Opinion No 04/2024 New air mobility — CAW rules for electric- and hybrid-propulsion aircraft & other non-conventional aircraft | Gyroplanes: flight crew licensing for private pilot licences and non-commercial operations conducted in VFR by day and by night

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Draft Annexes to draft Commission Implementing Regulation (EU) …/… amending

Regulation (EU) No 1321/2014 as regards the establishment of a regulatory framework

with continuing airworthiness requirements for non-conventional aircraft

ANNEX I

ANNEX I (Part-M) is amended as follows:

In Appendix VII, the following points 3a. and 3b. are inserted:

‘3a. The performance of maintenance on the power plant that would require disassembly of

engine(s), main batteries or fuel cell(s), other than removing them from the aircraft and

reinstalling them back (including removal/installation of engine bearings).

3b. The performance of maintenance on high-pressure reservoirs and components

belonging to high-pressure lines/systems related to the power plant.’.

ANNEX II

ANNEX II (Part-145) is amended as follows:

(1) in point 145.A.30, point (2)(ii) of point (h) is replaced by the following:

‘appropriate aircraft-rated certifying staff, qualified in category C or L5, as applicable,

and assisted by support staff, as set out in point 145.A.35(a)(1).’;

(2) in Appendix II, points (l) and (m) are replaced by the following:

‘(l) Table

Tab

CLASS RATING LIMITATION BASE LINE

AIRCRAFT A1

Aeroplanes above

5 700 kg maximum

take-off mass

(MTOM)

[Shall state the aeroplane

manufacturer or the group

or series or type and/or the

maintenance tasks]

Example: Airbus A320

Series

[YES/NO] (*) [YES/NO] (*)

A2

Aeroplanes of

5 700 kg MTOM

and below

[Shall state the aeroplane

manufacturer or the group

or series or type and/or the

maintenance tasks]

Example: DHC-6 Twin

Otter Series

State whether the issuing of

airworthiness review

certificates is authorised

(only possible for aircraft

[YES/NO] (*) [YES/NO] (*)

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covered by Annex Vb (Part-

ML))

A3

Helicopters

[Shall state the helicopter

manufacturer or the group

or series or type and/or the

maintenance task(s)]

Example: Robinson R44

State whether the issuing of

airworthiness review

certificates is authorised

(only possible for aircraft

covered by Annex Vb (Part-

ML))

[YES/NO] (*) [YES/NO] (*)

A4

Aircraft other than

A1, A2 and A3

aircraft

[Shall state the aircraft

category (sailplane, balloon,

airship, etc.) when

applicable, the

manufacturer or group or

series or type and/or the

maintenance task(s)]

State whether the issuing of

airworthiness review

certificates is authorised

(only possible for aircraft

covered by Annex Vb (Part-

ML))

[YES/NO] (*) [YES/NO] (*)

ENGINES B1

Turbine

[Shall state the engine series or type and/or the

maintenance task(s)]

Example: PT6A Series

B2

Piston

[Shall state the engine manufacturer or group or series or

type and/or the maintenance task(s)]

B3

APU

[Shall state the engine manufacturer or series or type

and/or the maintenance task(s)]

B4

Engines other than

B1, B2 and B3

[Shall state the engine manufacturer or group or series or

type and/or the maintenance task(s)]

COMPONE

NTS

OTHER

THAN

COMPLET

E ENGINES

OR APUs

C1 Air Cond &

Press

[Shall state the aircraft type or aircraft manufacturer or

component manufacturer or the particular component

and/or cross-refer to a capability list in the exposition

and/or the maintenance task(s)]

Example: PT6A Fuel Control

C2 Auto Flight

C3 Comms and Nav

C4 Doors —

Hatches

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C5 Electrical Power

& Lights

C6 Equipment

C7 Engine – APU

C8 Flight Controls

C9 Fuel

C10 Rotorcraft –

Rotors

C11 Rotorcraft –

Trans

C12 Hydraulic

Power

C13 Indicating –

recording system

C14 Landing Gear

C15 Oxygen

C16 Propellers

C17 Pneumatic &

Vacuum

C18 Protection

ice/rain/fire

C19 Windows

C20 Structural

C21 Water ballast

C22 Propulsion

Augmentation

C23 Other

SPECIALIS

ED

SERVICES

D1 Non-Destructive

Testing

[Shall state particular NDT method(s)]

(*) – Delete as appropriate

(m) A maintenance organisation which employs only one person to both plan and carry out all its

maintenance activities can only hold limited terms of approval. The maximum permissible

limits are as follows:

CLASS RATING LIMITATION

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AIRCRAFT A2 AEROPLANES of 5 700 KG MTOM OR

LESS WITH PISTON ENGINE or

ELECTRIC POWER PLANT WITH NO

FUEL CELL

AIRCRAFT A3 HELICOPTERS of 3 175 KG MTOM OR

LESS WITH SINGLE-PISTON ENGINE or

ELECTRIC POWER PLANT WITH NO

FUEL CELL

AIRCRAFT A4 GLIDERS, BALLOONS, AIRSHIPS AND

ANY AIRCRAFT of 3 175 KG MTOM OR

LESS WITH SINGLE-PISTON ENGINE or

ELECTRIC POWER PLANT WITH NO

FUEL CELL

ENGINES B2 LESS THAN 450 HP

ENGINES B4 ELECTRIC ENGINE

COMPONENTS OTHER

THAN COMPLETE

ENGINES OR APUs

C1 TO C23 AS PER CAPABILITY LIST

SPECIALISED SERVICES D1 NDT NDT METHOD(S) TO BE SPECIFIED

It should be noted that such an organisation may be further limited by the competent authority in

the terms of approval depending on the capabilities of the particular organisation.’.

ANNEX III

ANNEX III (Part-66) is amended as follows:

(1) in point 66.1, point (b) is replaced by the following:

‘(b) The Agency shall be responsible for:

1. defining the list of aircraft types;

2. defining what airframe/engine (or powerplant) combinations are included in

each particular aircraft type rating; and,

3. in respect of an aircraft that is not covered by any licence (sub)category of

point (a) of point 66.A.3, defining the applicable licence (sub)category(ies)

that entitle(s) the holder of the licence to exercise the privileges of point

66.A.20 on that aircraft.’;

(2) point 66.A.3 is replaced by the following:

‘66.A.3 Licence categories and subcategories

(a) Aircraft maintenance licences include the following categories and, where

applicable, subcategories and system ratings:

(1) Category A:

(i) Category A, is divided into the following subcategories:

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— A1 Aeroplanes Turbine;

— A2 Aeroplanes Piston;

— A3 Helicopters Turbine;

— A4 Helicopters Piston.

(ii) Subcategories A1 and A3 are also suitable for aircraft not covered by

any A subcategory.

(2) Category B1, divided into the following subcategories:

— B1.1 Aeroplanes Turbine;

— B1.2 Aeroplanes Piston;

— B1.E Aeroplanes with electric power plant and MTOM below 5 700

kg;

— B1.3 Helicopters Turbine;

— B1.4 Helicopters Piston.

(3) Category B2

The B2 licence is applicable to all aircraft.

(4) Category B2L

The B2L licence is applicable to all aircraft other than those in Group 1 as

set out in Point 66.A.5(1) and is divided into the following ‘system ratings’:

— communication/navigation (com/nav),

— instruments,

— autoflight,

— surveillance,

— airframe systems.

A B2L licence shall contain, as a minimum, one system rating.

(5) Category B3

The B3 licence is applicable to piston-engine non-pressurised aeroplanes of

2 000 kg MTOM and below.

(6) Category L, divided into the following subcategories:

— L1C: composite sailplanes,

— L1: sailplanes,

— L2C: composite powered sailplanes and composite ELA1 aeroplanes,

— L2: powered sailplanes and ELA1 aeroplanes,

— L3H: hot-air balloons,

— L3G: gas balloons,

— L4H: hot-air airships,

— L4G: ELA2 gas airships,

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— L5: gas airships other than ELA2.

(7) Category C

The C licence is applicable to aeroplanes and helicopters.

(8) When an aircraft can be considered as included in more than one of the above

(sub)categories, the Agency, based on the aircraft characteristics, shall

establish the (sub)category(ies) of the licence applicable for the aircraft in its

type certificate data sheet.’;

(b) Additionally, for aircraft and combinations of aircraft and power plant not referred

to in point (a), the applicable licence (sub)category(ies) shall be the one(s)

identified by the Agency.

The Agency shall identify such licence (sub)category(ies) in the operational

suitability data established in accordance with Regulation (EU) No 748/2012,

taking into consideration a report from the applicant for, or holder of, the aircraft

type certificate which assesses the architecture and systems of the aircraft (and

power plant) against the syllabus of the basic knowledge modules and knowledge

levels, as relevant to the designated licence (sub)category, and the privileges

established in 66.A.20.’;

(3) in point 66.A.5, points (1) and (2) are replaced by the following:

(1) Group 1 is composed of:

(i) aeroplanes certified for a MTOM exceeding 5 700 kg; aeroplanes certified

for a maximum passenger seating configuration of more than 19; aeroplanes

certified for operation with a minimum crew of at least two pilots; aeroplanes

equipped with (one) turbojet engine(s) or more than one turboprop engine;

other than piston-engine aeroplanes with maximum certified operating

altitude exceeding FL290; aeroplanes with a power plant not being piston,

turbine or electric;

(ii) helicopters certified for a MTOM exceeding 3 175 kg; helicopters certified

for a maximum passenger seating configuration of more than nine;

helicopters certified for operation with a minimum crew of at least two pilots;

helicopters equipped with multiple engines; helicopters equipped with a

power plant not being piston, turbine or electric;

(iii) gas airships other than ELA2;

(iv) non-conventional aircraft; and

(v) aircraft equipped with fly-by-wire systems.

