Licence Category A, B1, B2 and B3

10.4 Air Operations

Certification statement
These Study Notes comply with the syllabus of EASA
Regulation (EU) No. 1321/2014 Annex III (Part-66) Appendix I
(as amended by Regulation (EU) No. 2018/1142), and the
associated Knowledge Levels as specified below:

Knowledge
Part-66 Levels
Objective
Ref.
A B1 B2 B3
General understanding of 10.4 1 1 1 1
Regulation (EU) No
965/2012.
Air operators certificates;
Operator’s responsibilities,
in particular regarding
continuing airworthiness
and maintenance;
Aircraft maintenance
programme;
MEL//CDL;
Documents to be carried on
board;
Aircraft placarding
(markings);

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Table of Contents
Operator classification __________________________ 8 Annex III – Part-ORO ___________________________ 30
The air operator certificate – general ______________ 30
Regulation (EU) No 965/2012 ____________________ 10
Issue of the air operator certificate ________________ 30
Introduction _________________________________ 10
Air operator certificate – description_______________ 31
Entry into Force ______________________________ 10
Air operator certificate – categories _______________ 31
Scope _____________________________________ 10
Air operator certificate – requirements _____________ 32
Specialised operations ________________________ 10
Air operator certificate – validity __________________ 32
Commercial operations ________________________ 11
Air operator certificate – application _______________ 34
Complex aircraft _____________________________ 11
Flight data monitoring – aeroplanes _______________ 36
Regulation structure __________________________ 11
Minimum equipment list ________________________ 38
Annex labelling ______________________________ 14
Technical crew in HEMS, HHO or NVIS operations ___ 38
Annex I ____________________________________ 18
Annex II ____________________________________ 18 Annex IV – Part-CAT ___________________________ 40
Annex III ___________________________________ 18 Taxiing of aeroplanes__________________________ 40
Annex IV ___________________________________ 20 Documents, manuals and information to be carried ___ 40
Annex V ___________________________________ 20 Preservation, production and use of flight recorder
Annex VI ___________________________________ 22 recordings __________________________________ 41
Annex VII __________________________________ 22 Refuelling/defueling with passengers embarking, on
Annex VIII __________________________________ 22 board or disembarking _________________________ 42
Difference between NCO and NCC_______________ 24 Refuelling/defueling with wide-cut fuel _____________ 42
Alleviation for complex motor-powered aeroplanes Push back and towing – aeroplanes ______________ 42
with turboprop engines ________________________ 24 Ice and other contaminants – ground procedures ____ 44
Definitions of ELA aircraft introduced by Ice and other contaminants – flight procedures ______ 44
Regulation (EU) 800/2013______________________ 26 Fuel and oil supply ____________________________ 44
New regulation on balloon operations _____________ 27 Mass and balance ____________________________ 46
Air operations with sailplanes ___________________ 27 Instruments and equipment – general _____________ 52
Minimum equipment for flight ____________________ 52
Annex II – Part-ARO ___________________________ 28
Spare electrical fuses__________________________ 52
Ramp Inspections ____________________________ 28
Operating lights ______________________________ 52
Equipment to clear windshield ___________________ 53
Operations under VFR by day – flight and navigational
instruments and associated equipment ____________ 54
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Operations under IFR or at night – flight and navigational Aircraft maintenance programme ________________ 80
instruments and associated equipment ____________ 54 Definition ___________________________________ 80
Altitude alerting system ________________________ 55 Primary maintenance __________________________ 80
Terrain awareness warning system (TAWS) ________ 55 Maintenance steering group (MSG) processes ______ 82
Airborne collision avoidance system (ACAS) _______ 55 Aircraft maintenance programme description _______ 84
Airborne weather detecting equipment ____________ 55 Operator approved maintenance programme (OAMP) 86
Additional equipment for operations in icing conditions at Maintenance programme supporting documents _____ 86
night ______________________________________ 55 Scheduled maintenance inspections (SMIs) ________ 88
Flight crew interphone system __________________ 56 Aircraft placarding (markings) ___________________ 94
Crew member interphone system ________________ 56 General ____________________________________ 94
Public address system ________________________ 56 Instrument markings __________________________ 94
Cockpit voice recorder ________________________ 56 Master minimum equipment list (MMEL), minimum
Flight data recorder ___________________________ 58 equipment list (MEL) and configuration deviation list
Data link recording ___________________________ 60 (CDL) ________________________________________ 96
Fasten seat belt and no smoking signs ____________ 60 General ____________________________________ 96
First-aid kit _________________________________ 60 Master minimum equipment list (MMEL) ___________ 96
Emergency medical kit ________________________ 62 Minimum equipment list (MEL) __________________ 98
First-aid oxygen______________________________ 62 Configuration deviation list (CDL) _______________ 100
Hand fire extinguishers ________________________ 64 MEL and CDL remarks and exceptions ___________ 100
Crash axe and crowbar ________________________ 66 Dispatch deviation procedures guides (DDPG) _____ 100
Marking of break-in points ______________________ 66 Dispatch deviation lists (DDL) __________________ 100
Means for emergency evacuation ________________ 68
Megaphones ________________________________ 68
Emergency lighting and marking _________________ 70
Emergency locator transmitter (ELT) _____________ 72
Flight over water _____________________________ 74
Survival equipment ___________________________ 75
Headset____________________________________ 75
Radio communication equipment ________________ 75
Annex V – Part-SPA ___________________________ 76
Reduced vertical separation minima (RVSM) _______ 76
RVSM height-keeping errors ____________________ 76
Extended range operations (ETOPS) _____________ 78
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References:
• Regulation (EU) No. 965/2012 and its Annexes I – VIII
(Part-OPS)
• ICAO MEL Manual

The easy access rules can be downloaded from the EUR-Lex

website using the links provided below.

Regulation (EU) No. 965/2012

This document contains the
applicable rules for
airworthiness and
environmental certification of
aircraft and related products,
parts and appliances, as well
as for the certification of design
and production organisations

It includes Part-21 and the

associated current applicable
implementing rules (IRs),
acceptable means of
compliance (AMC) and
guidance material (GM),
displayed in a consolidated,
easy-to-read format with
advanced navigation features
through links and bookmarks.

https://www.easa.europa.eu/document-library/general-
publications/easy-access-rules-air-operations#group-easa-
downloads

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Operator classification
EASA applied the classification shown below to develop a
different set of technical rules for air operations (e.g. CAT,
NCC, NCO, SPO operations), taking into account the principle
of proportionality and the need to have different safety levels.

The safety levels were based on a risk hierarchy, and the rules
for non-commercial operations were developed to achieve the
following objectives:

• to maintain a proportionate level of safety depending on

the complexity of the aircraft;
• to guarantee sufficient flexibility and efficiency for
operators and authorities;
• to be compliant with the ICAO standards and
recommended practices (SARPs) of Annex 6 Part II and
Part III Sections III as far as feasible;
• to ensure proportionate rules between NCO and NCC
operations; and
• to be consistent with the rules of the other Annexes to
the AIR OPS Regulation.

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Regulation (EU) No 965/2012
Introduction
Commission Regulation (EU) No 965/2012 of 5 October 2012 Annexes VI to VIII of the Regulation, as later amended by
and its subsequent amendments lay down technical Regulation (EU) No 800/2013, became applicable as of
requirements and administrative procedures related to air 25 August 2016 (non-commercial operations) and
operations pursuant to Regulation (EU) No 2018/1139 of the 21 April 2017 (specialised operations).
European Parliament and of the Council (‘Basic Regulation’).
Scope
This Regulation is officially referred to as IR-OPS The following types of civil air operations are within the scope
(Implementing Rules – Operations), but it is also known as of Regulation (EU) No 965/2012 and its subsequent
EASA OPS or EASA AIR OPS. It replaces EU-OPS (Regulation amendments:
(EC) 859/2008) with regard to commercial operations of
aeroplanes (A) and JAR-OPS 3 with regard to commercial • specialised and non-specialised;
operations of helicopters (H) as well as old national • commercial and non-commercial; and
requirements on commercial operations of sailplanes (S) and • with complex motor-powered aircraft and with other-
balloons (B) and existing national requirements on non- than-complex motor-powered aircraft;
commercial operations of complex and other-than-complex
aircraft (including S and B) and specialised air operations (most Specialised operations
notably aerial work). The Regulation also establishes detailed The term ‘specialised operations’ refers to activities meeting
rules for ramp inspections of aircraft of operators under the the following criteria:
safety oversight of another state when landed at aerodromes • the aircraft is flown close to the surface to fulfil the
located in the territory subject to the provisions of the Treaty. mission;
• abnormal manoeuvres are performed;
Entry into Force
• special equipment is necessary to fulfil the mission and
Annexes I to V of the Regulation – covering authority,
organisational, commercial air transport operational which affects the manoeuvrability of the aircraft;
• substances are released from the aircraft during the
requirements and operations requiring specific approval –
became applicable as of 28 October 2012. The deadline for flight where these substances are either harmful or
establishing compliance with annexes I-V of the Regulation affect the manoeuvrability of the aircraft;
• external loads or goods are lifted or towed; or
was 28 October 2014.
• persons enter or leave the aircraft during flight.

Operations not meeting the above criteria are ‘non-specialised’.

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Commercial operations Regulation structure
The term ‘commercial’ refers to aircraft operations involving the
transport of passengers, cargo or mail for remuneration or hire. Articles

Complex aircraft Article 1 – Subject matter and scope

The term ‘complex motor-powered aircraft’ refers to: This Regulation lays down detailed rules for air operations with
aeroplanes, helicopters and sailplanes, including ramp
• an aeroplane: inspections of aircraft of operators under the safety oversight of
– with a maximum certificated take-off mass another state when landed at aerodromes located in the
exceeding 5,700 kg; or territory subject to the provisions of the Treaties.
– certificated for a maximum passenger seating
configuration of more than nineteen; or This Regulation also lays down detailed rules on the conditions
– certificated for operation with a minimum crew of at for issuing, maintaining, amending, limiting, suspending or
least two pilots; or revoking the certificates of operators of aircraft except for
– equipped with (a) turbojet engine(s) or more than balloons, engaged in commercial air transport operation, the
one turboprop engine; or privileges and responsibilities of the holders of certificates as
• a helicopter certificated: well as conditions under which operations shall be prohibited,
– for a maximum take-off mass exceeding 3,175 kg; or limited or subject to certain conditions in the interest of safety.
– for a maximum passenger seating configuration of
more than nine; or The Regulation also lays down detailed rules on the conditions
– for operation with a minimum crew of at least two and procedures for the declaration by operators engaged in
pilots; or commercial specialised operations of aeroplanes, helicopters
– a tilt-rotor aircraft. and sailplanes or in non-commercial operation of complex
motor-powered aircraft, including non-commercial specialised
An aircraft not meeting the above criteria is an ‘other-than- operations of complex motor-powered aircraft, of their
complex motor-powered aircraft’. capability and the availability of the means to discharge the
responsibilities associated with the operation of aircraft, and for
the oversight of such operators.

