorsement. e)b) Conditions / mitigations f) g)[The State] requires the following. h) i)Pilots hold a valid language proficiency endorsement and receive a briefing from an instructor who holds relevant instructional privileges in order to refresh the required level of ability to speak and understand the language used for radiotelephony communication to safely operate. Upon successful completion of the briefing the new expiry date will be endorsed in the licence, or an official document with the new expiry date, issued by [the State], will be attached to the licence. For Air Traffic Controllers holding a valid language proficiency endorsement, in the case of unavailability of a Language Assessment Body, air navigation service providers shall ensure that language proficiency is ensured through other means, e.g. on-line courses. As regards the certificates and licences issued by EU Member States, the differences are automatically recognised on the basis of Regulation (EU) 2018/1139. As regards recognition or acceptance of the validity of certificates and licences affected by the special temporary measures (related to COVID-19) issued by non-EU States, Regulation 452/2014 laying down technical requirements and administrative procedures related to air operations of third country operators applies