Notwithstanding the first paragraph, the Agency may decide to classify into a subgroup

of Group 2, Group 3 or Group 4, as appropriate, an aircraft which meets the conditions

set out in the first paragraph, if it considers that the lower complexity of the particular

aircraft justifies so.

(2) Group 2: aircraft other than those in Group 1 belonging to the following subgroups:

(i) subgroup 2a: single turboprop engine aeroplanes,

(ii) subgroup 2b: single turbine engine helicopters,

(iii) subgroup 2c: single piston engine helicopters,

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(iv) subgroup 2E: aeroplanes with electric power plant.’;

(4) in point 66.A.20(a), the following new point 8 is added:

‘8. In addition, the privileges in point 1. to 7. are also extended to aircraft referred to

in point (b) of point 66.A.3 for the corresponding licence (sub)category(ies)

identified as applicable in the operational suitability data established in accordance

with Regulation (EU) No 748/2012 of these aircraft.’;

(5) in point 66.A.30, point (a) is amended as follows:

(a) the first sentence of point (1) is replaced by the following:

‘1. for category A, subcategories B1.2, B1.E and B1.4 and category B3:’;

(b) point (3)(ii) is replaced by the following:

‘(ii) 5 years of experience in exercising category B1.2, B1.E, B1.4 or L5

privileges as support staff, or both support staff and certifying staff, in

accordance with point 145.A.35 of Annex II (Part-145), at a maintenance

organisation working on CMPA, including 12 months of experience as base

maintenance support staff; or’;

(c) point (3)(iv)(a) is replaced by the following:

‘(a) 2 years of experience in exercising category B1.1, B1.2, B1.E, B1.3, B1.4,

B2 or L5 privileges as support staff, or both support staff and certifying staff,

in accordance with point 145.A.35 of Annex II (Part-145), at a maintenance

organisation working on CMPA, including 6 months of experience as base

maintenance support staff; or’;

(6) in point 66.A.30, the following new point (da) is inserted:

‘(da) Notwithstanding points (a), (b) and (d), practical maintenance experience and

recent maintenance experience gained in aircraft referred to in point (b) of point

66.A.3 shall account for a maximum of 50 % of the practical maintenance

experience and recent maintenance experience required in points (a), (b) or (d) in

respect of the licence (sub)category(ies) on which these aircraft can be endorsed.’;

(7) point 66.A.45 is amended as follows:

(a) in point (c) the following two new points are added

‘(i) The on-the-job training on an aircraft referred to in point (b) of point 66.A.3

may only be considered for the purpose of endorsement of the licence as the

first aircraft type rating within a given (sub)category, as described in the

previous paragraph, when so established in the aircraft operational suitability

data.

(ii) Otherwise, an aircraft referred to in point (b) of point 66.A.3 may be endorsed

as a first aircraft type rating within a given (sub)category after satisfactory

completion of the corresponding on-the-job training, but in such case,

additional on-the-job training will be required for the endorsement on the

licence within that (sub)category of the first aircraft type rating belonging to

the categories referred in point (a) of point 66.A.3.’;

(b) the following new point (da) is added:

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‘(da) By derogation from points (b) and (d) and only during the first 30 months

after a new aircraft type has received its type certificate, an AML may be

endorsed with the corresponding aircraft type rating for a given (sub)category

based on complete training delivered by the manufacturer, including the on-

site practical training element, under the condition that the aircraft type rating

is not the first aircraft endorsed for that (sub)category.

Such training shall be carried out at a level and duration that meet the same

objectives as those of points 5 (a), (b) and (c) of Appendix III, and shall cover

relevant maintenance data at the required knowledge level and scope for the

AML (sub)category.

A responsible person of the aircraft manufacturer shall issue a final report

declaring fulfilment of the requirements of this point 66.A.45(da).’;

(8) in Appendix I, point 2. is amended as follows:

(a) the first table is replaced by the following:

‘

Subject module

B1.1

A1

B1.2

A2

B1.E

B1.3

A3

B1.4

A4 B3

B2 B2

L C

Turbi

ne

engin

e

Pisto

n

engi

ne

Aeropl

anes

with

electri

c

power

plant

and

MTO

M

below

5 700

kg

Turbi

ne

engin

e

Pisto

n

engi

ne

Piston-

engine

non-

pressuris

ed

aeroplan

es

MTOM

≤ 2 t

1. MATHEMATICS X X X X X X X X X

2. PHYSICS X X X X X X X X X

3. ELECTRICAL

FUNDAMENTALS X X X X X X X X X

4. ELECTRONICS

FUNDAMENTALS

X (n/a

for

A1)

X (n/a

for

A2)

X

X (n/a

for

A3)

X (n/a

for

A4)

X X X X

5. DIGITAL

TECHNIQUES/EL

ECTRONIC

INSTRUMENT

SYSTEMS

X X X X X X X X X

6. MATERIALS

AND HARDWARE X X X X X X X X X

7. MAINTENANCE

PRACTICES X X X X X X X X X

Page 9 of 36

Subject module

B1.1

A1

B1.2

A2

B1.E

B1.3

A3

B1.4

A4 B3

B2 B2

L C

Turbi

ne

engin

e

Pisto

n

engi

ne

Aeropl

anes

with

electri

c

power

plant

and

MTO

M

below

5 700

kg

Turbi

ne

engin

e

Pisto

n

engi

ne

Piston-

engine

non-

pressuris

ed

aeroplan

es

MTOM

≤ 2 t

8. BASIC

AERODYNAMICS X X X X X X X X X

9. HUMAN

FACTORS X X X X X X X X X

10. AVIATION

LEGISLATION X X X X X X X X X

11. AEROPLANE

AERODYNAMICS,

STRUCTURES

AND SYSTEMS

X X X n/a n/a X n/a n/a 11, 15

& 17

as B1.1

or

11, 16

& 17

as B1.2

or

11, 17

& 18

as B1.E

or

12 & 15

as B1.3

or

12 & 16

as B1.4

or

13 & 14

as B2

12. HELICOPTER

AERODYNAMICS,

STRUCTURES

AND SYSTEMS

n/a n/a n/a X X n/a n/

a

n/

a

13. AIRCRAFT

AERODYNAMICS,

STRUCTURES

AND SYSTEMS

n/a n/a n/a n/a n/a n/a X X

14. PROPULSION n/a n/a n/a n/a n/a n/a X X

15. GAS TURBINE

ENGINE X n/a n/a X n/a n/a

n/

a

n/

a

16. PISTON

ENGINE n/a X n/a n/a X X

n/

a

n/

a

17. PROPELLER X X X n/a n/a X n/

a

n/

a

18. ELECTRIC

POWER PLANT n/a n/a X n/a n/a n/a

n/

a

n/

a

’;

(b) in the table for Module 7, row 7.4 is replaced by the following:

‘

7.4 Potential safety hazards when working with electrical systems and

protective equipment

3 3 3

’;

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(c) the first row of the table corresponding to Module 11 is replaced by the

following:

‘

MODULE 11. AEROPLANE AERODYNAMICS,

STRUCTURES AND SYSTEMS

LEVEL

A1 A2 B1.

1

B1.

2 /

B1.

E

B3

’ ;

(d) the rows for submodule 11.8 of Module 11 are replaced by the following:

‘

11.8 Fire protection (ATA 26)

(a) Fire and smoke detection system and fire-extinguishing

systems;

1 1 3 3 —

(b) Portable fire extinguisher. 1 1 1 1 1

’;

(e) the rows for submodule 11.10 of Module 11 are replaced by the following:

‘

11.10 Fuel systems (ATA 28, ATA 47)

(a) Systems layout; 1 1 3 3/- 1

(b) Fuel handling; 1 1 3 3/- 1

(c) Indication and warnings; 1 1 3 3/- 1

(d) Special systems; 1 — 3 — —

(e) Balancing. 1 — 3 — —

’;

(f) the rows for submodule 14.1 of Module 14 are replaced by the following:

‘

14.1 Engines (a) Turbine engines; 1

(b) Auxiliary power units (APUs); 1

(c) Piston engines; 1

(d) Electric and hybrid power plants and auxiliar systems; 2

(e) Engine control. 2

’;

(g) the first row of the table corresponding to Module 17 is replaced by the

following:

‘

Page 11 of 36

MODULE 17. PROPELLER

LEVEL

A1

A2

B1.1

B1.2

B1.E

B3

’;

(h) after Module 17, Module 18 is added as follows:

‘MODULE 18. ELECTRIC POWER PLANT

MODULE 18. ELECTRIC POWER PLANT

LEVEL

B1.E

18.1 Fundamentals 3

18.2 Engine performance 3

18.3 Engine construction 3

18.4 Electric energy system 3

18.4.1 Batteries and accessories 3

18.4.2 Fuel cells and accessories 3

18.4.3 Power distribution systems 3

18.4.4 Electronic engine control 3

18.5 Engine indication systems 3

18.6 Power plant installation 3

18.7 Engine monitoring and ground operation 3

18.8 Engine storage and preservation 3

’;