The Regulation also lays down detailed rules on the conditions

under which certain high-risk commercial specialised
operations shall be subject to authorisation in the interest of
safety and on the conditions for issuing, maintaining,
amending, limiting, suspending or revoking the authorisations.
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The Regulation does not apply to air operations with airships. Operators shall comply with the relevant provisions of Annex V
when operating:
Article 2 – Definitions
a) aeroplanes and helicopters used for:
Article 3 – Oversight capabilities – operations using performance-based navigation
(PBN);
Article 4 – Ramp inspections – operations in accordance with minimum navigation
Ramp inspections of aircraft of operators under the safety performance specifications (MNPS);
oversight of another member state or of a third country shall be – operations in airspace with reduced vertical separation
carried out in accordance with Subpart RAMP of Annex II. minima (RVSM); or
– low visibility operations (LVO);
The member states shall ensure that alcohol testing of the flight b) aeroplanes, helicopters used for the transport of dangerous
crew and cabin crew members is carried out with regard to goods (DG).
operators under their own oversight as well as with regard to c) two-engine aeroplanes used for extended range operations
operators under the oversight of another member state or of a (ETOPS) in commercial air transport.
third country. Such testing shall be performed by ramp d) helicopters used for commercial air transport operations
inspectors within the framework of the ramp inspection with the aid of night vision imaging systems (NVIS).
programme of Subpart RAMP of Annex II. e) helicopters used for commercial air transport hoist
operations (HHO).
Member states may carry out additional testing for f) helicopters used for commercial air transport emergency
psychoactive substances other than alcohol. In that case, the medical service operations (HEMS).
member state shall notify the European Aviation Safety Agency g) helicopters used for offshore operations (HOFO).
(‘the Agency’) and the Commission.
Operators of complex motor-powered aeroplanes and
Article 5 – Air operations helicopters involved in non-commercial operations shall
Operators shall only operate an aeroplane, a helicopter or a declare their capability and means to discharge their
sailplane for the purpose of commercial air transport (CAT) responsibilities associated with the operation of aircraft and
operations in accordance with the requirements specified in operate the aircraft in accordance with the provisions specified
Annexes III and IV. in Annex III and Annex VI.
Operators engaged in CAT operations starting and ending at Such operators when engaged in non-commercial specialised
the same aerodrome/operating site with performance Class B operations shall operate the aircraft in accordance with the
aeroplanes or non-complex helicopters shall comply with the provisions specified in Annex III and VIII instead.
relevant provisions of Annexes III and IV.

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Operators of other-than complex motor-powered aeroplanes
and helicopters, and of sailplanes, involved in non-commercial
operations, including non-commercial specialised operations,
shall only operate the aircraft in accordance with the
requirements specified in Annex VII.

Operators shall only operate an aeroplane, a helicopter or a

sailplane for the purpose of specialised commercial operations
in accordance with the requirements specified in Annexes III
and VIII.

Article 6 – Derogations

Article 7 – Air operations certificates

Article 8 – Flight time limitations

Article 9 – Minimum equipment lists

Article 9 – Flight and cabin crew training and review

Article 10 – Entry into force and application

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Annex labelling
EASA develops each new regulation following the same
structure. Each regulation has annexes, called ‘parts’;

Each regulation contains a minimum of three parts:

• ‘part authority’ (AR) related to the oversight function of

the member states and competent authorities in the
subject covered by the regulation;
• ‘part organisation’ (OR) applicable to the management
system of approved and declared organisations; and
• ‘technical parts’

Each part is divided into subparts. The first subpart of a

specific part is usually subpart gen that details general
requirements.

A subpart is then divided into different sections.

Sections are made of different chapters.

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AIR-OPS Annexes designations

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The Regulation consists of eight annexes (parts) with related
subparts as follows:

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Annex I Annex III
Annex I contains definitions for terms used in annexes II-VIII. Part-ORO (organisation requirements for air operations)
establishes organisational requirements to be followed by an
Annex II air operator conducting specialised and non-specialised
Part-ARO (authority requirements for air operations) commercial air operations and specialised and non-specialised
establishes requirements for EASA member states’ national non-commercial air operations with complex motor-powered
aviation authorities with regard to the implementation and aircraft. These requirements are articulated in the following
enforcement of Regulation (EU) No 965/2012 and the series of subparts:
certification and oversight of registered air operators. These
requirements are articulated in the following series of subparts: • Subpart GEN (general requirements);
• Subpart AOC (air operator certification);
• Subpart GEN (general requirements); • Subpart DEC (declaration);
• Subpart OPS (air operations); • Subpart SPO (specialised commercial operations);
• Subpart RAMP (ramp inspections of aircraft of operators • Subpart MLR (manuals, logs and records);
under the regulatory oversight of another state). • Subpart SEC (security);
• Subpart FC (flight crew);
• Subpart CC (cabin crew);
• Subpart TC (technical crew in HEMS, HHO or NVIS
operations); and
• Subpart FTL (flight and duty time limitations and rest
requirements (commercial A only)).

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Subparts of Part-CAT

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Annex IV Annex V
Part-CAT (commercial air transport operations) establishes Part-SPA (specific approvals) establishes requirements for air
organisational requirements to be followed by an air operator operations which require specific approvals. These
performing non-specialised commercial air transport requirements are articulated in the following series of subparts:
operations (A, H, S and B). These requirements are articulated
in the following series of subparts: • Subpart A (general requirements (GEN));
• Subpart B (performance-based navigation (PBN)
• Subpart A (general requirements (GEN)); operations);
• Subpart B (operating procedures (OP)); • Subpart C (operations with specified minimum
• Subpart C (aircraft performance and operating navigation performance (MNPS));
limitations (POL): performance classes A, B and C (A) • Subpart D (operations in airspace with reduced vertical
and performance classes 1, 2 and 3 (H); mass and separation minima (RVSM));
balance: motor-powered aircraft, sailplanes (S) and • Subpart E (low visibility operations (LVO));
balloons (B)); and • Subpart F (extended range operations with two-engine
• Subpart D (instruments, data and equipment (IDE)). aeroplanes (ETOPS));
• Subpart G (transport of dangerous goods (DG));
• Subpart H (helicopter operations with night vision
imaging systems (NVIS));
• Subpart I (helicopter hoist operations (HHO));
• Subpart J (helicopter emergency medical service
operations (HEMS));

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Subparts of Part-SPA
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Annex VI Annex VIII
Part-NCC (non-commercial air operations with complex motor- Part-SPO (specialised operations) establishes operational
powered aircraft) establishes operational requirements for air requirements for air operators conducting specialised
operators conducting non-specialised non-commercial air operations (excluding specialised non-commercial operations
operations with complex motor-powered aircraft. These with other-than-complex motor-powered aircraft). These
requirements are articulated in the following series of subparts: requirements are articulated in the following series of subparts:

• Subpart A (general requirements (GEN)); • Subpart A (general requirements (GEN));

• Subpart B (operational procedures (OP)); • Subpart B (operational procedures (OP));
• Subpart C (aircraft performance and operating • Subpart C (aircraft performance and operating
limitations (POL)); and limitations (POL));
• Subpart D (instruments, data and equipment (IDE)); • Subpart D (instruments, data and equipment (IDE),
including requirements for sailplanes and balloons);and
Annex VII • Subpart E (specific requirements (SPEC): helicopter
Part-NCO (non-commercial air operations with other-than- external sling load operations (HESLO), human external
complex motor-powered aircraft) establishes operational cargo operations (HEC), parachute operations (PAR),
requirements for operators conducting non-commercial air aerobatic flights (ABF)).
operations with other-than-complex motor-powered aircraft
(specialised and non-specialised). These requirements are
articulated in the following series of subparts:

• Subpart A (general requirements (GEN));

• Subpart B (operational procedures (OP));
• Subpart C (aircraft performance and operating
limitations (POL));
• Subpart D (instruments, data and equipment (IDE),
including requirements for sailplanes and balloons); and
• Subpart E (specific requirements (SPEC): helicopter
external sling load operations (HESLO), human external
cargo operations (HEC), parachute operations (PAR),
aerobatic flights (ABF)).

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Annex applicability

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Difference between NCO and NCC (ii) a helicopter certificated:
The EASA developed two different sets of rules for non-
commercial operations, depending on the complexity of the • for a maximum take-off mass exceeding 3175 kg,
aircraft: or
• for a maximum passenger seating configuration
• for the operation of non-complex aircraft, basic safety of more than nine, or
rules apply (Part-NCO). The term NCO stands for non- • for operation with a minimum crew of at least two
commercial operations with other-than-complex aircraft; pilots, or
and
• for the operation of complex aircraft, more complex (iii) a tilt rotor aircraft;”
safety rules apply (Part-NCC and partly Part-ORO),
particularly taking into account that complex aircraft may Different from this definition, ICAO defines a large aeroplane
carry a larger number of passengers and usually require (in Annex 6 Part II) as:
professional teams for their operations. The term NCC “an aeroplane of a maximum certificated take-off mass
stands for non-commercial operations with complex of over 5700 kg”.
motor-powered aircraft.
Alleviation for complex motor-powered aeroplanes with
The term complex motor-powered aircraft is defined in turboprop engines
Regulation (EU) 2018/1139 as follows: The definition of a complex motor-powered aeroplane deviates
“‘complex motor-powered aircraft’ shall mean: from the ICAO definition of a large aeroplane insofar as a
complex motor-powered aeroplane includes expressively a
(i) an aeroplane: multi-engine turboprop aeroplane with a maximum take-off
mass at or below 5,700 kg. Under ICAO SARPs, such an
• with a maximum certificated take-off mass aeroplane is classified as a small aeroplane.
exceeding 5700 kg, or
• certificated for a maximum passenger seating The AIR OPS Regulation (EU) 965/2012 contains an alleviation
configuration of more than nineteen, or in this sense: Article 6.8 states that operators of complex motor-
• certificated for operation with a minimum crew of powered aeroplanes with an MCTOM at or below 5,700 kg,
at least two pilots, or equipped with turboprop engines, involved in non-commercial
• equipped with (a) turbojet engine(s) or more than operations, shall operate those aircraft in accordance with
one turboprop engine, or Annex VII (Part-NCO).

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Definitions of ELA aircraft introduced by Regulation (EU)
800/2013
Regulation (EU) No 800/2013 adds new definitions in Annex I,
Definitions:

“‘ELA1 aircraft’ means the following manned European

Light Aircraft:

• an aeroplane with a Maximum Take-off Mass (MTOM)

of 1200 kg or less that is not classified as complex
motor-powered aircraft;
• a sailplane or powered sailplane of 1200 kg MTOM or
less;
• a balloon with a maximum design lifting gas or hot air
volume of not more than 3400 m3 for hot air balloons,
1050 m3 for gas balloons, 300 m3 for tethered gas
balloons.

‘ELA2 aircraft’ means the following manned European Light

Aircraft:

• an aeroplane with a Maximum Take-off Mass (MTOM)

of 2000 kg or less that is not classified as complex
motor-powered aircraft;
• a sailplane or powered sailplane of 2000 kg MTOM or
less;
• a balloon;
• a Very Light Rotorcraft with a MTOM not exceeding
600 kg which is of a simple design, designed to carry not
more than two occupants, not powered by turbine and/or
rocket engines; restricted to VFR day operations.”

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New regulation on balloon operations Air operations with sailplanes
In March 2018, the European Commission published Commission Implementing Regulation (EU) 2018/1976 on
Regulation (EU) No 2018/395 on the operation of balloons, sailplane operations was published by the Commission on
establishing less-complex provisions, proportionate to the 20 December 2018.
complexity and risk of such operations.
The associated EASA AMC and GM were published on
The Air Ops Regulation (EU) 965/2012 was also amended by 28 January 2019 on the EASA Official Publications page.
deleting all the requirements applicable to balloon operations
(in the amending regulation (EU) No 2018/394). The sailplane rules were extracted from Regulation (EU) No
965/2012 on air operations (except for the authority
Shortly after, EASA published the related decisions containing requirements, which remained in Part-ARO) and published in a
AMC and GM to the new regulations. new, separate regulation addressing only the air operations
with sailplanes. The new regulation establishes simpler rules,
The Balloon Rule Book – Easy Access Rules, containing both proportionate to the complexity and risk level of these
the Commission Regulation (EU) 2018/395 and the EASA AMC operations, and reduces the regulatory burden for sailplane
and GM, is also available for download. For now, this book pilots and operators.
contains only the air operations rules for balloons, but in the
future, it will also include the licensing rules for balloons and Regulation (EU) 2018/1975 amends Regulation (EU) No
the airworthiness rules for balloons. 965/2012 on air operations by removing all the requirements
applicable to sailplanes operations.
The new regulation on balloon operations were applied from
8 April 2019. Regulations (EU) 2018/1975 and (EU) 2018/1976 become
applicable as of 9 July 2019.

