The child seat should hold a qualification sign that it can be used in aircraft. For NCO operations in the EU of a third country-registered aircraft, only the ADs mandated by the State of Registry apply — not the EASA ADs. Mixed operations - Reference: Reg. Regulation (EU) 2018/1139 New Basic Regulation. It is common practice that the regulation enters into force 20 days after its publication in the Official Journal of the EU. These passengers shall not be allocated, nor occupy, seats that permit direct access to emergency exits or where their presence could impede crew members in their duties, obstruct access to emergency equipment or impede evacuation of the aircraft. The same applies to the operator’s IFTSS. The expectation on the crew member is to follow the procedure to the best of his/her abilities and in good faith at all times. The only defined standards for H-TAWS are TSO-C194 and ETSO-C194, which both refer to Radio Technical Commission for Aeronautics (RTCA) document DO-309. for flights elsewhere and not over an open-air assembly of persons. routes and airports served, specific rest requirements and duty length. When arriving at B, a third pilot (Pilot 3) joins the crew and they fly from B to C (11 h sector). No, you do not. What could be the main potential risks associated to each of the elements above – what could go wrong with these daily variables? Pursuant to Article 140(2)(a) of Regulation (EU) 2018/1139 (the New Basic Regulation), ‘commercial operation’ shall still be understood as a reference to point (i) of Article 3 of Regulation (EC) No 216/2008. What do you do if any of the elements above changes for one reason or another? The aircraft used for the SPO activities are listed on the declaration and in the operations manual. Airport standby counts as duty for the purpose of ORO.FTL.235. (1) Each CRD should remain secured to a passenger seat during all phases of flight unless it is properly stowed when not in use. ORO.GEN.130(c) and ARO.GEN.330(c)). Part-ORO is not applicable to ATOs. This procedure ensures better tightening of the child seat on the aircraft seat if the aircraft seat is reclinable. It shall apply from 28 October 2012. May a competent authority give ONE approval for an individual flight specification scheme to be used by three different operators with three AOCs? AMC1 CAT.OP.MPA.115 (a)(5) specifies the following: “This DA/H should take into account any add-on to the published minima as identified by the operator's management system and should be specified in the OM (aerodrome operating minima).” This means that the use of any add-on is left to the responsibility of the operator. However, the operator has to make sure that its OM reflects the specificity of its operation – be it commercial or non-commercial. to be seated at his/her assigned station; and, not to perform any activities other than those required for the safe operation of the aircraft. The EU SoO is responsible for the oversight of operators having their principal place of business in an EU Member State. Reporting time for the same FDP may be different between flight crew and cabin crew in accordance with ORO.FTL.205(c). ‘Marginal activity’, ‘Direct cost’… - Reference: Reg. Before entering into a wet-lease agreement, the EU operator should demonstrate to the authority that (1) the TCO has a valid AOC, (2) that safety standards of the TCO regarding continuing airworthiness and air operations are equivalent to the EU continuing airworthiness requirements of Reg. No. An operator may be granted an approval to provide Part-CC Initial training and to issue the CCA (entitled to a mutual recognition as described above). MED.C.030(a)(2) requires cabin crew members to provide the related information of their medical report or the copy of their medical report to the operator(s) employing their services. The competent authority should publish and regularly update the list of high-risk SPO for their territory. The same understanding is shared by the Legal Service of the Commission, which has also clarified in EASA Committee that the privileges provided for in a regulation can only be exercised as of the applicability date chosen by the legislator. the essential requirements for air operations (Annex V, point 8.1 (c)): “(…) the aircraft operator must implement and maintain a management system to ensure compliance with the essential requirements set out in this Annex, manage safety risks and aim for continuous improvement of this system;” (…). Reg. 1. Yes, but any extension of the FDPs limits in Table 3 of ORO.FTL.205 (b)(2) falls under the requirement for a FRM. Reference: Regulation (EU) No 965/2012 on Air Operations, Annex III (Part-ORO); Regulation (EU) No 1321/2014 on continuing airworthiness, Part-M.

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