(9) at the end of point 2. of Appendix II, the following is added:

‘2.18. MODULE 18 – ELECTRIC POWER PLANT

Category B1.E: 76 multiple-choice, no essay questions. Time allowed: 95 minutes.’;

(10) Appendix III is amended as follows:

(a) point 3.1.(c) is replaced by the following:

‘(c) Duration:

The theoretical training minimum tuition hours are contained in the following

table:

Category Hours

Aeroplanes(*) with a maximum take-off mass above 30 000 kg:

B1.1 150

B1.2 120

B2 100

C 30

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Category Hours

Aeroplanes(*) with a maximum take-off mass equal to or less than 30 000 kg and

above 5 700 kg:

B1.1 120

B1.2 100

B2 100

C 25

Aeroplanes(*) with a maximum take-off mass of 5 700 kg and below1

B1.1 80

B1.2 60

B1.E 60

B2 60

C 15

Helicopters(*) 2

B1.3 120

B1.4 100

B2 100

C 25

Aeroplanes and helicopters not mentioned above and non-conventional aircraft

B1, B2 and C OSD

(*) – aeroplane with piston or turbine engine or electric power plant or helicopter with

piston or turbine engine

In the table above, ‘OSD’ means as defined in the operational suitability data established

in accordance with Regulation (EU) No 748/2012, taking into consideration a report from

the applicant for, or holder of, the aircraft type certificate that contains an assessment of

the required theoretical elements of knowledge of the aircraft, considering the applicable

licence (sub)category on which the aircraft type would be permitted for endorsement in

accordance with point 66.A.3.

1 For non-pressurised aeroplanes below 2 000 kg MTOM with piston-engine or electric power plant, the

minimum duration can be reduced by 50 %. 2 For helicopters in Group 2 (as defined in point 66.A.5), the minimum duration can be reduced by 30 %.

Page 13 of 36

For the purpose of the table above, a tuition hour means 60 minutes of teaching and

excludes any breaks, examination, revision, preparation and aircraft visit.

These hours apply only to theoretical courses for complete aircraft/ engine combinations

according to the type rating as defined by the Agency.’;

(b) the table in point 3.1.(e) is replaced by the following table:

‘

Level

Chapters

Aeroplanes

turbine

Aeroplanes

piston

Aeroplanes

with electric

power plant

Helicopter

turbine

Helicopter

piston

Avionics

Licence category B1.1 C B1.2 C B1.E C B1.3 C B1.4 C B2

Introduction

module:

05 Time

limits/maintenance

checks

1 1 1 1 1 1 1 1 1 1 1

06

Dimensions/areas

(MTOM, etc.)

1 1 1 1 1 1 1 1 1 1 1

07 Lifting and

Shoring

1 1 1 1 1 1 1 1 1 1 1

08 Levelling and

weighing

1 1 1 1 1 1 1 1 1 1 1

09 Towing and

taxiing

1 1 1 1 1 1 1 1 1 1 1

10

Parking/mooring,

storing and return

to Service

1 1 1 1 1 1 1 1 1 1 1

11 Placards and

markings

1 1 1 1 1 1 1 1 1 1 1

12 Servicing 1 1 1 1 1 1 1 1 1 1 1

Page 14 of 36

Level

Chapters

Aeroplanes

turbine

Aeroplanes

piston

Aeroplanes

with electric

power plant

Helicopter

turbine

Helicopter

piston

Avionics

20 Standard

practices — only

type particular

1 1 1 1 1 1 1 1 1 1 1

Helicopter

18 Vibration and

noise analysis

(blade tracking)

— — — — — — 3 1 3 1 —

60 Standard

practices rotor

— — — — — — 3 1 3 1 —

62 Rotors — — — — — — 3 1 3 1 1

62A Rotors —

monitoring and

indicating

— — — — — — 3 1 3 1 3

63 Rotor drives — — — — — — 3 1 3 1 1

63A Rotor drives

— monitoring and

indicating

— — — — — — 3 1 3 1 3

64 Tail rotor — — — — — — 3 1 3 1 1

64A Tail rotor —

monitoring and

indicating

— — — — — — 3 1 3 1 3

65 Tail rotor drive — — — — — — 3 1 3 1 1

65A Tail rotor

drive —

monitoring and

indicating

— — — — — — 3 1 3 1 3

66 Folding

blades/pylon

— — — — — — 3 1 3 1 —

67 Rotors flight

control

— — — — — — 3 1 3 1 —

Page 15 of 36

Level

Chapters

Aeroplanes

turbine

Aeroplanes

piston

Aeroplanes

with electric

power plant

Helicopter

turbine

Helicopter

piston

Avionics

53 Airframe

structure

(helicopter)

— — — — — — 3 1 3 1 —

25 Emergency

flotation equipment

— — — — — — 3 1 3 1 1

Airframe

structures

51 Standard

practices and

structures (damage

classification,

assessment and

repair)

3 1 3 1 3 1 — — — — 1

53 Fuselage 3 1 3 1 3 1 — — — — 1

54 Nacelles/pylons 3 1 3 1 3 1 — — — — 1

55 Stabilisers 3 1 3 1 3 1 — — — — 1

56 Windows 3 1 3 1 3 1 — — — — 1

57 Wings 3 1 3 1 3 1 — — — — 1

52 Doors 3 1 3 1 3 1 — — — — 1

Zonal and station

identification

systems

1 1 1 1 1 1 1 1 1 1 1

Airframe systems

21 Air conditioning 3 1 3 1 3 1 3 1 3 1 3

21A Air supply 3 1 3 1 3 1 3 1 3 1 2

21B Pressurisation 3 1 3 1 3 1 3 1 3 1 3

21C Safety and

warning devices

3 1 3 1 3 1 3 1 3 1 3

22 Autoflight 2 1 2 1 2 1 2 1 2 1 3

23

Communications

2 1 2 1 2 1 2 1 2 1 3

Page 16 of 36

Level

Chapters

Aeroplanes

turbine

Aeroplanes

piston

Aeroplanes

with electric

power plant

Helicopter

turbine

Helicopter

piston

Avionics

24 Electrical power 3 1 3 1 3 1 3 1 3 1 3

25 Equipment and

furnishings

3 1 3 1 3 1 3 1 3 1 1

25A Electronic

equipment

including

emergency

equipment

1 1 1 1 1 1 1 1 1 1 3

26 Fire protection 3 1 3 1 3 1 3 1 3 1 3

27 Flight controls 3 1 3 1 3 1 3 1 3 1 2

27A Sys.

operation:

electrical/fly-by-

wire

3 1 — — 3 1 3 1 — — 3

28 Fuel systems 3 1 3 1 — — 3 1 3 1 2

28A Fuel systems

— monitoring and

indicating

3 1 3 1 — — 3 1 3 1 3

29 Hydraulic

power

3 1 3 1 3 1 3 1 3 1 2

29A Hydraulic

power —

monitoring and

indicating

3 1 3 1 3 1 3 1 3 1 3

30 Ice and rain

protection

3 1 3 1 3 1 3 1 3 1 3

31

Indicating/recordin

g systems

3 1 3 1 3 1 3 1 3 1 3

31A Instrument

systems

3 1 3 1 3 1 3 1 3 1 3

Page 17 of 36

Level

Chapters

Aeroplanes

turbine

Aeroplanes

piston

Aeroplanes

with electric

power plant

Helicopter

turbine

Helicopter

piston

Avionics

32 Landing gear 3 1 3 1 3 1 3 1 3 1 2

32A Landing gear

— monitoring and

indicating

3 1 3 1 3 1 3 1 3 1 3

33 Lights 3 1 3 1 3 1 3 1 3 1 3

34 Navigation 2 1 2 1 2 1 2 1 2 1 3

35 Oxygen 3 1 3 1 3 1 — — — — 2

36 Pneumatic 3 1 3 1 3 1 3 1 3 1 2

36A Pneumatic —

monitoring and

indicating

3 1 3 1 3 1 3 1 3 1 3

37 Vacuum 3 1 3 1 3 1 3 1 3 1 2

38 Water/waste 3 1 3 1 3 1 — — — — 2

41 Water ballast 3 1 3 1 3 1 — — — — 1

42 Integrated

modular avionics

2 1 2 1 2 1 2 1 2 1 3

44 Cabin systems 2 1 2 1 2 1 2 1 2 1 3

45 On-board

maintenance

system (or covered

in 31)

3 1 3 1 3 1 3 1 — — 3

46 Information

systems

2 1 2 1 2 1 2 1 2 1 3

47 Nitrogen

generation system

3 1 3 1 — — — — — — 2

50 Cargo and

accessory

compartments

3 1 3 1 3 1 3 1 3 1 1

55/57 Flight

control surfaces

(All)

3 1 3 1 3 1 — — — — 1

Page 18 of 36

Level

Chapters

Aeroplanes

turbine

Aeroplanes

piston

Aeroplanes

with electric

power plant

Helicopter

turbine

Helicopter

piston

Avionics

Turbine engine

70 Standard

practices —

engines

3 1 — — — — 3 1 — — 1

70A Constructional

arrangement and

operation

(installation inlet,

compressors,

combustion

section, turbine

section, bearings

and seals,

lubrication

systems)