An Easy Access Rules Book for Sailplanes is available to

download.

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Annex II – Part-ARO
Ramp Inspections
SUBPART RAMP
Ramp inspections of aircraft of operators under the regulatory
oversight of another state.

This Subpart establishes the requirements to be followed by the

competent authority or the Agency when exercising its tasks
and responsibilities regarding the performance of ramp
inspections of aircraft used by third country operators or used
by operators under the regulatory oversight of another member
state when landed at aerodromes located in the territory subject
to the provisions of the Treaty.

It also sets out the requirements for aircraft ramp inspections,

including the conduct of such inspections and the qualification
and training of ramp inspectors.

It also defines the categories of findings and the parameters of

which an aircraft should be grounded, based upon the findings
of ramp inspections.

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SUBPART-RAMP
covers ramp
inspections of aircraft
of operators under the
regulatory oversight of
another state

Ramp inspection report

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Annex III – Part-ORO
The air operator certificate – general Issue of the air operator certificate
An operator shall not operate an aeroplane for the purpose of ARO.OPS.100
commercial air transportation otherwise than under, and in An applicant for an AOC, or variation of an AOC, shall allow the
accordance with, the terms and conditions of an air operator authority to examine all safety aspects of the proposed
certificate (AOC). operation.
O AOC é
o An air operator certificate (AOC) is a certificate authorising an The competent authority shall issue the air operator certificate
certificado operator to carry out specified commercial air transport (AOC) when satisfied that the operator has demonstrated
de operations; (ICAO Annex 6) compliance with the elements required in ORO.AOC.100.
operador
aéreo An air operator certificate (AOC), sometimes alternatively The certificate shall include the associated operations
described as an air operator permit (AOP), is the approval specifications.
granted from a national aviation authority (NAA) to an aircraft
operator to allow it to use aircraft for commercial purposes. This The competent authority may determine specific operational
requires the operator to have personnel, assets and systems in limitations. Such limitations shall be documented in the
place to ensure the safety of its employees and the general operations specifications.
public. This document will as a minimum detail the aircraft types
which may be used, for what purpose and in what geographic
region.

The AOC is an ICAO (Annex 6) requirement. An AOC is

referred to as an air carrier operating certificate in the USA. In
Europe, EASA sets out the requirements of an AOC in OPS-
ARO, but the AOC is issued by the EASA competent authority
of the member state.

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Air operator certificate – description Air operator certificate – categories
ORO.AOC details the general rules for air operator certification. AOCs can be granted for one or more of the following activities:

An AOC specifies the: • aerial surveying;

• aerial spotting;
• name and location (principal place of business) of the • agricultural operations;
operator; • aerial photography;
• date of issue and period of validity; • aerial advertising;
• description of the type of operations authorised; • firefighting;
• type(s) of aeroplane(s) authorised for use; • air ambulance or aeromedical;
• registration markings of the authorised aeroplane(s) • flight training;
except that operators may obtain approval for a system • charter; or
to inform the authority about the registration markings for • public transport.
aeroplanes operated under its AOC;
• authorised areas of operation;
• special limitations; and
• special authorisations/approvals, e.g.:
– CAT II/CAT III instrument landing
– ETOPS
– RVSM
– Transportation of dangerous goods (AIR-OPS
SPA.DG).

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Air operator certificate – requirements Air operator certificate – validity
The requirements for obtaining an AOC vary from country to The AOC shall remain valid subject to:
country but are generally defined as:
• the operator remaining in compliance with the relevant
• sufficient personnel with the required experience for the requirements of Regulation (EC) No 216/2008 and its
type of operations requested; implementing rules, taking into account the provisions
• airworthy aircraft, suitable for the type of operations related to the handling of findings;
requested; • the competent authority being granted access to the
• acceptable systems for the training of crew and the operator to determine continued compliance with the
operation of the aircraft (operations manual); relevant requirements of Regulation (EC) No 216/2008
• a quality system to ensure that all applicable regulations and its implementing rules; and
are followed; • the certificate not being surrendered or revoked.
• the appointment of key accountable staff, who are
responsible for specific safety-critical functions such as
training, maintenance and operations;
• carriers liability insurance (for airlines) – operators are to
have sufficient insurance to cover the injury or death of
any passenger carried;
• proof that the operator has sufficient finances to fund the
operation; and
• the operator has sufficient ground infrastructure, or
arrangements for the supply of sufficient infrastructure,
to support its operations into the aerodromes requested.

The certificate is held by a legal person who resides in the

country or region of application (for EASA).

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Examples of air operators certificates issued by EASA competent authorities in Greece and France
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Air operator certificate – application
ORO.AOC.100
The operator shall apply for and obtain an air operator
certificate (AOC) issued by the competent authority.

The operator shall provide the following information to the

competent authority:

• the official name and business name, address, and

mailing address of the applicant;
• a description of the proposed operation, including the
type(s), and number of aircraft to be operated;
• a description of the management system, including
organisational structure;
• the name of the accountable manager;
• the names of the nominated persons required by
together with their qualifications and experience;
• a copy of the operations manual; and
• a statement that all the documentation sent to the
competent authority have been verified by the applicant
and found in compliance with the applicable
requirements.

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The AOC is granted by the competent authority of
EASA (example: Transport Malta - Civil Aviation
Directorate) to Jet Aviation Flight Services

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Flight data monitoring – aeroplanes
ORO.AOC.130
Flight data monitoring (FDM) is the systematic, proactive use
of digital flight data from routine operations to improve aviation
safety within an intrinsically non-punitive and just safety culture.

FDM programmes assist an operator to identify, quantify,

assess and address operational risks.

The operator shall establish and maintain a flight data

monitoring system, which shall be integrated into its
management system, for aeroplanes with a maximum
certificated take-off mass of more than 27,000 kg.

The flight data monitoring system shall be non-punitive and

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

Data is obtained from the aircraft’s digital systems by a flight

data acquisition unit (FDAU) and routed to the crash protected
digital flight data recorder (DFDR). In addition to this mandatory
data ‘stream’, a second output is generated to a non-mandatory
recorder.

This output is often more comprehensive than that of the crash-

protected flight recorder due to the increased capacity of this
recorder.

Unlike the DFDR, this recorder has an easily removable

recording medium (hence the name – quick access recorder –
QAR), previously tape or optical disk, today more often memory
cards or even a wireless system that requires no physical
removal of media.

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Flight data monitoring (FDM) programmes assist an operator to
identify, quantify, assess and address operational risks

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Minimum equipment list Technical crew in HEMS, HHO or NVIS operations
ORO.MLR.105 ORO.TC.100
A minimum equipment list (MEL) shall be established by the This Subpart establishes the requirements to be met by the
operator, based on the relevant master minimum equipment list operator when operating an aircraft with technical crew
(MMEL) as defined in the data established in accordance with members in commercial air transport helicopter emergency
Regulation (EC) No 748/2012. medical service (HEMS), night vision imaging system (NVIS)
operations or helicopter hoist operations (HHO).
The MEL and any amendments shall be approved by the
competent authority. Technical crew members in commercial air transport HEMS,
HHO or NVIS operations shall only be assigned duties if they:
The operator shall amend the MEL after any applicable change
to the MMEL within the acceptable timescales. • are at least 18 years of age;
• are physically and mentally fit to safely discharge
In addition to the list of items, the MEL shall contain: assigned duties and responsibilities;
• have completed all applicable training required by this
• a preamble, including guidance and definitions for flight Subpart to perform the assigned duties; and
crews and maintenance personnel using the MEL; • have been checked as proficient to perform all assigned
• the revision status of the MMEL upon which the MEL is duties in accordance with the procedures specified in the
based and the revision status of the MEL; and operations manual.
• the scope, extent and purpose of the MEL.

The operator shall:

• establish rectification intervals for each inoperative

instrument, item of equipment or function listed in the
MEL. The rectification interval in the MEL shall not be
less restrictive than the corresponding rectification
interval in the MMEL;
• establish an effective rectification programme; and
• only operate the aircraft after the expiry of the
rectification interval specified in the MEL when:
– the defect has been rectified; or
– the rectification interval has been extended in
accordance with the requirement.

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Helicopter emergency medical service
(HEMS), night vision imaging system
(NVIS) operations and helicopter hoist
operations (HHO)

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Annex IV – Part-CAT
Taxiing of aeroplanes • the operations specifications relevant to the aircraft type,
CAT.GEN.MPA.125 issued with the AOC;
The operator shall ensure that an aeroplane is only taxied on • the original aircraft radio licence, if applicable;
the movement area of an aerodrome if the person at the • the third party liability insurance certificate(s);
controls: • the journey log, or equivalent, for the aircraft;
• the aircraft technical log, in accordance with Annex I
• is an appropriately qualified pilot; or (Part-M) to Regulation (EU) No 1321/2014;
• has been designated by the operator and: • details of the filed flight plan, if applicable;
– is trained to taxi the aircraft; • current and suitable aeronautical charts for the route of
– is trained to use the radio telephone; the proposed flight and all routes along which it is
– has received instruction in respect of aerodrome reasonable to expect that the flight may be diverted;
layout, routes, signs, marking, lights, air traffic • procedures and visual signals information for use by
control (ATC) signals and instructions, phraseology intercepting and intercepted aircraft;
and procedures; • information concerning search and rescue services for
– is able to conform to the operational standards the area of the intended flight, which shall be easily
required for safe aeroplane movement at the accessible in the flight crew compartment;
aerodrome. • the current parts of the operations manual that are
relevant to the duties of the crew members, which shall
Documents, manuals and information to be carried be easily accessible to the crew members;
CAT.GEN.MPA.180 • the MEL;
The following documents, manuals and information shall be • appropriate notices to airmen (NOTAMs) and
carried on each flight, as originals or copies unless otherwise aeronautical information service (AIS) briefing
specified: documentation;
• the aircraft flight manual (AFM), or equivalent • appropriate meteorological information;
document(s); • cargo and/or passenger manifests, if applicable;
• the original certificate of registration; • mass and balance documentation;
• the original certificate of airworthiness (C of A); • the operational flight plan, if applicable;
• the noise certificate, including an English translation, • notification of special categories of passenger (SCPs)
where one has been provided by the authority and special loads, if applicable; and
responsible for issuing the noise certificate; • any other documentation that may be pertinent to the
• a certified true copy of the air operator certificate (AOC); flight or is required by the States concerned with the
flight.
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Notwithstanding the above, for operations under visual flight The operator shall save the recordings for the period of
rules (VFR) by day with other-than-complex motor-powered operating time of the FDR, except that, for the purpose of
aircraft taking off and landing at the same aerodrome or testing and maintaining the FDR, up to one hour of the oldest
operating site within 24 hours, or remaining within a local area recorded material at the time of testing may be erased.
specified in the operations manual, the following documents
and information may be retained at the aerodrome or operating The operator shall keep and maintain up-to-date
site instead: documentation that presents the necessary information to
convert FDR raw data into parameters expressed in
• noise certificate; engineering units.
• aircraft radio licence;
• journey log, or equivalent; The operator shall make available any flight recorder recording
• aircraft technical log; that has been preserved if so determined by the competent
• NOTAMs and AIS briefing documentation; authority.
• meteorological information;
• notification of SCPs and special loads, if applicable; and CVR recordings shall only be used for purposes other than for
• mass and balance documentation. the investigation of an accident or an incident subject to
mandatory reporting if all crew members and maintenance
In case of loss or theft of documents specified above, the personnel concerned consent.
operation may continue until the flight reaches its destination or
a place where replacement documents can be provided. FDR recordings or data link recordings shall only be used for
purposes other than for the investigation of an accident or an
Preservation, production and use of flight recorder incident which is subject to mandatory reporting if such records
recordings are:
CAT.GEN.MPA.195
Following an accident or an incident that is subject to • used by the operator for airworthiness or maintenance
mandatory reporting, the operator of an aircraft shall preserve purposes only; or
• de-identified; or
the original recorded data for a period of 60 days unless
otherwise directed by the investigating authority. • disclosed under secure procedures.

