The operator must better plan duties and rest times. EU-OPS is published in the Official Journal of the EU as Regulation (EC) No 859/2008 of 20 August 2008 amending Council Regulation (EEC) No 3922/91 as regards common technical requirements and administrative procedures applicable to commercial transportation by aeroplane. Regulation (EU) No 965/2012 entered into force on 28 October 2012. the ‘1 per 50’ calculation, in ORO.CC.100. Operator rules: Part-ORO. The declaration form specified in the Organisation Requirements (Part-ORO, Appendix 1) requires operators to declare if they conform to an industry standard. In addition, the operator must provide the pilot-in-command with written information on their number and location on board. The operator has to specify principles and methods for the loading and the mass and balance system in use in its Operations Manual. Grandfathering measures are included in the Cover Regulation to assist Member States in the transition from national rules to unified EU rules. : Regulation (EU) No 965/2012 Air Operations, Annex III (Part-ORO) is available on EASA website. The operation of the aircraft must be performed in accordance with Part-NCO of Reg. The European rule recognises the compliance with European industry standards. Post flight duties, on the other hand (including debriefings also for training purposes), are considered as duty period. Day 2: The crew member reports in B at 15:00 (LT-B) and finishes FDP in A at 00:30 (LT-A). It is therefore the operator’s responsibility to choose the languages to be used on its flights, which may vary depending on the destination or a known passenger profile. However, you do not have to submit a declaration, if you operate NCO-SPO i.e. As one can see from these definitions, for helicopters taxiing is defined as a critical phase of flight, while for aeroplanes it is not. The same applies to the operator’s IFTSS. CAT.POL.MAB.105 Mass and balance data and documentation, stating: Regarding the categorization of such personnel, a loadmaster can be either ground personnel or a crew member if the operator assigns him/her duties on board (as it is the case for some cargo operators), but certainly not flight crew. The TCO authorisation issued by the Agency is no substitute for requirements regarding wet-lease agreements between EU and third country operators that are contained in Part ORO of Regulation (EU) No 965/2012 on Air Operations. Organismes relevant du ministre There is no further guidance on how many on-site audits should actually be performed. This is in accordance with the type certification of the large aeroplanes certified for passenger transport. The operator must demonstrate how travelling in both directions, and post and pre-flight duties are accomplished in the time defined in the OM.

Where the cross-border SPO operation you are planning to carry out is on the list of high-risk SPO established by the competent authority of the place of operation,  you shall seek authorisation from your own competent authority, irrespective of whether that authority considers this particular operation ‘high risk’ or not. It is at all times legally clear which EU Member State is responsible for each aspect of the safety oversight of any aircraft registered in an EU Member State and operated by an operator having its principal place of business in an EU Member State acting as SoO. The competent authority may adapt its oversight programme, in order to avoid duplication of specific audit items. The qualifications of Instructors/Trainers, as well as of Examiners, are not defined at EU level, and remain to be defined by each Member State. This is provided that re-planning of rest is completed and notified before the rest period has started and the re-planning practices do not conflict with a crew member’s opportunity to plan adequate rest as required by ORO.FTL.110 (a). Therefore, a change in safety manager is not listed in the GMs to ORO.GEN.130: A change in safety manager is not considered a change requiring a prior approval from the competent authority, unless, the accountable manager fulfils the role of safety manager, in which case a change would obviously require prior approval.

Any transfer of a non-operating crew member from one place to the other at the request of the operator is called positioning and is counted as a duty period. https://www.easa.europa.eu/document-library/research-projects/easa2008c25, Additional information The location of anchor points can also be problematic. (EU) No 965/2012 on air operations and is applicable as of 9 July 2019.

Airport standby counts as duty for the purpose of ORO.FTL.235. Note: CRS stands for ‘child restraint system’ and means the same as ‘child restraint device’. (1) Forward-facing child seats may be installed on both forward-and rearward-facing passenger seats, but only when fitted in the same direction as the passenger seat on which they are positioned. Under CS FTL.1.225 (b)(2), the operator designs standby procedures in a way that makes unexpected fatigue unlikely by avoiding excessive awake times. Planned rosters may differ substantially from achieved rosters. (ii) a maximum take-off mass less than 45 360 kg, the distance flown in 120 minutes or, subject to approval by the competent authority, up to 180 minutes for turbo-jet aeroplanes, at the OEI cruise speed determined in accordance with (b);”. The minimum number of cabin crew may vary on each aircraft, depending on the certification history of that aircraft. (EU) No 965/2012 on air operations. (5) Forward-facing restraint devices with an integral harness must not be installed such that the adult safety belt is secured over the infant. ‘Alternative Means of Compliance’ are those that propose an alternative to an existing AMC. It is the operator’s responsibility to establish procedures for its operation which are subject to the approval or acceptance by the National Aviation Authority of that EU Member State. (EU) No 965/2012 on air operations: SPO.IDE.A.130. In accordance with ORO.SPO.100 (b), the aircraft used in commercial SPO (SPO-COM) shall have a certificate of airworthiness (CofA) issued by an EU Member State in accordance with Reg. In the case of aircrew licensing, provisions on grandfathering consider some national certificates issued in compliance with given regulations and by a certain date as being in compliance with the new Aircrew Regulation (i.e. Sometimes the distinction between ‘commercial’ and ‘non-commercial’ is not easily evident, especially when the remuneration or another way of compensation is not formalised e.g. In doing so, they take into account that the Regulation provides a number of cumulative protections to crew member from excessive periods of combined standby and duty: If no duty has been assigned during the rostered standby availability period, other-standby is followed by a rest period in accordance with ORO.FTL.235. Reference: Regulation (EU) No 965/2012 on Air Operations and the associated Decisions. It is therefore possible to use an alternative means of compliance (AltMoc) for the publication of rosters, provided the operator has demonstrated that the requirements of ORO.FTL.110 (a) are met. More than one CRD per row segment is allowed if the infants/children are from the same family or travelling group provided the infants/children are accompanied by a responsible adult sitting next to them in the same row segment. The SIB was supported by the EU Members States, however resulted in a strong opposition by EU operators. There is no specific mention of baby bassinets, however, equipment installed in an aircraft must meet the applicable requirements of the certification basis, the equipment specifications (if available) or aircraft manufacturer specifications (if available), or NAA requirements applicable to the operation of the aircraft.

Competent authorities are only obliged to accept the new certificates once the regulation has become applicable. Note, however, that any authorisation or certificate required by your national legislation may not be recognised by other Member States.

Day 2:  The crew member reports at B acclimatised to the local time at B for an FDP to C. At C the crew member has a rest period and becomes acclimatised to C. He/she has now covered 4-hour time difference, but in 2 days. In the context of Part-SPO, the intent of ‘applicable national flight time limitation legislation’ with regard to specialised operators is understood to mean the national law of the Member State in which the operator has its principal place of business, or, where the operator has no principal place of business, the place where the operator is established or resides. bulkhead) or a clearly visible instruction advising on the same must be placed on the baby bassinet itself.

The rule reference is ORO.GEN.110 (j). EU-OPS was a regulation directed, and applicable, to operators, therefore, an operator could provide raft training only when a cabin crew member was to actually  operate on the operator’s aeroplane fitted with rafts or similar equipment.

Operator rules: Part-ORO, Specialised operations  There are no specific provisions for loadmasters, either in terms of their duties or in terms of their qualification.

However the operator should ‘scrutinise’ all its activities under its hazard identification and risk management processes, including the continuing airworthiness activities.