3 1 — — — — 3 1 — — 1

70B Engine

performance

3 1 — — — — 3 1 — — 1

71 Power plant 3 1 — — — — 3 1 — — 1

72 Engine

turbine/turbo

prop/ducted

fan/unducted fan

3 1 — — — — 3 1 — — 1

73 Engine fuel and

control

3 1 — — — — 3 1 — — 1

75 Air 3 1 — — — — 3 1 — — 1

76 Engine controls 3 1 — — — — 3 1 — — 1

78 Exhaust 3 1 — — — — 3 1 — — 1

79 Oil 3 1 — — — — 3 1 — — 1

80 Starting 3 1 — — — — 3 1 — — 1

82 Water injections 3 1 — — — — 3 1 — — 1

Page 19 of 36

Level

Chapters

Aeroplanes

turbine

Aeroplanes

piston

Aeroplanes

with electric

power plant

Helicopter

turbine

Helicopter

piston

Avionics

83 Accessory gear

boxes

3 1 — — — — 3 1 — — 1

84 Propulsion

augmentation

3 1 — — — — 3 1 — — 1

73A FADEC 3 1 — — — — 3 1 — — 3

74 Ignition 3 1 — — — — 3 1 — — 3

77 Engine

indicating systems

3 1 — — — — 3 1 — — 3

49 Auxiliary power

units (APUs)

3 1 — — — — — — — — 2

Piston engine

70 Standard

practices —

engines

— — 3 1 — — — — 3 1 1

70A Constructional

arrangement and

operation

(installation,

carburettors, fuel

injection systems,

induction, exhaust

and cooling

systems,

supercharging/turb

ocharging,

lubrication

systems)

— — 3 1 — — — — 3 1 1

70B Engine

performance

— — 3 1 — — — — 3 1 1

71 Power plant — — 3 1 — — — — 3 1 1

Page 20 of 36

Level

Chapters

Aeroplanes

turbine

Aeroplanes

piston

Aeroplanes

with electric

power plant

Helicopter

turbine

Helicopter

piston

Avionics

73 Engine fuel and

control

— — 3 1 — — — — 3 1 1

76 Engine control — — 3 1 — — — — 3 1 1

79 Oil — — 3 1 — — — — 3 1 1

80 Starting — — 3 1 — — — — 3 1 1

81 Turbines — — 3 1 — — — — 3 1 1

82 Water injections — — 3 1 — — — — 3 1 1

83 Accessory gear

boxes

— — 3 1 — — — — 3 1 1

84 Propulsion

augmentation

— — 3 1 — — — — 3 1 1

73A FADEC — — 3 1 — — — — 3 1 3

74 Ignition — — 3 1 — — — — 3 1 3

77 Engine

indication systems

— — 3 1 — — — — 3 1 3

Electric power

plant

Electric engines — — — — 3 1 — — — — 3

Fuel cell and

related systems

— — — — 3 1 — — — — 3

Batteries — — — — 3 1 — — — — 3

Auxiliary systems

to the electric

power plant

— — — — 3 1 — — — — 3

Propellers

60A Standard

practices —

propeller

3 1 3 1 3 1 — — — — 1

Page 21 of 36

Level

Chapters

Aeroplanes

turbine

Aeroplanes

piston

Aeroplanes

with electric

power plant

Helicopter

turbine

Helicopter

piston

Avionics

61

Propellers/propulsi

on

3 1 3 1 3 1 — — — — 1

61A Propeller

construction

3 1 3 1 3 1 — — — — —

61B Propeller pitch

control

3 1 3 1 3 1 — — — — —

61C Propeller

synchronising

3 1 3 1 3 1 — — — — 1

61D Propeller

electronic control

2 1 2 1 2 1 — — — — 3

61E Propeller ice

protection

3 1 3 1 3 1 — — — — —

61F Propeller

maintenance

3 1 3 1 3 1 — — — — 1

Special chapters

for aeroplanes

with a power

plant other than

piston/turbine/ele

ctric and other

than

piston/turbine

helicopters

Definition of special chapters of the theoretical element of the aircraft type training is

available in the OSD of the aircraft, established in accordance with Regulation (EU) No

748/2012. For these aircraft, EASA can also consider as ‘not required’ some of the chapters

contained in the above table.

Special chapters

for non-

conventional

aircraft

Definition of special chapters of the theoretical element of the aircraft type training is

available in the OSD of the aircraft, established in accordance with Regulation (EU) No

748/2012. For these aircraft, EASA can also consider as ‘not required’ some of the chapters

contained in the above table.

‘;

Page 22 of 36

(c) in the table of point 3.2.(b), the level ‘Electric power plant’ and related chapters

are inserted after chapter ‘84 Propulsion Augmentation’ of level ‘Piston Engines:’,

as follows:

‘

Chapters

B1/B2 B1 B2

LOC FO

T

SG

H

R/I ME

L

TS FO

T

SG

H

R/I ME

L

TS

[…]

Electric power

plant

Electric engines X/X X X X X X X — — X —

Fuel cell and

related systems

X/X X X X X X X — — X —

Batteries X/X X X X X X X — — X —

Auxiliary systems

to the electric

power plant

X/X X X X X X X — X X X

[…]

‘;

(d) in the table of point 3.2.(b), the following chapters are added at the end of the table:

‘

Chapters B1/B

2

B1 B2

LOC FO

T

SG

H

R/I ME

L

TS FO

T

SG

H

R/I ME

L

TS

[…]

Special chapters for

aeroplanes with a

power plant other

than

piston/turbine/elect

ric and other than

For the relevant aircraft type, definition of special chapters of the theoretical

element of the aircraft type training is available in the OSD of the aircraft,

established in accordance with Regulation (EU) No 748/2012.

Page 23 of 36

[…]

piston/turbine

helicopters

Special chapters for

non-conventional

aircraft

For the relevant aircraft type, definition of special chapters of the theoretical

element of the aircraft type training is available in the OSD of the aircraft,

established in accordance with Regulation (EU) No 748/2012.

‘;

(11) Appendix IV is replaced by the following:

‘Appendix IV

Experience and basic knowledge modules or part modules required for extending a

Part-66 aircraft maintenance licence

‘A. Experience requirements

Table A below shows the experience requirements, in months, for adding a new category

or subcategory to an existing Part-66 licence.

The experience requirements can be reduced by 50 % if the applicant has completed an

approved Part-147 basic training course relevant to a particular subcategory.

Table A

To:

From:

A1 A2 A3 A4 B1.1 B1.2 B1.E B1.3 B1.4 B2 B2L B3 L1 L2 L3 L4 L5

A1 — 6 6 6 24 6 6 24 12 24 12 6 12 12 12 12 24

A2 6 — 6 6 24 6 6 24 12 24 12 6 12 12 12 12 24

A3 6 6 — 6 24 12 12 24 6 24 12 12 12 12 12 12 24

A4 6 6 6 — 24 12 12 24 6 24 12 12 12 12 12 12 24

B1.1 — 6 6 6 — 6 6 6 6 12 12 6 6 6 12 12 12

B1.2 6 — 6 6 24 — 6 24 6 24 12 — — — 12 12 12

B1.E 6 6 6 6 24 6 — 24 12 24 12 6 6 6 12 12 12

B1.3 6 6 — 6 6 6 6 — 6 12 12 6 6 6 12 12 12

B1.4 6 6 6 — 24 6 12 24 — 24 12 6 6 6 12 12 12

B2 6 6 6 6 12 12 12 12 12 — — 12 6 6 12 12 24

B2L 6 6 6 6 12 12 12 12 12 12 — 12 6 6 12 12 24

B3 6 — 6 6 24 6 12 24 12 24 12 — — — 12 12 12

L1 24 24 24 24 36 24 24 36 24 36 24 24 — 6* 12* 12* 24

L2 24 12 24 24 36 12 12 36 24 36 24 12 — — 12* 12* 24

L3 30 30 30 30 48 30 30 48 30 48 30 30 12* 12* — 6* 24

L4 30 30 30 30 48 30 30 48 30 48 30 30 12* 12* — — 24

L5 24 24 24 24 36 24 24 36 24 36 24 24 12* 12* 12* — —

Page 24 of 36

* Experience may be reduced by 50 % but allowing a licence with limitations in accordance point

66.A.45(h)(ii)(3).

Page 25 of 36

B. Basic knowledge modules or part modules required

The purpose of this table is to outline the examinations required to add a new basic (sub)category to an AML granted in accordance with this Annex.

The syllabi prepared in accordance with Appendix I and Appendix VII require different levels of knowledge for different licence categories within a module; therefore, there

are additional examinations applicable to certain modules for licence holders wishing to extend an AML granted in accordance with this Annex to include another (sub)category,

and an analysis of the module shall be conducted to determine the subjects missing or passed at a lower level.

Page 26 of 36

Table B

To

Fro

m

A1 A2 A3 A4 B1.1 B1.2 B1.E B1.3 B1.4 B2 B2L B3 L1C L1 L2C L2 L3H L3G L4H L4G L5

A1 None 16. 12. 12,

16.

All

exce

pt 9.

All

exce

pt 9.

All

exce

pt 9.

All

exce

pt 9.

All

exce

pt 9.

All

exce

pt 9.

All

exce

pt 9.

All

exce

pt 2,

8, 9.

All

exce

pt

2L.

All

exce

pt

2L.

All

exce

pt

2L.

All

exce

pt

2L.