The operator shall conduct operational checks and evaluations

of flight data recorder (FDR) recordings, cockpit voice recorder
(CVR) recordings and data link recordings to ensure the
continued serviceability of the recorders.

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Refuelling/defueling with passengers embarking, on
board or disembarking
CAT.OP.MPA.195
An aircraft shall not be refuelled/defueled with Avgas (aviation
gasoline) or wide-cut type fuel or a mixture of these types of
fuel, when passengers are embarking, on board or
disembarking.

For all other types of fuel, necessary precautions shall be

taken, and the aircraft shall be properly manned by qualified
personnel ready to initiate and direct an evacuation of the
aircraft by the most practical and expeditious means available.

Refuelling/defueling with wide-cut fuel

CAT.OP.MPA.200
Refuelling/defueling with wide-cut fuel shall only be conducted
if the operator has established appropriate procedures taking
into account the high risk of using wide-cut fuel types.

Push back and towing – aeroplanes

CAT.OP.MPA.205
Push back, and towing procedures specified by the operator
shall be conducted in accordance with established aviation
standards and procedures.

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Push back and towing procedures specified by the operator
shall be conducted in accordance with established aviation
standards and procedures.

An aircraft shall not be refuelled/defueled with Avgas

(aviation gasoline) or wide-cut type fuel or a mixture of
these types of fuel, when passengers are embarking, on
board or disembarking.

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Ice and other contaminants – ground procedures
CAT.OP.MPA.250
The operator shall establish procedures to be followed when
ground de-icing and anti-icing and related inspections of the
aircraft are necessary to allow the safe operation of the aircraft.

The commander shall only commence takeoff if the aircraft is

clear of any deposit that might adversely affect the performance
or controllability of the aircraft, and in accordance with the AFM.

Ice and other contaminants – flight procedures

CAT.OP.MPA.255
The operator shall establish procedures for flights in expected
or actual icing conditions.

The commander shall only commence a flight or intentionally

fly into expected or actual icing conditions if the aircraft is
certified and equipped to cope with such conditions.

If icing exceeds the intensity of icing for which the aircraft is

certified or if an aircraft not certified for flight in known icing
conditions encounters icing, the commander shall exit the icing
conditions without delay, by a change of level and/or route, if
necessary, by declaring an emergency to ATC.

Fuel and oil supply

CAT.OP.MPA.260
The commander shall only commence a flight or continue in the
event of in-flight replanning when satisfied that the aircraft
carries at least the planned amount of usable fuel and oil to
complete the flight safely, taking into account the expected
operating conditions.

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The commander shall only commence takeoff if the
aircraft is clear of any deposit that might adversely
affect the performance or controllability of the
aircraft, and in accordance with the AFM

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O requisito de pesar e centrar uma aeronave,
antes de entrar em serviço, recai sobre o
fabricante.

Mass and balance

CAT.POL.MAB

General
During any phase of operation, the loading, mass and centre of In addition to standard masses for passengers and checked
gravity (CG) of the aircraft shall comply with the limitations baggage, the operator can use standard masses for other load
specified in the AFM, or the operations manual if more items, if it demonstrates to the competent authority that these
restrictive. items have the same mass or that their masses are within
specified tolerances.
The operator shall establish the mass and the CG of any
aircraft by actual weighing prior to initial entry into service and The operator shall determine the mass of the fuel load by using
thereafter at intervals of 4 years if individual aircraft masses are the actual density or, if not known, the density calculated in
used, or 9 years if fleet masses are used. The accumulated accordance with a method specified in the operations manual.
effects of modifications and repairs on the mass and balance
shall be accounted for and properly documented. Aircraft shall The operator shall ensure that the loading of its aircraft is
be reweighed if the effect of modifications on the mass and performed under the supervision of qualified personnel and
balance is not accurately known. traffic load is consistent with the data used for the calculation
of the aircraft mass and balance.
The weighing shall be accomplished by the manufacturer of the
aircraft or by an approved maintenance organisation. The operator shall comply with additional structural limits such
as the floor strength limitations, the maximum load per running
The operator shall determine the mass of all operating items metre, the maximum mass per cargo compartment and the
and crew members included in the aircraft dry operating mass maximum seating limit. For helicopters, in addition, the operator
by weighing or by using standard masses. The influence of their shall take account of in-flight changes in loading.
position on the aircraft’s CG shall be determined.
The operator shall specify, in the operations manual, the
The operator shall establish the mass of the traffic load, principles and methods involved in the loading and in the mass
including any ballast, by actual weighing or by determining the and balance system that meet these requirements. This system
mass of the traffic load in accordance with standard passenger shall cover all types of intended operations.
and baggage masses.

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Weighing of an aircraft
New aircraft that have been weighed at the factory may be Each scale should be calibrated either by the manufacturer, by
placed into operation without reweighing if the mass and a civil department of weights and measures or by an
balance records have been adjusted for alterations or appropriately authorised organisation within two years or within
modifications to the aircraft. a time period defined by the manufacturer of the weighing
equipment, whichever is less. The equipment should enable
Aircraft transferred from one EU operator to another EU the mass of the aircraft to be established accurately.
operator do not have to be weighed prior to use by the receiving
operator, unless more than 4 years have elapsed since the last One single accuracy criterion for weighing equipment cannot
weighing. be given. However, the weighing accuracy is considered
satisfactory if the accuracy criteria in the table below are met
The mass and centre of gravity (CG) position of an aircraft by the individual scales/cells of the weighing equipment used:
should be revised whenever the cumulative changes to the dry
operating mass exceed ±0.5% of the maximum landing mass, For a scale/cell load An accuracy of
or for aeroplanes, the cumulative change in CG position
exceeds 0.5% of the mean aerodynamic chord. This may be Below 2,000 kg ±1%
done by weighing the aircraft or by calculation. From 2,000 kg to 20,000 kg ±20 kg
When weighing an aircraft, normal precautions should be taken Above 20,000 kg ±0·1%
consistent with good practices such as: Accuracy criteria for weighing equipment

• checking for completeness of the aircraft and

equipment;
• determining that fluids are properly accounted for;
• ensuring that the aircraft is clean; and
• ensuring that weighing is accomplished in an enclosed
building.

Any equipment used for weighing should be properly

calibrated, zeroed, and used in accordance with the
manufacturer’s instructions.

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Fleet mass and CG position – aeroplanes
For a group of aeroplanes of the same model and configuration, The interval between two fleet mass evaluations should not
an average dry operating mass and CG position may be used exceed 48 months.
as the fleet mass and CG position, provided that:
The fleet values should be updated at least at the end of each
• the dry operating mass of an individual aeroplane does fleet mass evaluation.
not differ by more than ±0.5% of the maximum structural
landing mass from the established dry operating fleet Aeroplanes that have not been weighed since the last fleet
mass; or mass evaluation may be kept in a fleet operated with fleet
• the CG position of an individual aeroplane does not differ values, provided that the individual values are revised by
by more than ±0.5% of the mean aerodynamic chord calculation and stay within the tolerances above. If these
from the established fleet CG. individual values no longer fall within the tolerances, the
operator should determine new fleet values or operate
The operator should verify that, after an equipment or aeroplanes not falling within the limits with their individual
configuration change or after weighing, the aeroplane falls values.
within the tolerances above. To add an aeroplane to a fleet
operated with fleet values, the operator should verify by If an individual aeroplane mass is within the dry operating fleet
weighing or calculation that its actual values fall within the mass tolerance, but its CG position exceeds the tolerance, the
tolerances specified here. aeroplane may be operated under the applicable dry operating
fleet mass but with an individual CG position.
To obtain fleet values, the operator should weigh, in the period
between two fleet mass evaluations, a certain number of Aeroplanes for which no mean aerodynamic chord has been
aeroplanes as specified in the Table below, where ‘n’ is the published should be operated with their individual mass and
number of aeroplanes in the fleet using fleet values. Those CG position values.
aeroplanes in the fleet that have not been weighed for the
longest time should be selected first. They may be operated under the dry operating fleet mass and
CG position, provided that a risk assessment has been
completed.
Number of aeroplanes in Minimum number of
the fleet weighings
2 or 3 n
4 to 9 (n + 3)/2
10 or more (n + 51)/10
Minimum number of weighings to obtain fleet values
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Centre of gravity limits – operational CG envelope and in-
flight CG
In the certificate limitations section of the AFM, forward and aft The largest errors may occur at a load factor of
CG limits are specified. These limits ensure that the certification approximately 50% if all passengers are seated in either
stability and control criteria are met throughout the whole flight the forward or aft half of the cabin. Statistical analysis
and allow the proper trim setting for takeoff. The operator indicates that the risk of such extreme seating adversely
should ensure that these limits are respected by: affecting the CG is greatest on small aircraft.
• Deviations of the actual CG of cargo and passenger load
Defining and applying operational margins to the certified CG within individual cargo compartments or cabin sections
envelope in order to compensate for the following deviations from the normally assumed mid position.
and errors. • Deviations of the CG caused by gear and flap positions
and by application of the prescribed fuel usage
• Deviations of actual CG at empty or operating mass from procedure, unless already covered by the certified limits.
published values due, for example, to weighing errors, • Deviations caused by the in-flight movement of cabin
unaccounted modifications and/or equipment variations. crew, galley equipment and passengers.
• Deviations in fuel distribution in tanks from the • On small aeroplanes, deviations caused by the
applicable schedule. difference between actual passenger masses and
• Deviations in the distribution of baggage and cargo in standard passenger masses when used.
the various compartments as compared with the
assumed load distribution as well as inaccuracies in the Defining and applying operational procedures in order to:
actual mass of baggage and cargo.
• Deviations in actual passenger seating from the seating • ensure an even distribution of passengers in the cabin;
distribution assumed when preparing the mass and • take into account any significant CG travel during flight
balance documentation. Large CG errors may occur caused by passenger/crew movement; and
when ‘free seating’, i.e. freedom of passengers to select • take into account any significant CG travel during flight
any seat when entering the aircraft, is permitted. caused by fuel consumption/transfer.
Although in most cases reasonably even longitudinal
passenger seating can be expected, there is a risk of an Dry operating mass
extreme forward or aft seat selection causing very large, The dry operating mass includes:
and unacceptable CG errors, assuming that the balance
• crew and crew baggage;
calculation is done on the basis of an assumed even
• catering and removable passenger service equipment;
distribution.
and
• tank water and lavatory chemicals.