All

exce

pt

2L.

All

exce

pt

2L.

All

exce

pt

2L.

All

exce

pt

2L.

All

excep

t 9.

A2 11,

15. None

12,

15. 12.

All

exce

pt 9.

All

exce

pt 9.

All

exce

pt 9.

All

exce

pt 9.

All

exce

pt 9.

All

exce

pt 9.

All

exce

pt 9.

All

exce

pt 2,

8, 9.

All

exce

pt

2L.

All

exce

pt

2L.

All

exce

pt

2L.

All

exce

pt

2L.

All

exce

pt

2L.

All

exce

pt

2L.

All

exce

pt

2L.

All

exce

pt

2L.

All

excep

t 9.

A3 11,

17.

11,

16,

17.

None 16.

All

exce

pt 9.

All

exce

pt 9.

All

exce

pt 9.

All

exce

pt 9.

All

exce

pt 9.

All

exce

pt 9.

All

exce

pt 9.

All

exce

pt 2,

8, 9.

All

exce

pt

2L.

All

exce

pt

2L.

All

exce

pt

2L.

All

exce

pt

2L.

All

exce

pt

2L.

All

exce

pt

2L.

All

exce

pt

2L.

All

exce

pt

2L.

All

excep

t 9.

A4

11,

15,

17.

11,

17. 15. None

All

exce

pt 9.

All

exce

pt 9.

All

exce

pt 9.

All

exce

pt 9.

All

exce

pt 9.

All

exce

pt 9.

All

exce

pt 9.

All

exce

pt 2,

8, 9.

All

exce

pt

2L.

All

exce

pt

2L.

All

exce

pt

2L.

All

exce

pt

2L.

All

exce

pt

2L.

All

exce

pt

2L.

All

exce

pt

2L.

All

exce

pt

2L.

All

excep

t 9.

B1.

1 None 16. 12.

12,

16. None 16. 18. 12.

12,

16.

4, 5,

13,

14

4, 5,

13S

Q,

14S

Q

16. 12L. 12L. 8L2,

12L.

8L2,

12L. 9L. 10L.

8L2,

9L,

11L,

12L.

8L2,

10L,

11L,

12L.

8L2,

10L,

11L,

12L.

B1.

2

11,

15. None

12,

15. 12.

11,

15. None 18.

12,

15. 12.

4, 5,

13,

14

4, 5,

13S

Q.

14S

Q

None 12L. 12L. 8L1,

12L.

8L1,

12L. 9L. 10L.

8L1,

9L,

11L,

12L.

8L1,

10L,

11L,

12L.

8L1,

10L,

11L,

12L.

B1.

E

11,

15. 114,

16

12,

15.

12,

16.

11,

15. 114,

16 None

12,

15.

12,

16.

4, 5,

13,

14

4, 5,

13S

Q,

14S

Q

114,

16. 12L. 12L.

8L3,

12L.

8L3,

12L. 9L. 10L.

8L3,

9L,

11L,

12L.

8L3,

10L,

11L,

12L.

8L3,

10L,

11L,

12L.

B1.

3

11,

17.

11,

16,

17.

None 16. 11,

17.

11,

16,

17.

11,

17,

18. None 16.

4, 5,

13,

14

4, 5,

13S

Q,

11,

16,

17.

7L,

12L.

7L,

12L.

7L,

8L2,

12L.

7L,

8L2,

12L.

9L. 10L. 8L2,

9L,

8L2,

10L,

8L2,

10L,

Page 27 of 36

To

Fro

m

A1 A2 A3 A4 B1.1 B1.2 B1.E B1.3 B1.4 B2 B2L B3 L1C L1 L2C L2 L3H L3G L4H L4G L5

14S

Q

11L,

12L.

11L,

12L.

11L,

12L.

B1.

4

11,

15,

17.

11,

17. 15. None

11,

15,

17.

11,

17.

11,

17,

18.

15. None

4, 5,

13,

14

4, 5,

13S

Q,

14S

Q

11,

17.

7L,

12L.

7L,

12L.

7L,

8L1,

12L.

7L,

8L1,

12L.

9L. 10L.

8L1,

9L,

11L,

12L.

8L1,

10L,

11L,

12L.

8L1,

10L,

11L,

12L.

B2

6, 7,

11,

15,

17.

6, 7,

11,

16,

17.

6, 7,

12,

15.

6, 7,

12,

16.

6, 7,

11,

15,

17.

6, 7,

11,

16,

17.

6, 7,

11,

17,

18.

6, 7,

12,

15.

6, 7,

12,

16.

None None

6, 7,

11,

16,

17.

5L,

7L.

4L,

5L,

6L,

7L.

5L,

7L,

8L.

4L,

5L,

6L,

7L,

8L.

9L. 10L.

8L,

9L,

11L.

8L,

10L,

11L.

6, 7,

11 or

127,

‘15,

16 or

18’,

17,

8L8,

10L,

11L

B2

L

6, 7,

11,

15,

17.

6, 7,

11,

16,

17.

6, 7,

12,

15.

6, 7,

12,

16.

6, 7,

11,

15,

17.

6, 7,

11,

16,

17.

6, 7,

11,

17,

18.

6, 7,

12,

15.

6, 7,

12,

16.

13S

Q,

14S

Q.

None

6, 7,

11,

16,

17.

5L,

7L,

12LS

Q.

4L,

5L,

6L,

7L,

12LS

Q.

5L,

7L,

8L,

12LS

Q.

4L,

5L,

6L,

7L,

8L,

12LS

Q.

9L. 10L.

8L, 9L,

11L,

12L

SQ.

8L, 10L,

11L,

12L

SQ.

6, 7,

11 or

127,

‘15,

16 or

18’,

17,

8L8,

10L,

11L,

12LS

Q

B3 11,

15. 11

12,

15. 12.

2, 3,

5, 8,

11,

15.

2, 3,

5, 8,

11.

2, 3,

5, 8,

11,

18.

2, 3,

5, 8,

12,

15.

2, 3,

5, 8,

12.

2, 3,

4, 5,

8,

13,

14.

2, 3,

4, 5,

8,

13S

Q,

None 12L. 12L. 8L1,

12L.

8L1,

12L. 9L. 10L.

8L1,

9L,

11L,

12L.

8L1,

10L,

11L,

12L.

2, 3,

5, 8,

11 or

12,8L 1,

10L,

Page 28 of 36

To

Fro

m

A1 A2 A3 A4 B1.1 B1.2 B1.E B1.3 B1.4 B2 B2L B3 L1C L1 L2C L2 L3H L3G L4H L4G L5

14S

Q.

11L,

12L.

To

Fro

m

A1 A2 A3 A4 B1.1 B1.2 B1.E B1.3 B1.4 B2 B2L B3 L1C L1 L2C L2 L3H L3G L4H L4G L5

L1

C All All All All All All All All All All All All None

4L,

6L. 8L.

4L,

6L,

8L.

9L. 10L.

8L,

9L,

11L.

8L,

10L,

11L.

All

exce

pt

12L.

L1 All All All All All All All All All All All All None None 8L. 8L. 9L. 10L.

8L,

9L,

11L.

8L,

10L,

11L.

All

exce

pt

12L.

L2

C All All All All All All All All All All All All None

4L,

6L. None

4L,

6L. 9L. 10L.

9L,

11L.

10L,

11L.

All

exce

pt 8L

and

12L.

L2 All All All All All All All All All All All All None None None None 9L. 10L. 9L,

11L.

10L,

11L.

All

exce

pt 8L

and

12L.

L3

H All All All All All All All All All All All All

5L,

7L,

12L.

4L,

5L,

6L,

7L,

12L.

5L,

7L,

8L,

12L.

4L,

5L,

6L,

7L,

8L,

12L.

None 10L.

8L,

11L,

12L.

8L,

10L,

11L,

12L.

All.

L3

G All All All All All All All All All All All All

5L,

7L,

12L.

4L,

5L,

6L,

5L,

7L,

8L,

12L.

4L,

5L,

6L,

7L,

9L. None

8L,

9L,

11L,

12L.

8L,

11L,

12L.

All

exce

pt

10L.

Page 29 of 36

7L,

12L.

8L,

12L.

L4

H All All All All All All All All All All All All

5L,

7L.

4L,

5L,

6L,

7L.

5L,

7L.

4L,

5L,

6L,

7L.

None 10L. None 10L.

All

exce

pt

11L

and

12L.

L4

G All All All All All All All All All All All All

5L,

7L.

4L,

5L,

6L,

7L.

5L,

7L.

4L,

5L,

6L,

7L.

9L. None 9L. Non

e

All

exce

pt

10L,

11L

and

12L.

L5

5 5 5 5 5 5 5 5 5 4, 5,

13,

14.

4, 5,

13S

Q,

14S

Q

5

7L6. 7L6. 7L6. 7L6. 9L. None 9L. Non

e

Non

e

Note: ‘All’ means all the modules identified in point ‘2. Modularisation’ of Appendix I or in point ‘1. Modularisation’ of Appendix VII for the target (sub)category (i.e. the (sub)category mentioned in the row

‘To’).