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Mass values for crew members
The operator should use the following mass values for the crew The passengers’ stated mass and the mass of passengers’
to determine the dry operating mass: clothing and hand baggage should be checked prior to
boarding and adjusted, if necessary. The operator should
• actual masses including any crew baggage; or establish a procedure in the operations manual when to select
• standard masses, including hand baggage, of 85 kg for actual or standard masses and the procedure to be followed
flight crew/technical crew members and 75 kg for cabin when using verbal statements. When determining the actual
crew members. mass by weighing, passengers’ personal belongings and hand
baggage should be included. Such weighing should be
The operator should correct the dry operating mass to account conducted immediately prior to boarding the aircraft.
for any additional baggage. The position of this additional
baggage should be accounted for when establishing the centre When determining the mass of passengers by using standard
of gravity of the aeroplane. mass values, the standard mass values in the table below
should be used. The standard masses include hand baggage
Mass values for passengers and baggage and the mass of any infant carried by an adult on one
When the number of passenger seats available is: passenger seat. Infants occupying separate passenger seats
• less than 10 for aeroplanes; or should be considered as children.
• less than 6 for helicopters,
Passenger seats: 20 and more 30 and more
passenger mass may be calculated on the basis of a statement Male Female All adult
by, or on behalf of, each passenger, adding to it a
predetermined mass to account for hand baggage and clothing. All flights except 88 kg 70 kg 84 kg
holiday charters
The predetermined mass for hand baggage and clothing should Holiday charters* 83 kg 69 kg 76 kg
be established by the operator on the basis of studies relevant
to his particular operation. In any case, it should not be less * Holiday charter means a charter flight that is part of a holiday travel
than: package. On such flights, the entire passenger capacity is hired by one
or more charterer(s) for the carriage of passengers who are travelling, all
 4 kg for clothing; and or in part by air, on a round- or circle-trip basis for holiday purposes. The
 6 kg for hand baggage. holiday charter mass values apply provided that not more than 5% of
passenger seats installed in the aircraft are used for the non-revenue
carriage of certain categories of passengers. Categories of passengers
such as company personnel, tour operators’ staff, representatives of the
press, authority officials etc. can be included within the 5% without
negating the use of holiday charter mass values.

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Correct weight and balance is essential to flight safety

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Instruments and equipment – general Spare electrical fuses
CAT.IDE.A.100 CAT.IDE.A.110
Instruments and equipment required by this Subpart shall be Aeroplanes shall be equipped with spare electrical fuses, of the
approved in accordance with Regulation (EC) No 748/2012, ratings required for complete circuit protection, for replacement
except for the following items: of those fuses that are allowed to be replaced in flight.

• spare fuses; The number of spare fuses that are required to be carried shall
• independent portable lights; be the higher of:
• an accurate timepiece;
• chart holder; • 10% of the number of fuses of each rating; or
• first-aid kits; • three fuses for each rating.
• emergency medical kit;
• megaphones; Operating lights
• survival and signalling equipment; CAT.IDE.A.115
• sea anchors and equipment for mooring; and Aeroplanes operated by day shall be equipped with:
• child restraint devices. • an anti-collision light system;
• lighting supplied from the aeroplane’s electrical system
Minimum equipment for flight
CAT.IDE.A.105 to provide adequate illumination for all instruments and
A flight shall not be commenced when any of the aeroplane’s equipment essential to the safe operation of the
instruments, items of equipment or functions required for the aeroplane;
• lighting supplied from the aeroplane’s electrical system
intended flight are inoperative or missing, unless:
to provide illumination in all passenger compartments;
• the aeroplane is operated in accordance with the and
operator’s MEL; or • an independent portable light for each required crew
• the operator is approved by the competent authority to member readily accessible to crew members when
operate the aeroplane within the constraints of the seated at their designated stations.
master minimum equipment list (MMEL).

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Aeroplanes operated at night shall, in addition, be equipped
with:

• navigation/position lights;
• two landing lights or a single light having two separately
energised filaments; and
• lights to conform with the International Regulations for
Preventing Collisions at Sea if the aeroplane is operated
as a seaplane. Aeroplanes shall be equipped with spare electrical fuses, of
the ratings required for complete circuit protection, for
Equipment to clear windshield replacement of those fuses that are allowed to be replaced
CAT.IDE.A.120 in flight.
Aeroplanes with an MCTOM of more than 5,700 kg shall be
equipped at each pilot station with a means to maintain a clear
portion of the windshield during precipitation.

Aeroplanes with an MCTOM of more than 5,700 kg shall be

equipped at each pilot station with a means to maintain a clear
portion of the windshield during precipitation

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Operations under VFR by day – flight and navigational Operations under IFR or at night – flight and navigational
instruments and associated equipment instruments and associated equipment
CAT.IDE.A.125 CAT.IDE.A.130
Aeroplanes operated under VFR by day shall be equipped with Aeroplanes operated under VFR at night or under IFR shall be
the following equipment, available at the pilot’s station: equipped with the following equipment, available at the pilot’s
station:
• a means of measuring and displaying:
– magnetic heading; • a means of measuring and displaying:
– time in hours, minutes, and seconds; – magnetic heading;
– pressure altitude; – time in hours, minutes and seconds;
– indicated airspeed; – indicated airspeed;
– vertical speed; – vertical speed;
– turn and slip; – turn and slip, or in the case of aeroplanes equipped
– attitude; with a standby means of measuring and displaying
– heading; attitude, slip;
– outside air temperature; and – attitude;
– Mach number whenever speed limitations are – stabilised heading;
expressed in terms of Mach number. – outside air temperature; and
• a means of indicating when the supply of power to the – Mach number whenever speed limitations are
required flight instruments is not adequate; expressed in terms of Mach number.
• whenever two pilots are required for the operation, an • two means of measuring and displaying pressure
additional separate means of displaying the following altitude.
shall be available for the second pilot: • a means of indicating when the supply of power to the
– pressure altitude; required flight instruments is not adequate.
– indicated airspeed; • a means for preventing malfunction of the airspeed
– vertical speed; indicating systems due to condensation or icing.
– turn and slip; • whenever two pilots are required for the operation, a
– attitude; and separate means of displaying for the second pilot:
– heading. – pressure altitude;
– indicated airspeed;
– vertical speed;
– turn and slip;
– attitude; and
– stabilised heading.
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Altitude alerting system Airborne collision avoidance system (ACAS)
CAT.IDE.A.140 CAT.IDE.A.155
The following aeroplanes shall be equipped with an altitude Turbine-powered aeroplanes with an MCTOM of more than
alerting system: 5,700 kg or an MOPSC of more than 19 shall be equipped with
ACAS II.
• turbine propeller-powered aeroplanes with an MCTOM
of more than 5,700 kg or having an MOPSC of more Airborne weather detecting equipment
than nine; and CAT.IDE.A.160
• aeroplanes powered by turbo-jet engines. The following shall be equipped with airborne weather
detecting equipment when operated at night or in IMC in areas
The altitude alerting system shall be capable of: where thunderstorms or other potentially hazardous weather
conditions, regarded as detectable with airborne weather
• alerting the flight crew when approaching a preselected detecting equipment, may be expected to exist along the route:
altitude; and
• alerting the flight crew by at least an aural signal, when • pressurised aeroplanes;
deviating from a preselected altitude. • non-pressurised aeroplanes with an MCTOM of more
than 5,700 kg; and
Aeroplanes with an MCTOM of 5,700 kg or less, having an • non-pressurised aeroplanes with an MOPSC of more
MOPSC of more than nine, first issued with an individual C of A than nine.
before 1 April 1972 and already registered in a member state
on 1 April 1995 are exempt from being equipped with an Additional equipment for operations in icing conditions at
altitude alerting system. night
CAT.IDE.A.165
Terrain awareness warning system (TAWS) Aeroplanes operated in expected or actual icing conditions at
CAT.IDE.A.150 night shall be equipped with a means to illuminate or detect the
Turbine-powered aeroplanes having an MCTOM of more than formation of ice.
5,700 kg or an MOPSC of more than nine shall be equipped
with a TAWS that meets the requirements for Class A The means to illuminate the formation of ice shall not cause
equipment as specified in an acceptable standard. glare or reflection that would handicap crew members in the
performance of their duties.
Reciprocating-engine-powered aeroplanes with an MCTOM of
more than 5,700 kg or an MOPSC of more than nine shall be
equipped with a TAWS that meets the requirement for Class B
equipment as specified in an acceptable standard.

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Flight crew interphone system
CAT.IDE.A.170
Aeroplanes operated by more than one flight crew member The CVR shall be capable of retaining the data recorded during
shall be equipped with a flight crew interphone system, at least:
including headsets and microphones for use by all flight crew
members. • the preceding two hours when the individual C of A has
been issued on or after 1 April 1998;
Crew member interphone system • the preceding 30 minutes for aeroplanes when the
CAT.IDE.A.175 individual C of A has been issued before 1 April 1998; or
Aeroplanes with an MCTOM of more than 15,000 kg, or with an
MOPSC of more than 19 shall be equipped with a crew member The CVR shall record with reference to a timescale:
interphone system, except for aeroplanes first issued with an
• voice communications transmitted from or received in
individual C of A before 1 April 1965 and already registered in
a member state on 1 April 1995. the flight crew compartment by radio;
• flight crew members’ voice communications using the
Public address system interphone system and the public address system, if
CAT.IDE.A.180 installed;
Aeroplanes with an MOPSC of more than 19 shall be equipped • the aural environment of the flight crew compartment,
with a public address system. including without interruption:
– for aeroplanes first issued with an individual C of A
Cockpit voice recorder on or after 1 April 1998, the audio signals received
CAT.IDE.A.185 from each boom and mask microphone in use;
The following aeroplanes shall be equipped with a cockpit voice – for aeroplanes first issued with an individual C of A
recorder (CVR): before 1 April 1998, the audio signals received from
each boom and mask microphone, where
• aeroplanes with an MCTOM of more than 5,700 kg; and practicable;
• multi-engine turbine-powered aeroplanes with an • voice or audio signals identifying navigation or approach
MCTOM of 5,700 kg or less, with an MOPSC of more aids introduced into a headset or speaker.
than nine and first issued with an individual C of A on or
after 1 January 1990.

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The CVR shall start to record prior to the aeroplane moving
under its own power and shall continue to record until the
termination of the flight when the aeroplane is no longer
capable of moving under its own power. In addition, in the case
of aeroplanes issued with an individual C of A on or after
1 April 1998, the CVR shall start automatically to record prior to
the aeroplane moving under its own power and continue to
record until the termination of the flight when the aeroplane is
no longer capable of moving under its own power.

The CVR shall have a device to assist in locating it in water.

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Flight data recorder
CAT.IDE.A.190
The following aeroplanes shall be equipped with a flight data the data recorded during at least the preceding
recorder (FDR) that uses a digital method of recording and 25 hours, for aeroplanes with an MCTOM of over
storing data and for which a method of readily retrieving that 27,000 kg and first issued with an individual C of A
data from the storage medium is available: before 1 January 2016;
• the parameters required to determine accurately the
• aeroplanes with an MCTOM of more than 5,700 kg and aeroplane flight path, speed, attitude, engine power and
first issued with an individual C of A on or after configuration of lift and drag devices and be capable of
1 June 1990; retaining the data recorded during at least the preceding
• turbine-engine aeroplanes with an MCTOM of more than 10 hours, in the case of aeroplanes first issued with an
5,700 kg and first issued with an individual C of A before individual C of A before 1 January 2016; or
1 June 1990; and • the parameters required to determine accurately the
• multi-engine turbine-powered aeroplanes with an aeroplane flight path, speed, attitude, engine power,
MCTOM of 5,700 kg or less, with an MOPSC of more configuration and operation and be capable of retaining
than nine and first issued with an individual C of A on or the data recorded during at least the preceding
after 1 April 1998. 25 hours, for aeroplanes first issued with an individual
C of A on or after 1 January 2016.
The FDR shall record:
Data shall be obtained from aeroplane sources that enable
• time, altitude, airspeed, normal acceleration and
accurate correlation with information displayed to the flight
heading and be capable of retaining the data recorded
crew.
during at least the preceding 25 hours for aeroplanes
with an MCTOM of less than 27,000 kg; The FDR shall start to record the data prior to the aeroplane
• the parameters required to determine accurately the being capable of moving under its own power and shall stop
aeroplane flight path, speed, attitude, engine power and after the aeroplane is incapable of moving under its own power.
configuration of lift and drag devices and be capable of In addition, in the case of aeroplanes issued with an individual
retaining the data recorded during at least the preceding C of A on or after 1 April 1998, the FDR shall start automatically
25 hours, for aeroplanes with an MCTOM of less than to record the data prior to the aeroplane being capable of
27,000 kg and first issued with an individual C of A moving under its own power and shall stop automatically after
before 1 January 2016; the aeroplane is incapable of moving under its own power.
• the parameters required to determine accurately the
aeroplane flight path, speed, attitude, engine power, The FDR shall have a device to assist in locating it in water.
configuration and operation and be capable of retaining