SQ = it depends on system qualification 1 : excluding the subjects related to piston engines and when ‘From: B1.2’ or ‘From: B3’ excluding the subjects related to propeller

2 : excluding the subjects related to turbine engines and when ‘From: B1.1’ excluding the subjects related to propeller

3 : excluding the subjects related to electric engines and propeller

4 : submodule ‘11.10’ only

5 : refer to the cell values of this column and the B1.x row corresponding to the B1 subcategory used for obtaining the L5 as per point ‘1. Modularisation’ of Appendix VII

6 : module 7L not required if corresponding to the B1 subcategory used for obtaining the L5 as per point ‘1. Modularisation’ of Appendix VII was B1.1. or B1.2.

7 : modules 12 and 18 cannot be chosen together.

8 : only some applicable subjects of module 8L are required depending on the module ‘11 or 12’ and ‘15, 16 or 18’ chosen.;’

Page 30 of 36

(12) EASA Form 19, contained in Appendix V, is identified as ‘Issue 6’ and its first page is amended as follows:

‘

APPLICATION FOR INITIAL/AMENDMENT/RENEWAL OF PART-66

AIRCRAFT MAINTENANCE LICENCE (AML)

EASA FORM

19

APPLICANT’S DETAILS:

Name:

…………………………………………………………………………………………………

Address:

…………………………………………………………………………………………………

Tel:……………….........................…Email:…………………………………….

Nationality: ……………………...Date and place of birth: ………………………………….

PART-66 AML DETAILS (if applicable):

Licence No: ……………………… Date of issue: ……………………………………….

EMPLOYER’S DETAILS:

Name:

………………………………………………………………………………………………

Address:

…………………………………………………………………………………………

…………………………………………………………………………………………….

Maintenance Organisation Approval Reference: …………………………………………

Tel: …………………………………………………….. Fax: …………………………

APPLICATION FOR: (Tick relevant boxes)

Initial AML

Amendment of AML

Renewal of AML

(Sub)categories

Aeroplane turbine

Aeroplane piston

Aeroplane electric

Helicopter turbine

Helicopter piston

A

B1

B2

B2L

B3

C

L (see

below)

Avionics See system ratings below

Piston-engine non-pressurised aeroplanes of a MTOM of 2t

and below

Complex motor-powered aircraft

Aircraft other than complex motor-powered aircraft

System ratings for B2L licence:

1. autoflight

2. instruments

3. com/nav

4. surveillance

5. airframe systems

L-licence subcategories:

L1C: Composite sailplanes

L1: Sailplanes

L2C: Composite powered sailplanes and composite ELA1 aeroplanes

L2: Powered sailplanes and ELA1 aeroplanes

L3H: Hot-air balloons

L3G: Gas balloons

L4H: Gas balloons

L4H: Hot-air airships

L4G: ELA2 gas airships

L5: Gas airships other than ELA2

Type endorsements/rating endorsement/limitation removal (if applicable):

……………………………………………………………………………………………………….’;

Page 31 of 36

(13) EASA Form 26, contained in Appendix VI, is amended as follows:

(a) in the first page ‘EASA Form 26 Issue 6’ is replaced by ‘EASA Form 26 Issue 7’

(b) the page containing IX. Part-66 CATEGORIES is replaced by the following:

‘

IX. Part-66 CATEGORIES

VALIDITY A B1 B2 B2L B3 L C

Aeroplanes turbine n/a n/a n/a n/a

Aeroplanes piston n/a n/a n/a n/a

Aeroplanes with electric power plant n/a n/a n/a n/a n/a

Helicopters turbine n/a n/a n/a n/a

Helicopters piston n/a n/a n/a n/a

Avionics n/a n/a n/a n/a n/a

Complex motor-powered aircraft n/a n/a n/a n/a n/a

Aircraft other than complex motor-

powered aircraft

n/a n/a n/a n/a n/a

Sailplanes, powered sailplanes, ELA1

aeroplanes, balloons and airships

n/a n/a n/a n/a n/a

Piston-engine non pressurised aeroplanes

of 2 000 kg MTOM and below

n/a n/a n/a n/a n/a

X. Signature of issuing officer & date:

XI. Seal or stamp of issuing authority:

III. Licence No:’;

ANNEX IV

ANNEX IV (Part-147) is amended as follows:

(14) in the table in Appendix I, a new row is added after the row corresponding to subcategory B1.2, as follows:

‘

B1.E 2 000 50–60

‘;

(15) in Appendix II, EASA Form 11 is identified as ‘Issue 7’ and its second page is replaced by the following:

‘

Page 2 of 2

MAINTENANCE TRAINING AND EXAMINATION ORGANISATION

APPROVAL SCHEDULE

Reference: [MEMBER STATE CODE (*)].147.[XXXX]

Organisation: [COMPANY NAME AND ADDRESS]

CLASS LICENCE

CATEGORY

LIMITATION

Page 32 of 36

BASIC

(**)

B1 (**) TB1.1

(**)

AEROPLANES TURBINE (**)

TB1.2

(**)

AEROPLANES PISTON (**)

TB1.E

(**)

AEROPLANES WITH AN

ELECTRIC POWER PLANT,

WITH 5 700 KG MTOM AND

BELOW (**)

TB1.3

(**)

HELICOPTERS TURBINE (**)

TB1.4

(**)

HELICOPTERS PISTON (**)

B2 (**)/(****) TB2 (**) AVIONICS (**)

B2L (**) TB2L

(**)

AVIONICS (indicate system rating)

(**)

B3 (**) TB3 (**) PISTON-ENGINE NON-

PRESSURISED AEROPLANES 2

000 KG MTOM AND BELOW (**)

A (**) TA.1

(**)

AEROPLANES TURBINE (**)

TA.2

(**)

AEROPLANES PISTON (**)

TA.3

(**)

HELICOPTERS TURBINE (**)

TA.4

(**)

HELICOPTERS PISTON (**)

L (**) (Only

examination)

TL (**) QUOTE THE SPECIFIC LICENCE

SUBCATEGORY (**)

TYPE/TA

SK (**)

C (**) T4 (**) [QUOTE AIRCRAFT TYPE] (***)

B1 (**) T1 (**) [QUOTE AIRCRAFT TYPE] (***)

B2 (**) T2 (**) [QUOTE AIRCRAFT TYPE] (***)

A (**) T3 (**) [QUOTE AIRCRAFT TYPE] (***)

This approval schedule is limited to those trainings and examinations specified in the

‘Scope of work’ Section of the approved maintenance training organisation exposition.

Maintenance training organisation exposition reference:

...............................................................................

Date of original issue:

........................................................................................................................................

Date of last revision approved: ......................... Revision No: …………........................

Signed: ..........................................................................................................................

For the competent authority:[COMPETENT AUTHORITY OF THE MEMBER STATE

(*)]

EASA Form 11 Issue 7

Page 33 of 36

(*) Or EASA if EASA is the competent authority.

(**) Delete for non-EU Member States or EASA’;

(16) in Appendix III, the second paragraph of point 2. is replaced by the following:

‘The certificate shall indicate the airframe/engine (or power plant) combination for which the training was imparted.’;

ANNEX V

ANNEX Vb (Part-ML) is amended as follows:

(1) in point ML.1, point (a) is replaced by the following:

‘(a) In accordance with paragraph 2 of Article 3, this Annex (Part-ML) applies to the following other than complex motor-powered aircraft

not listed in the air operator certificate of an air carrier licensed in accordance with Regulation (EC) No 1008/2008:

(1) aeroplanes of 2 730 kg maximum take-off mass (MTOM) or less;

(2) helicopters of 1 200 kg MTOM or less, certified for a maximum of up to four occupants;

(3) other ELA2 aircraft;

(4) non-conventional aircraft with a MTOM of:

(i) 1 200 kg or less if they can maintain zero horizontal speed in flight, or

(ii) 2 730 kg or less for other than those in point (i).’;

(2) in point ML.A.302(d)(2), point (f) is replaced by the following:

‘(f) in the case of aeroplanes, as applicable to the aircraft power plant:

(i) operational tests for power and revolutions per minute (rpm), magnetos, fuel and oil pressure, engine temperatures;

(ii) for engines equipped with automated engine control, the published run-up procedure;

(iii) for dry-sump engines, engines with turbochargers and liquid-cooled engines, an operational test for signs of disturbed fluid

circulation;

(iv) in respect of a power plant other than piston engine, the maintenance tasks as defined in the ICA issued by the DAH of the

aeroplane;’;

(3) in point ML.A.302, the last paragraph of point (d) is replaced by the following:

‘As long as this Annex does not specify an MIP for aircraft other than aeroplanes, sailplanes and balloons, their AMP shall be based on the

ICA issued by the DAH, as referred to in point (c)(2)(b).’

(4) in Appendix III, the following points (c1) and (c2) are inserted after point (c) as follows:

‘(c1) the performance of maintenance on the power plant that would require disassembly of engine(s), main batteries or fuel cell(s), other

than removing them from the aircraft and reinstalling them back (including removal/installation of engine bearings);

(c2) the performance of maintenance on high-pressure reservoirs and components belonging to high-pressure lines/systems related to the

power plant;’.

ANNEX VI

ANNEX Vd (Part-CAO) is amended as follows:

(1) in point CAO.A.020(a), points (1), (2) and (3) are replaced by the following:

‘(1) For aeroplanes of more than 2 730 kg maximum take-off mass (MTOM) and for helicopters of more than 1 200 kg MTOM or certified

for more than four occupants and for other aircraft which are not ELA2, the scope of work shall indicate the particular aircraft types.