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The FDR shall start to record the data prior
to the aeroplane being capable of moving
under its own power and shall stop after the
aeroplane is incapable of moving under its
own power

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Data link recording
CAT.IDE.A.195
Aeroplanes first issued with an individual C of A on or after The recorder shall have a device to assist in locating it in water.
8 April 2014 that have the capability to operate data link
communications and are required to be equipped with a CVR, The requirements applicable to the start and stop logic of the
shall record on a recorder, where applicable: recorder are the same as the requirements applicable to the
start and stop logic of the CVR.
• data link communication messages related to ATS
communications to and from the aeroplane, including Fasten seat belt and no smoking signs
messages applying to the following applications: CAT.IDE.A.210
– data link initiation; Aeroplanes in which not all passenger seats are visible from
– controller-pilot communication; the flight crew seat(s) shall be equipped with a means of
– addressed surveillance; indicating to all passengers and cabin crew when seat belts
– flight information; shall be fastened and when smoking is not allowed.
– as far as is practicable, given the architecture of the
system, aircraft broadcast surveillance; First-aid kit
– as far as is practicable, given the architecture of the CAT.IDE.A.220
system, aircraft operational control data; and Aeroplanes shall be equipped with first-aid kits, in accordance
– as far as is practicable, given the architecture of the with the following table:
system, graphics;
• information that enables correlation to any associated Number of passenger seats Number of first aid kits
records related to data link communications and stored installed required
separately from the aeroplane; and 0-100 1
• information on the time and priority of data link
101-200 2
communications messages, taking into account the
system’s architecture. 201-300 3

The recorder shall use a digital method of recording and storing 301-400 4
data and information and a method for retrieving that data. The 401-500 5
recording method shall allow the data to match the data
recorded on the ground. First-aid kits shall be:
The recorder shall be capable of retaining data recorded for at • readily accessible for use; and
least the same duration as set out for CVRs. • kept up to date.
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Emergency medical kit First-aid oxygen
CAT.IDE.A.225 CAT.IDE.A.230
Aeroplanes with an MOPSC of more than 30 shall be equipped Pressurised aeroplanes operated at pressure altitudes above
with an emergency medical kit when any point on the planned
route is more than 60 minutes flying time at normal cruising 25,000 ft, in the case of operations for which a cabin crew
speed from an aerodrome at which qualified medical member is required, shall be equipped with a supply of
assistance could be expected to be available. undiluted oxygen for passengers who, for physiological
reasons, might require oxygen following a cabin
The commander shall ensure that drugs are only administered depressurisation.
by appropriately qualified persons.
The oxygen supply referred to in (a) shall be calculated using
The emergency medical kit shall be: an average flow rate of at least 3 litres standard temperature
pressure dry (STPD)/minute/person. This oxygen supply shall
• dust and moisture-proof; be sufficient for the remainder of the flight after cabin
• carried in a way that prevents unauthorised access; and depressurisation when the cabin altitude exceeds 8,000 ft but
• kept up to date does not exceed 15,000 ft, for at least 2% of the passengers
carried, but in no case for less than one person.

There shall be a sufficient number of dispensing units, but in no

case less than two, with a means for cabin crew to use the
supply.

The first-aid oxygen equipment shall be capable of generating

a mass flow to each user of at least 4 litres per minute.

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Hand fire extinguishers
CAT.IDE.A.250
Aeroplanes shall be equipped with at least one hand fire Maximum operational Number of
extinguisher in the flight crew compartment. passenger seating extinguishers
configuration required
At least one hand fire extinguisher shall be located in, or readily
accessible for use in, each galley not located on the main 7-30 1
passenger compartment. 31-60 2
At least one hand fire extinguisher shall be available for use in 61-200 3
each class A or class B cargo or baggage compartment and in
201-300 4
each class E cargo compartment that is accessible to crew
members in flight. 301-400 5
401-500 6
The type and quantity of extinguishing agent for the required
fire extinguishers shall be suitable for the type of fire likely to 501-600 7
occur in the compartment where the extinguisher is intended to
601 or more 8
be used and to minimise the hazard of toxic gas concentration
in compartments occupied by persons.

Aeroplanes shall be equipped with at least a number of hand

fire extinguishers in accordance with the following table,
conveniently located to provide adequate availability for use in
each passenger compartment.

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The type and quantity of extinguishing agent for the required fire extinguishers
shall be suitable for the type of fire likely to occur in the compartment where the
extinguisher is intended to be used and to minimise the hazard of toxic gas
concentration in compartments occupied by people

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Crash axe and crowbar
CAT.IDE.A.255
Aeroplanes with an MCTOM of more than 5,700 kg or with an
MOPSC of more than nine shall be equipped with at least one
crash axe or crowbar located in the flight crew compartment.

In the case of aeroplanes with an MOPSC of more than 200,

an additional crash axe or crowbar shall be installed in or near
the rearmost galley area.

Crash axes and crowbars located in the passenger

compartment shall not be visible to passengers.

Marking of break-in points

CAT.IDE.A.260
If areas of the aeroplane’s fuselage suitable for break-in by
rescue crews in an emergency are marked, such areas shall be
marked as shown below.

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Cabin emergency equipment

If areas of the aeroplane’s fuselage suitable for

break-in by rescue crews in an emergency are
marked, such areas shall be marked

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Means for emergency evacuation Megaphones
CAT.IDE.A.265 CAT.IDE.A.270
Aeroplanes with passenger emergency exit sill heights of more Aeroplanes with an MOPSC of more than 60 and carrying at
than 1.83 m (6 ft.) above the ground shall be equipped at each least one passenger shall be equipped with the following
of those exits with a means to enable passengers and crew to quantities of portable battery-powered megaphones readily
reach the ground safely in an emergency. accessible for use by crew members during an emergency
evacuation.
Such means are not required at over-wing exits if the
designated place on the aeroplane structure at which the For each passenger deck:
escape route terminates is less than 1.83 m (6 ft.) from the
ground with the aeroplane on the ground, the landing gear Passenger seating Number of
extended, and the flaps in the take-off or landing position, configuration megaphones
whichever flap position is higher from the ground.
61-99 1
Aeroplanes required to have a separate emergency exit for the 100 or more 2
flight crew for which the lowest point of the emergency exit is
more than 1.83 m (6 ft.) above the ground shall have a means
to assist all flight crew members in descending to reach the
ground safely in an emergency.

The heights referred to above shall be measured:

• with the landing gear extended; and

• after the collapse of, or failure to extend of, one or more
legs of the landing gear, in the case of aeroplanes with
a type certificate issued after 31 March 2000.

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Aeroplanes with MOPSC of more
than 60 and carrying at least one
passenger shall be equipped with
the portable battery-powered
megaphones readily accessible
for use by crew members during
an emergency evacuation

Aeroplanes with passenger emergency exit sill heights of

more than 1.83 m (6 ft.) above the ground shall be
equipped at each of those exits with a means to enable
passengers and crew to reach the ground safely in an
emergency

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Emergency lighting and marking
CAT.IDE.A.275
Aeroplanes with MOPSC of more than nine shall be equipped
with an emergency lighting system having an independent
power supply to facilitate the evacuation of the aeroplane.

In the case of aeroplanes with MOPSC of more than 19, the

emergency lighting system, shall include:

• sources of general cabin illumination;

• internal lighting in floor level emergency exit areas;
• illuminated emergency exit marking and locating signs;
• in the case of aeroplanes for which the application for
the type certificate or equivalent was filed before
1 May 1972, when operated by night, exterior
emergency lighting at all over-wing exits and at exits
where descent assist means are required;
• in the case of aeroplanes for which the application for
the type certificate or equivalent was filed after
30 April 1972, when operated by night, exterior
emergency lighting at all passenger emergency exits;
and
• in the case of aeroplanes for which the type certificate
was first issued on or after 31 December 1957, floor
proximity emergency

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Aeroplanes with an MOPSC of more than nine
shall be equipped with an emergency lighting
system having an independent power supply to
facilitate the evacuation of the aeroplane

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Emergency locator transmitter (ELT)
CAT.IDE.A.280
Aeroplanes with MOPSC of more than 19 shall be equipped
with at least:

• two ELTs, one of which shall be automatic, in the case

of aeroplanes first issued with an individual C of A after
1 July 2008; or
• one automatic ELT or two ELTs of any type, in the case
of aeroplanes first issued with an individual C of A on or
before 1 July 2008.

Aeroplanes with MOPSC of 19 or less shall be equipped with

at least:

• one automatic ELT, in the case of aeroplanes first issued

with an individual C of A after 1 July 2008; or
• one ELT of any type, in the case of aeroplanes first
issued with an individual C of A on or before
1 July 2008.

An ELT of any type shall be capable of transmitting

simultaneously on 121.5 MHz and 406 MHz.

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COSPAS-SARSAT system

An ELT often has a remote panel,

which allows the pilot test it and
switch it to transmit when required

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Flight over water
CAT.IDE.A.285
The following aeroplanes shall be equipped with a life-jacket for Aeroplanes operated over water at a distance away from land
each person on board or equivalent flotation device for each suitable for making an emergency landing, greater than that
person on board younger than 24 months, stowed in a position corresponding to:
that is readily accessible from the seat or berth of the person
for whose use it is provided: • 120 minutes at cruising speed or 400 NM, whichever is
the lesser, in the case of aeroplanes capable of
• landplanes operated over water at a distance of more continuing the flight to an aerodrome with the critical
than 50 NM from the shore or taking off or landing at an engine(s) becoming inoperative at any point along the
aerodrome where the take-off or approach path is so route or planned diversions; or
disposed over water that there would be a likelihood of • for all other aeroplanes, 30 minutes at cruising speed or
a ditching; and 100 NM, whichever is the lesser, shall be equipped with:
• seaplanes operated over water. – life rafts in sufficient numbers to carry all persons on
board, stowed so as to facilitate their ready use in an
Each life-jacket or equivalent individual flotation device shall be emergency, and of sufficient size to accommodate
equipped with a means of electric illumination for the purpose all the survivors in the event of a loss of one raft of
of facilitating the location of persons. the largest rated capacity;
– a survivor locator light in each life raft; life-saving
Seaplanes operated over water shall be equipped with: equipment to provide the means for sustaining life,
• a sea anchor and other equipment necessary to facilitate as appropriate for the flight to be undertaken; and
mooring, anchoring or manoeuvring the seaplane on – at least two survival ELTs.
water, appropriate to its size, weight and handling
characteristics; and
• equipment for making the sound signals as prescribed
in the International Regulations for Preventing Collisions
at Sea, where applicable.

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Survival equipment Headset
CAT.IDE.A.305 CAT.IDE.A.325
Aeroplanes operated over areas in which search and rescue Aeroplanes shall be equipped with a headset with a boom or
would be especially difficult shall be equipped with: throat microphone or equivalent for each flight crew member at
their assigned station in the flight crew compartment.
• signalling equipment to make the distress signals;
• at least one ELT(s); and Aeroplanes operated under IFR or at night shall be equipped
• ‘additional survival equipment’ for the route to be flown with a transmit button on the manual pitch and roll control for
taking account of the number of persons on board. each required flight crew member.

The ‘additional survival equipment’ specified above does not Radio communication equipment
need to be carried when the aeroplane: CAT.IDE.A.330
Aeroplanes shall be equipped with the radio communication
• remains within a distance from an area where search equipment required by the applicable airspace requirements.
and rescue is not especially difficult corresponding to:
– 120 minutes at one engine inoperative (OEI) The radio communication equipment shall provide for
cruising speed for aeroplanes capable of continuing communication on the aeronautical emergency frequency
the flight to an aerodrome with the critical engine(s) 121.5 MHz.
becoming inoperative at any point along the route or
planned diversion routes; or
– 30 minutes at cruising speed for all other
aeroplanes; or
• remains within a distance no greater than that
corresponding to 90 minutes at cruising speed from an
area suitable for making an emergency landing, for
aeroplanes certified in accordance with the applicable
airworthiness standard.

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Annex V – Part-SPA
Reduced vertical separation minima (RVSM)

RVSM operations RVSM equipment requirements

SPA.RVSM.100 SPA.RVSM.110
Aircraft shall only be operated in designated airspace where a Aircraft used for operations in RVSM airspace shall be
reduced vertical separation minimum of 300 m (1,000 ft.) equipped with:
applies between flight level FL 290 and FL 410, inclusive if the • two independent altitude measurement systems;
operator has been granted an approval by the competent • an altitude alerting system;
authority to conduct such operations. • an automatic altitude control system;
• a secondary surveillance radar (SSR) transponder with
RVSM operational approval an altitude reporting system that can be connected to the
SPA.RVSM.105 altitude measurement system in use for altitude control.
To obtain an RVSM operational approval from the competent
authority, the operator shall provide evidence that: RVSM height-keeping errors
• the RVSM airworthiness approval has been obtained; SPA.RVSM.115
• procedures for monitoring and reporting height-keeping The operator shall report recorded or communicated
errors have been established; occurrences of height-keeping errors caused by malfunction of
• a training programme for the flight crew members aircraft equipment or of operational nature, equal to or greater
involved in these operations has been established; than:
• operating procedures have been established specifying: • a total vertical error (TVE) of ±90 m (±300 ft);
– the equipment to be carried, including its operating • an altimetry system error (ASE) of ±75 m (±245 ft); and
limitations and appropriate entries in the MEL; • an assigned altitude deviation (AAD) of ±90 m (±300 ft).
– flight crew composition and experience
requirements; Reports of such occurrences shall be sent to the competent
– flight planning; authority within 72 hours. Reports shall include an initial
– pre-flight procedures; analysis of causal factors and measures taken to prevent
– procedures prior to RVSM airspace entry; repeat occurrences.
– in-flight procedures;
– post-flight procedures; When height-keeping errors are recorded or received, the
– incident reporting; operator shall take immediate action to rectify the conditions
– specific regional operating procedures. that caused the errors and provide follow-up reports, if
requested by the competent authority.
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The skin area around static vents are RVSM
critical areas and require special inspections

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Extended range operations (ETOPS)

ETOPS ETOPS en-route alternate aerodrome

SPA.ETOPS.100 SPA.ETOPS.110
In commercial air transport operations, two-engine aeroplanes An ETOPS en-route alternate aerodrome shall be considered
shall only be operated beyond the threshold distance adequate, if, at the expected time of use, the aerodrome is
determined in if the operator has been granted an ETOPS available and equipped with necessary ancillary services such
operational approval by the competent authority. as air traffic services (ATS), sufficient lighting, communications,
weather reporting, navigation aids and emergency services
ETOPS operational approval and has at least one instrument approach procedure available.
SPA.ETOPS.105
To obtain an ETOPS operational approval from the competent Prior to conducting an ETOPS flight, the operator shall ensure
authority, the operator shall provide evidence that: that an ETOPS en-route alternate aerodrome is available,
within either the operator’s approved diversion time, or a
• the aeroplane/engine combination holds an ETOPS type diversion time based on the MEL generated serviceability
design and reliability approval for the intended status of the aeroplane, whichever is shorter.
operation;
• a training programme for the flight crew members and all The operator shall specify any required ETOPS en-route
other operations personnel involved in these operations alternate aerodrome(s) in the operational flight plan.
has been established, and the flight crew members and
all other operations personnel involved are suitably
qualified to conduct the intended operation;
• the operator’s organisation and experience are
appropriate to support the intended operation; and
• operating procedures have been established.

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In commercial air transport
operations, two-engine
aeroplanes shall only be
operated beyond the threshold
distance determined in if the
operator has been granted an
ETOPS operational approval by
the competent authority

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Aircraft maintenance programme
Definition
The aircraft maintenance programme is a document containing visit. Removed units were routed to repair centres and
the maintenance requirements/tasks that needs to be carried effectively zero-timed, whereby the operating age was restored
out on an aircraft in order to ensure its continuing airworthiness. zero by means of an overhaul.

Primary maintenance In 1960, representatives from both the aviation authorities and
In the early days of aviation, maintenance programs were the airlines formed a task force to investigate the capabilities of
developed primarily by pilots and mechanics. They assessed preventive maintenance. Two major discoveries resulted from
an aircraft’s needs for maintenance based on their individual their investigation:
experiences and created programs that were simple and
devoid of analysis. • scheduled overhaul has little effect on the overall
reliability of complex equipment unless the equipment
The introduction of the airlines as a new method of transport has a dominant failure mode, and
demanded new regulations and broader involvement of the • there are many items for which there is no effective
regulatory authorities in maintenance requirements. During this application for scheduled hard-time maintenance.
era, not only were regulations put in place, but programs began
to be used to monitor reliability and safety. The findings of the task force led to the development of a
second primary maintenance process; on-condition (OC).
The entry of the large jet aircraft (Boeing 707 and DC-8) in the
1950s focused public attention on the need for safer and more On-condition maintenance requires that an appliance or part
reliable aircraft. The aircraft manufacturer became the source be periodically inspected or checked against some appropriate
of maintenance programme development. Time limitations physical standard to determine whether it can continue in
were established for the maintenance, and the entire aircraft service. The purpose of the standard is to remove the unit from
was periodically disassembled, overhauled, and reassembled service before failure during normal operation occurs.
in an effort to maintain the highest level of safety. This was the
origin of the first primary maintenance process, referred to as An example of an OC process is the measurement of brake
hard-time (HT). wear indicator pins; compare brake wear condition against a
specified standard or limit.
Hard-time maintenance mandated that all components be
taken out of service when they reached a specified age, Brake wear will vary considerably among operators due to
expressed as the number of operating flight hours, flight cycles, operational conditions. However, the wear indicator pin on-
calendar time, or other stress units since new or since last shop condition check will help attain near-maximum usage out of
each set of brakes.
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On-condition maintenance requires that an appliance or part be periodically inspected or checked against some appropriate
physical standard to determine whether it can continue in service. The purpose of the standard is to remove the unit from
service before failure occurs during normal operation.

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Maintenance steering group (MSG) processes
In 1968, the Maintenance Steering Group (MSG) was created When the trend line intersects the ‘unacceptable’ limit, removal
with a mandate to formulate a decision logic process used for of the unit is required to prevent a failure in the future.
the development of the initial scheduled maintenance
requirements for new aircraft. The group was composed of A characteristic of CM is that it is not considered a preventive
participants from various aviation bodies, including the Air maintenance process; the process allows failures to occur, and
Transport Association (ATA), airlines, aircraft manufacturers, the failure modes of conditioned-monitored items are
suppliers, and aviation authority representatives. considered not to have a direct adverse effect on operating
safety.
That same year, representatives of the steering group
developed ‘MSG-1 – Maintenance Evaluation and Programme MSG-2 decision logic was subsequently used to develop
Development’, which for the first time used a decision-logic scheduled maintenance programs for the aircraft of the 1970s.
diagram to develop the scheduled maintenance programme for Maintenance tasks were derived from one of three processes:
the new Boeing 747 aircraft. Both hard-time and on-condition
• hard-time,
processes were used for the development of the aircraft’s
• on-condition, and
routine maintenance tasks.
• condition-monitoring,
In 1970, MSG-1 was updated to MSG-2 to make it applicable
for later generation aircraft (L-1011 and DC-10), and at the or a combination of the three processes.
same time, the methodology introduced a third primary In 1979, the Air Transport Association (ATA) task force sought
maintenance process defined as condition-monitoring (CM). to improve on MSG-2 to address a new generation of advanced
Under condition-monitoring, no services or inspections are technology aircraft (Boeing 757 and 767). Additionally, the task
scheduled to determine integrity or serviceability; however, the force identified a number of shortcomings in MSG-2 decision
mechanical performance is monitored and analysed. For logic, key among them:
example, a given operating characteristic of the equipment MSG-2 did not differentiate between maintenance being done
(e.g. vibration, oil consumption, or EGT margin deterioration) is for safety reasons versus economic reasons.
trended and compared with known ‘normal’ operating levels. An
acceptable range is established with either upper and/or lower An MSG-2 programme became very unwieldy and difficult to
limits, or some maximum or minimum level. manage because it required so many components to be
individually tracked.
As long as the trend data remain inside the acceptable level,
any variation is considered to be normal. MSG-2 did not effectively deal with the increased complexity of
aircraft systems.

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MSG-2 did not address regulations related to damage Maintenance planning document (MPD) – the MRBR
tolerance and fatigue evaluation of structures; these are outlines the initial minimum scheduled maintenance/inspection
currently accounted for in corrosion prevention and control requirements to be used in the development of an approved
programs (CPCP) and requirements mandated through an continuous airworthiness maintenance program. The
aging aircraft maintenance program. maintenance planning document (MPD) contains all the MRBR
requirements plus mandatory scheduled maintenance
The work of the ATA task force led to the development of a requirements that may only be changed with the permission of
new, task-oriented, maintenance process defined as MSG-3. the applicable airworthiness authority.
The process adopted a decision tree methodology with the
primary purpose of: a) separating safety-related items from Aircraft maintenance programme description
economic, and b) defining the adequate treatment of hidden The maintenance programme must be produced for each
functional failures. aircraft type by the operator (the AOC holder) and subsequently
approved by the national aviation authority (NAA). For
Under MSG-3 logic, activities are assessed at the system level commercial air transport (CAT) and large aeroplanes with
rather than the component level, in other words, if it can be MTOM above 13,000 kg, the aircraft maintenance programme
demonstrated that the functional failure of a particular system is initially developed based on the maintenance review board
had no effect on operational safety, or that the economic report (MRBR) and maintenance planning document (MPD).
repercussions were not significant, there was no need for a However, as the MRBR for such aircraft is developed based on
routine maintenance activity. MSG-3 Logic, the Operator must monitor the effectiveness of
its maintenance programme(s) by developing and running a
Maintenance review board report (MRBR) – before the reliability programme. The reliability programme requires the
introduction of a new aircraft, the aircraft manufacturer – the collection of data from different sources, and the analysis of
type certificate (TC) holder – must prepare and submit for such data to identify trends and to address any reliability issues
approval to the relevant airworthiness authorities, the initial by taking effective corrective actions. Such corrective actions
minimum scheduled maintenance requirements. These can be in the form of amending maintenance programme to
minimum scheduled requirements are outlined in the increase tasks frequencies. Therefore, over a period of time, an
maintenance review board report (MRBR) operator’s maintenance programme evolves, based on its own
After approval by the local regulatory authorities, the MRBR is operational experience.
used as a framework around which each air carrier develops its
own individual maintenance program. Although maintenance
programs may vary widely, the initial requirements for a
particular aircraft will be the same for all.

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Sometimes operators use reliability data to justify the
escalation of task intervals within the maintenance programme.
This is perfectly acceptable as the escalation process requires
statistical evidence based on factual data collected from
operational experience. However, maintenance task
escalations related to critical systems or components must be
scrutinised from a system safety point of view. The system
design must be reviewed carefully, and risk-based decisions
must be made to avoid any catastrophic failure.

Alaska Airlines MD83 crash in January 2000, which was due to

a failed stabiliser jackscrew, is a typical example of how such
maintenance tasks escalations crucially affect the
airworthiness of the aircraft.