Changes to this scope of work shall be approved by the competent authority in accordance with point (a) of point CAO.A.105 and

point (a) of point CAO.B.065.

(2) For engines other than piston or electric, the scope of work shall indicate the engine manufacturer or group or series or type or the

maintenance task(s). Changes to this scope of work shall be approved by the competent authority in accordance with point (a) of point

CAO.A.105 and point (a) of point CAO.B.065.

(3) A CAO which employs only one person for both planning and carrying out of all maintenance tasks cannot hold privileges for the

maintenance of:

(a) aeroplanes, helicopters and other aircraft which are not ELA2, if their power plant is other than electric or piston engine(s) (in

the case of aircraft-rated organisations);

(b) helicopters equipped with more than one piston engine (in the case of aircraft-rated organisations);

(c) complete engines other than piston engines with output power below 450 HP or electric engines (in the case of engine-rated

organisations).’;

(2) in point CAO.A.020(a), points (xxi) and (xxii) of point (4) are replaced by the following and the new point (xxiii) is added:

‘(xxi) C21: water ballast;

(xxii) C22: propulsion augmentation; and

Page 34 of 36

(xxiii) C23: other.’;

(3) in point CAO.A.105, point (a) is replaced by the following:

‘(a) In order to enable the competent authority to determine continued compliance with this Annex, the CAO shall notify the competent

authority of any proposal to carry out any of the following changes, before such changes take place:

(1) changes affecting the information contained in the approval certificate laid down in Appendix I and the terms of approval of this

Annex;

(2) changes of the persons referred to in points CAO.A.035(a) and (b);

(3) changes in the aircraft types covered by the scope of work referred to in point (a)(1) of point CAO.A.020 in the case of aeroplanes

of more than 2 730 kg maximum take-off mass (MTOM), helicopters of more than 1 200 kg MTOM or certified for more than

four occupants and for any other aircraft which is not an ELA2;

(4) changes in the scope of work referred to in point (a)(2) of CAO.A.020 in the case of engines other than piston or electric;

(5) changes in the control procedure set out in point (b) of this point.’;

(4) in Appendix I, point (c) is replaced by the following:

‘(c) An engine rating (turbine, piston, electric or other) means that the CAO may carry out maintenance on the uninstalled engine and

engine components, in accordance with engine maintenance data or, if agreed by the competent authority, in accordance with

component maintenance data, only whilst such components are fitted to the engine. Nevertheless, such engine-rated CAO may

temporarily remove a component for maintenance in order to improve access to that component except when such removal creates the

need for additional maintenance not eligible for the requirements of point (c). An engine-rated CAO may also carry out maintenance

on an installed engine during base and line maintenance subject to a control procedure in the CAE to be approved by the competent

authority.’;

(5) in Appendix I, EASA Form 3-CAO is identified as ‘Issue 2’ and its second page is replaced by the following:

‘

Page 2 of 2

COMBINED AIRWORTHINESS ORGANISATION TERMS OF APPROVAL

Reference: [MEMBER STATE CODE (*)].CAO.XXXX

Organisation: [COMPANY NAME AND ADDRESS]

CLASS RATING PRIVILEGES(***)

AIRCRAFT

(**)

Aeroplanes — other than

complex motor-powered

aircraft (**)

□ Maintenance

□ Continuing airworthiness

management

□ Airworthiness review

□ Permit to fly

Aeroplanes up to 2 730 kg

maximum take-off mass

(MTOM) (**)

□ Maintenance

□ Continuing airworthiness

management

□ Airworthiness review

□ Permit to fly

Helicopters — other than

complex motor-powered

aircraft (**)

□ Maintenance

□ Continuing airworthiness

management

□ Airworthiness review

□ Permit to fly

Helicopters up to 1 200 kg

MTOM, certified for a

maximum of up to four

occupants (**)

□ Maintenance

□ Continuing airworthiness

management

□ Airworthiness review

□ Permit to fly

Airships (**) □ Maintenance

□ Continuing airworthiness

management

Page 35 of 36

□ Airworthiness review

□ Permit to fly

Balloons (**) □ Maintenance

□ Continuing airworthiness

management

□ Airworthiness review

□ Permit to fly

Sailplanes (**) □ Maintenance

□ Continuing airworthiness

management

□ Airworthiness review

□ Permit to fly

Other aircraft (**) □ Maintenance

□ Continuing airworthiness

management

□ Airworthiness review

□ Permit to fly

COMPONENTS

(**)

Complete turbine engines (**) □ Maintenance

Complete piston engines (**)

Electric engines (**)

Other engines/power plants

(**)

Components other than

complete engines (**)

SPECIALISED

SERVICES (**)

Non-destructive testing (NDT)

(**)

□ NDT

Page 36 of 36

LIMITATIONS

(to be included only for organisations rated for certain aircraft (see CAO.A.20(a)(3))

or complete engines, if they only have one person planning and carrying out all

maintenance tasks)

The following maintenance is excluded from the scope of work (***):

— maintenance on aeroplanes, helicopters and other aircraft which also are not ELA2, if their

power plant is other than electric or piston engine(s);

— maintenance on helicopters equipped with more than one piston engine; and

— maintenance on complete engines other than piston engines with output power below

450 HP or electric engines.

List of organisation(s) working under a quality system (***)

These terms of approval are limited to the products, parts and appliances, and to the activities specified

in the ‘Scope of work’ Section of the approved combined airworthiness exposition.

Combined airworthiness exposition reference: ................................................................................

Date of original issue of the exposition: .................................................................................

Date of last revision approved: .......................

Revision No: ……………………………

Signed:

...............................................................................................................................................................

For the competent authority: [COMPETENT AUTHORITY OF THE MEMBER STATE (*)]

(*) or EASA if EASA is the competent authority

(**) delete as appropriate if the organisation is not approved.

(***) complete as appropriate

EASA Form 3-CAO, Issue 2

Page 1 of 55

New air mobility

Subtask 2 — Gyroplanes Flight crew licensing for private pilot licences and

non-commercial operations conducted in visual flight rules by day and by night

RMT.0731

Important note: This file is published for information purposes only. No quality control has been performed yet. The draft AMC and GM contained in this file already

contain some updates resulting from the consultation of NPA 2021-12. However, not all inputs from the NPA consultation are yet fully reflected.

1. Proposed amendments to AMC/GM

1.1. Draft Flight Crew Licensing Regulation

ANNEX I (PART-FCL)

GM1 FCL.010 The following abbreviation is inserted in the alphabetical order: GPL Gyroplane Pilot Licence

AMC1 FCL.015 Application and issue of licences, ratings and certificates. APPLICATION AND REPORT FORMS Common application and report forms can be found: (a) For skill tests, proficiency checks for issue, revalidation or renewal of LAPL, GPL, PPL, CPL and IR in AMC1 to Appendix 7.

AMC1 FCL.050 Recording of flight time

[…]

(g) Flight time is recorded:

(1) for aeroplanes, touring motor gliders, gyroplanes, and powered-lift aircraft, from the

moment an aircraft first moves to takeing off until the moment it finally comes to rest at

the end of the flight;

[…]

Page 2 of 55

GM1 FCL.060(b)(1) Recent experience

AEROPLANES, HELICOPTERS, POWERED-LIFT, AIRSHIPS AND GYROPLANES1

[…]

AMC3 FCL.210.GPL Training course

FLIGHT INSTRUCTION FOR THE GPL

(a) Entry to training

Before being accepted for training an applicant should be informed that the appropriate medical certificate must be obtained before solo flying is permitted.

(b) Flight instruction

(1) The GPL flight instruction syllabus takes into account the principles of threat and error management and also covers:

(i) pre-flight operations, including mass and balance determination, aircraft inspection and servicing;

(ii) ground manoeuvring, rotor handling;

(iii) aerodrome and traffic pattern operations, collision avoidance precautions and procedures;

(iv) control of the gyroplane by external visual reference;

(v) flight at altitude, at slow airspeed, maintaining altitude;

(vi) flight on idle power, at very slow airspeed, maintaining rudder authority;

(vii) normal and crosswind take-offs and landings;

(viii) maximum performance (short field and obstacle clearance) take-offs, short- field landings;

(ix) cross-country flying using visual reference, dead reckoning and electronic navigation aids;

(x) emergency operations, including simulated gyroplane equipment malfunctions;

(xi) operations to, from and transiting controlled aerodromes, compliance with air traffic services procedures, communication procedures and phraseology.

(2) Before allowing the applicant for a GPL to undertake his/her first solo flight, the FI should ensure that the applicant can use R/T communication and can operate the required systems and equipment.

(c) Syllabus of flight instruction

(1) The numbering of exercises should be used primarily as an exercise reference list and as a broad instructional sequencing guide; therefore the demonstrations and practices

1 GM1 FCL.060(b)(1) is presented as currently in force. In parallel, the deletion of the term ‘AND SAILPLANES’ has already been proposed with EASA NPA 2020-14 ‘Simpler, lighter and better Part-FCL requirements for general aviation’ of 14 December 2020. The progression of these two NPAs will be coordinated in order to ensure a final correct version of this GM.

Page 3 of 55

need not necessarily be given in the order listed. The actual order and content will depend upon the following interrelated factors:

(i) the applicant’s progress and ability;

(ii) the weather conditions affecting the flight;

(iii) the flight time available;

(iv) instructional technique considerations;

(v) the local operating environment;

(vi) applicability of the exercises to the gyroplane.