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Operator approved maintenance programme (OAMP)
The MPD scheduled maintenance tasks should not be The tasks cards are used as a simple means of complying with
considered as all-inclusive. Each individual operator has the regulations for performing maintenance, as well as
final responsibility to decide what to do and when to do it. maintenance recordkeeping. Task cards provide detailed,
concise procedural instructions that organise and control
Additional requirements in the form of service letters, service maintenance activities while providing a means to ensure
bulletins and airworthiness directives are the responsibility of compliance with their maintenance manual.
the individual airline to incorporate.
Task cards are an easy way to ensure maintenance personnel
Maintenance tasks recommended in engine, APU, and vendor are following proper procedures.
manuals should also be considered.
During the course of normal operation, an aircraft will require
Maintenance programme supporting documents unscheduled, non-routine maintenance, to make repairs, or to
The aircraft maintenance programme outlines an operator’s remove and restore defective components. A need for
routine, scheduled maintenance tasks required to provide unscheduled maintenance may result from scheduled
instructions for continued airworthiness. Each scheduled task, maintenance tasks, pilot reports, or unforeseen events, such
in turn, will need to be converted to procedures that will be used as high-load events, hard or overweight landings, tail strikes,
by the maintenance organisation to fulfil the intended ground damage, lightning strikes, or an engine over-
requirement. The manual containing these procedures is temperature.
defined as the aircraft maintenance manual (AMM).
The documents required to support rectification of discovered
The AMM is organised by the Air Transport Association (ATA) problems generally consists of:
chapterisation system – the ATA chapter numbers provide a
common referencing standard for all commercial aircraft • the aircraft maintenance manual (AMM),
documentation including the MPD, AMM and illustrated parts • the structural repair manual (SRM),
catalogue (IPC). • the wiring diagram manual (WDM),
• the system schematic manual (SSM),
Most operator’s maintenance departments will use the aircraft • the fault reporting and fault isolation manuals (FRM &
maintenance programme in conjunction with extracted FIM),
procedures from an aircraft’s AMM to generate the task cards. • the illustrated parts catalogue (IPC), and
• the dispatch deviation guide (DDG).

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Scheduled maintenance inspections (SMIs)

Maintenance event letter checks – all the tasks defined The D-Check, or heavy maintenance visit, occurs every 6-12
through the maintenance development process will ultimately years, depending on the aircraft type and utilisation. Usually,
need to be allocated into scheduled work packages. Tasks with the aircraft is taken out of service for several weeks. During this
similar intervals are then grouped into a number of check, the exterior paint is stripped, and large parts of the outer
maintenance packages, each with its own interval. For panelling are removed, uncovering the airframe, supporting
commercial aircraft, these intervals range from daily walk- structure and wings for inspection of most structurally
around checks to scheduled maintenance inspections significant items.
performed at line maintenance station, to major checks
performed at base maintenance stations. In addition, many of the aircraft’s internal components are
functionally checked, repaired / overhauled, or exchanged.
In the airline industry, a letter check is an alphabetic
designation given to scheduled-maintenance maintenance For modern aircraft types (e.g. Boeing 737NG family and
packages. The three most commonly used letter checks consist Boeing 777), the ‘letter check’ distinctions are often less
of: important, since MSG-3 task-orientated maintenance programs
are employed. MSG-3 allows maintenance tasks to be grouped
• A-Check; into packages in a way that is more efficient for the operator
• C-Check; matching work against operational requirement – rather than
• D-Check. carrying out checks that are pre-defined by the MPD.

Note: B-Checks are rarely performed on modern aircraft fleet.

The A-Check generally consists of a general inspection of the

interior/exterior of the aircraft with selected areas opened. The
A-check is typically performed biweekly to monthly. Examples
of A-check tasks are checking and servicing the oil, filter
replacement, lubrication, operational checks, and inspections.

The C-Check is typically scheduled every 12-20 months

depending on the operator, aircraft type and utilisation.
Examples of C-check tasks include functional and operational
systems checks, cleaning and servicing, attendance to minor
structural inspections and Service Bulletin requirements.

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The C-Check is typically scheduled every 12-20 months depending on the operator, aircraft type and utilisation

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The block check – the block check packaging method is
focused on the principle of grouping tasks which require
frequent repetition under a letter check (i.e. ‘A’, ‘C’ and ‘D’
checks).

This method produces a small number of relatively large work

packages having the disadvantage of a relatively long
maintenance ground time. Each letter check generally
incorporates all the work covered by preceding checks, plus the
tasks assigned at that letter-check interval. Thus, each letter
check often requires an increasing amount of man-power,
technical skills, and specialised equipment.

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An example block check schedule

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The phased check – sometimes referred to as equalised or
segmented check – apportions tasks to smaller packages that
may be accomplished more frequently than the packages in a
block check. An operator, for example, may phase or segment,
portions of its heavy maintenance tasks equally over the
appropriate number of C-Checks. Usually, the objective of this
subdivision of effort is to even out the maintenance workload
over time and shorten the length of each period of down-time.
Peaks and valleys in manpower requirements are minimised by
moving tasks from one check package to another. The overall
result of an equalised maintenance programme is that the total
number of scheduled maintenance down-time can be reduced
over an aircraft’s maintenance cycle.

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Example phased maintenance programme

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Aircraft placarding (markings)
CS-25, Subpart G, CS-25.1541

General
The aircraft must display:

• the specified markings and placards; and

• any information, instrument markings and placards
required for the safe operation if there are unusual
design, operating or handling characteristics.

Each marking and placard prescribed above must be displayed

in a conspicuous place and may not be easily erased,
disfigured, or obscured.

Instrument markings
When markings are on the cover glass of the instrument, there
must be means to maintain the correct alignment of the glass
cover with the face of the dial.

Each instrument marking must be clearly visible to the

appropriate crew member.

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Each marking and placard must be displayed in a conspicuous place and may not be easily erased, disfigured, or obscured
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Master minimum equipment list (MMEL),
minimum equipment list (MEL) and
configuration deviation list (CDL)
CS-MMEL and ARO.OPS.205

General
MMEL, MEL and CDL are documents used by the operator to The competent authority will only accept an application for
perform commercial flight operations even when some MMEL approval from the type certificate holder.
systems, components or other requirements do not function or
correspond with the defined standard of functionality. Operational and maintenance procedures are necessary to
support certain MMEL items. These procedures are identified
These lists define the requirements in which limitations such to the authority during the approval process; however, the
operations may be performed. They define the required system procedures themselves will not be subject to approval. These
function, operational limitations and rectifications intervals. procedures are referenced in the MMEL and published
concurrently with the MMEL as a guide for operators.
Master minimum equipment list (MMEL)
The master minimum equipment list (MMEL) is a master list The procedures are appropriately amended, as and when the
appropriate to an aircraft type which determines those MMEL is revised the MMEL is approved by the certification
instruments, items of equipment or functions that, while authority and issued as the basis for the preparation and
maintaining the level of safety intended in the applicable authorisation of the individual operator's minimum equipment
regulation, may temporarily be inoperative either due to the list (MEL) for each aircraft type.
inherent redundancy of the design, and/or due to specified
operational and maintenance procedures, conditions and Where a change to the type certificate has an effect upon the
limitations, and in accordance with the applicable procedures MMEL, the type certificate holder shall apply for approval of the
for continued airworthiness. necessary changes to the MMEL.

All items related to the airworthiness of the aircraft and not

included in the list are automatically required to be operative.
Non-safety-related equipment, such as galley equipment,
passenger convenience items, need not be listed.

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Minimum equipment list (MEL)
The MEL is a list which provides for the operation of aircraft, The procedures are appropriately amended, as and when the
under specified conditions, with particular instruments, items of MMEL is revised. Items deferred in accordance with the MEL
equipment or functions inoperative at the commencement of must be repaired prior to the time required by the MEL
the flight. This list is prepared by the operator for his own category. MEL categories are identified by the letters A, B, C
particular aircraft taking account of their aircraft definition and and D requiring rectification intervals.
the relevant operational and maintenance conditions in
accordance with a procedure approved by the authority. The operator may permit a one-time extension of the applicable
rectification interval of the MEL categories B, C and D for the
An operator shall establish, for each aircraft, a MEL, to be same duration as that specified in the MMEL. A description of
approved by the competent authority. The MEL is based upon, specific duties and the responsibilities for controlling
but no less restrictive than, the relevant MMEL. All items related extensions is established by the operator, and the authority is
to the airworthiness of the aircraft and not included in the list notified within ten days of any extension authorised.
are automatically required to be operative. Non-safety related
items such as galley equipment, passenger convenience items, The operator is responsible for establishing an effective
need not be listed. Operators shall establish an effective rectification programme that includes tracking of the
decision-making process for failures that are not listed to inoperative items and coordinating parts, personnel, facilities
determine if they are related to airworthiness and required for and procedures necessary to ensure timely rectification.
safe operation.
Dispatch of the aircraft is not allowed after expiry of the
The MEL may contain additional advisory material or modified rectification interval and possible extension specified in the
operational and maintenance procedures. The MEL may MEL.
include additional operator’s requirements; however, they may
not be less stringent than the MMEL. Under certain specified conditions and circumstances,
operators may be granted approval by the authority to introduce
Operators shall take operational and maintenance procedures and implement special procedures for operations outside the
referenced in the MMEL into account when preparing an MEL. condition of the MEL. The special procedures will in no
These procedures are referenced in the MEL and published circumstances be used to permit flights outside the constraints
concurrently with the MEL as a guide for operators. of the relevant MMEL.

Any operator-specific MEL is based on the manufacturer’s

MMEL and must be approved by the competent authority.

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Configuration deviation list (CDL)
The CDL evolved over several years from what was commonly A – No standard interval is specified, however, items in this
known as a ‘missing parts list,’ which was a list of non-structural category must be rectified in accordance with the
external parts of an aeroplane that were found missing after a conditions stated in the MEL.
flight. The missing parts list is known today as the CDL. Where a time period is specified, it shall start at 00:01 on
the calendar day following the day of discovery.
The CDL should not be confused with the minimum equipment B – Items in this category must be rectified within 3-days
list (MEL). MELs are associated with inoperative equipment consecutive calendar days, excluding the day of
and systems. They define a safe deviation from the certified discovery.
configuration. Items listed in the CDL, however, define a new C – Items in this category must be rectified within 10-days
certificated aircraft configuration. Therefore, the aircraft may be consecutive calendar days, excluding the day of
flown indefinitely without replacing a qualified missing part. In discovery.
practice, the part is usually replaced at the first convenient D – Items in this category must be rectified within 120-days
opportunity, but it is important to remember that the aircraft consecutive calendar days, excluding the day of
remains airworthy regardless of the time the aircraft flies with discovery.
an open CDL item.
Dispatch deviation procedures guides (DDPG)
During line maintenance, procedures to handle CDL items Manufacturers may choose to produce operating and
consist of the administrative practices necessary to release the maintenance procedures such as dispatch deviation procedure
aircraft and include log entries, down line, pilot and dispatch guides (also known as dispatch deviation guides), for use by air
notification. Also included will be any maintenance limitations operators.
associated with the missing item.
These procedures may be inserted into the appropriate MEL
MEL and CDL remarks and exceptions pages, and submitted by the air operator, to form part of the
The inoperative equipment, system or function must be visible MEL. Dispatch deviation procedures guides, dispatch deviation
by a placard in the cockpit. guides, and other similar documents cannot be approved by
the authority, nor can they replace the MEL.
m – Means that a maintenance action is required when
operating with item inoperative. Dispatch deviation lists (DDL)
o – Means that a specific operation procedure must be A list of current equipment and/or system deviations, if their
accomplished by the flight crew. rectification can be deferred in accordance with the MEL/CDL,
is kept in the technical log, items entered into the DDL must
have included with them, the date by which the deviation must
be rectified.
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An example page from the MEL

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A missing waste water service panel door –
aircraft can be dispatched according to the CDL

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