(2) Each of the exercises involves the need for the applicant to be aware of the needs of good airmanship and look-out, which should be emphasised at all times.

(3) Syllabus and list of exercises

Exercise 1: Introduction to the gyroplane

(a) safety considerations around an airfield;

(b) introduction to the gyroplane;

(c) essential pre-flight preparation;

(d) safety brief in emergency drills;

(e) essential in-flight airmanship;

(f) introduction to rotary wing flight in a gyroplane.

Exercise 2: Basic Skills 1 — Lookout, Speed, Direction

(a) primary controls, instruments, cockpit layout;

(b) lookout procedure;

(c) use of the stick — speed and direction.

Exercise 3: Basic Skills 2 — Trim, Height, Balance

(a) trim (pitch and roll, as applicable), avoiding pilot-induced oscillation (PIO);

(b) use of throttle — height;

(c) use of pedals — balance

Exercise 4: Start-up, Taxi, Shutdown

(a) pre-flight planning — pilot/passenger, aircraft including documentation, maps and weather, flight content, human factors — risk mitigation;

(b) handling the gyroplane prior to start including external and internal check, harness, seat or rudder panel adjustments;

(c) pre-start and start-up procedure;

(d) taxiing (rotor stationary);

(e) turning in confined spaces;

(f) power and pre-runway checks;

(g) post-landing checks and procedures;

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(h) parking, shutdown and security and picketing (for example tie down);

(I) completion of authorisation sheet and serviceability documents.

Exercise 5: Understanding Power Changes

(a) cruise datum power;

(b) the secondary effect of power changes on balance;

(c) the secondary effect of power changes on roll;

(d) the secondary effect of power changes on pitch;

(e) transition to the climb, descents and level-out at constant speed and balance throughout.

Exercise 6: Coordinated Medium-Level Turns

(a) medium-level turns;

(b) power requirements during a turn;

(c) maintaining balance during turns in different directions;

(d) turning onto headings using the compass.

Exercise 7: Correcting for Wind

(a) wind terminology;

(b) the technique for flying in a straight line with a strong crosswind;

(c) determining the wind position during flight.

Exercise 8: Accurate Height and Speed

(a) the technique for fine-tuning height.

Exercise 9: Performance Climbing and Descending

(a) effect of power on the rate of climb and descent;

(b) effect of airspeed on the rate of climb and descent;

(c) full-power climbs, idle-power descents.

Exercise 10: Climbing and Descending Turns

(a) effect of the angle of bank on the rate of climb and on descent;

(b) maintaining balance during full-power climbing turns, and the differences between right and left turns;

(c) maintaining balance during idle-power descending turns, and the differences between right and left turns.

Exercise 11: Significant Speed Changes, Fast Flight

(a) rapid acceleration and rapid deceleration to given speeds;

(b) fast flight.

Exercise 12: Flying the Circuit Pattern

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(a) terminology in the circuit pattern;

(b) pre-landing checks;

(c) flying an accurate circuit pattern;

(d) maintaining appropriate spacing for other traffic in the circuit;

(e) go-around.

Exercise 13: Active Rotor Management

(a) active rotor management, taxi with rotor turning;

(b) building rotor speed during the early take-off phase;

(c) smooth transition to the wheel balance attitude, prior to take-off;

(d) stopping the gyroplane.

Exercise 14: Take-off — Wind on the Runway Heading

(a) lifting the gyroplane off the surface;

(b) building airspeed, transitioning to climb airspeed;

(c) understanding the height/velocity avoidance curve;

(d) rejecting take-offs, landing ahead;

(e) trimming during take-off;

(f) climbing through 300 ft — checks.

Exercise 15: Take-off — Different Conditions

(a) crosswinds from the left and the right;

(b) strong winds;

(c) nil wind;

(d) considerations for take-off performance;

(e) determining an appropriate take-off abortion point;

(f) rough ground take-offs;

(g) smooth surface take-offs;

(h) immediate-departure take-offs, pre-rotating at the holding point.

Exercise 16: Landing — Wind on the Runway Heading

(a) flying an accurate approach;

(b) descending through 300 ft — checks;

(c) extending a landing to touch down close to the exit point;

(d) recovering from a balloon when landing.

Exercise 17: Landing — Different Conditions

(a) crosswinds — left and right;

Page 6 of 55

(b) considerations when flying a crosswind approach using the ‘split angle’ technique;

(c) landing in strong winds — considerations;

(d) landing in nil wind — considerations;

(e) rough/soft ground.

Exercise 18: Precision Landings

(a) the hazards related to precision landings;

(b) the safe precision touchdown technique;

(c) short field landings.

Exercise 19: Precision Landings — Idle Power

(a) the importance of maintaining airspeed;

(b) the technique for making a precision landing when power is not available.

Exercise 20: Departing and Arriving at Airfields

(a) departing from the airfield;

(b) arriving at the airfield.

Exercise 21: Slow Flight at Constant Altitude (Helicopter Mode)

(a) HASEL checks (Height, Area, Security, Engine, Lookout) before unusual manoeuvres;

(b) flying on the back side of the power curve;

(c) avoiding flying behind the power curve.

Exercise 22: Flight at Minimum Airspeed on Idle Power (Parachute Mode)

(a) importance of maintaining rudder authority to avoid loss of control;

(b) establishing slow flight on idle power;

(c) recovering speed when power is available;

(d) recovering speed to a glide descent when power is not available;

(e) recovery from an incipient slow rotation when loss of rudder authority.

Exercise 23: Ground Reference Turns

(a) high bank angle turns;

(b) turning in relation to a ground reference (with significant wind);

(c) turns around a fixed point;

(d) S-turns with constant radius along a line feature.

Exercise 24: Unusual Attitudes

(a) the hazards of distraction and fixation;

(b) recognising unusual attitudes;

Page 7 of 55

(c) recovering from unusual attitudes:

(i) excessive pitch up;

(ii) excessive pitch up and roll (left and right);

(iii) excessive pitch down, close to never-exceed speed (VNE);

(iv) excessive pitch down and roll (left and right), spiral descent.

Exercise 25: Low Flying

(a) legal issues relating to low flying;

(i) Minimum height;

(ii) Land clear;

(iii) Noise and nuisance considerations;

(b) hazards associated with flying low;

(i) The influence of the wind on low flying (Speed perception, Low level turbulence);

(ii) Terrain, Wires, Masts and Cables;

(iii) The effect on radio communication;

(iv) The difficulties of map reading;

(c) Reduced visibility flying;

(i) Vertical situation awareness;

(ii) Bad weather/low level circuit joining, circuit flying and landing;

(d) The consequences of an engine failure when flying low downwind (discussion).

Exercise 26: Consolidation, En-Route Airmanship

Note: This exercise is a continuation of Exercise 4, and the combination of these exercises is taught and consolidated in parallel with all the previous exercises.

(a) advanced pre-flight preparation and post-flight responsibilities;

(b) en-route airmanship.

Exercise 27: In-flight Emergencies

(a) possible emergency scenarios;

(i) Pilot / Passenger;

(ii) Aircraft;

(iii) Weather related;

(iv) Flight related;

(b) standard emergency procedures;

(i) Trim failure / Trim runaway;

(ii) Throttle / Stick / Pedals control failure;

(iii) System failure;

Page 8 of 55

(iv) Electrical fire / Fuel fire;

(v) Emergency evacuation;

(c) mitigating a catastrophic failure;

(d) Emergency radio calls.

Exercise 28: Precautionary Landing

(a) selecting appropriate fields;

(b) technique for surveying suitable fields prior to landing.

Exercise 29: Forced Landing

(a) restart procedure;

(b) distress/urgency radio calls;

(c) technique for positioning prior to the approach above 300 ft AGL;

(d) technique for positioning in the final stages of the approach below 300 ft AGL.

Exercise 30: Forced Landing Around the Airfield

(a) being prepared should the engine stop when flying in the circuit pattern;

(b) preparation prior to take-off.

Exercise 31: Pre-Solo Check Flight

(a) difference in flying characteristics;

(b) checking all the prerequisites have been completed.

Exercise 32: First Solo

(a) first solo flight;

(b) instructor’s briefing, observation of flight and de-briefing.

Exercise 33: Solo Consolidation

(a) flying only according to the instructor’s briefing;

(b) decision to fly — decision making.

Exercise 34: En-route Navigation

(a) navigation pre-flight planning;

(b) navigation technique — dead reckoning;

(c) navigation technique – GNSS if applicable;

(d) simulated inadvertent entry into IMC conditions.

Exercise 35: Landing Out

(a) destination pre-flight planning.

Exercise 36: Solo Navigation

(a) practise navigation flights.

Page 9 of 55

Exercise 37: Qualifying Cross-Country

(a) planning and flying the cross-country flights.

Exercise 38: Preparing for the Skills Test

(a) flying all the exercises and assessing competence before taking the skills test.

AMC4 FCL.210; FCL.215 Training course and theoretical knowledge examination

SYLLABUS OF THEORETICAL KNOWLEDGE FOR THE GPL

The following tables contain the syllabi for the courses of theoretical knowledge, as well as for the theoretical knowledge examinations for the GPL. The training and examination should cover aspects related to non-technical skills in an integrated manner, taking into account the particular risks associated to the licence and the activity.

The DTO or the ATO responsible for the training should check if all the appropriate elements of the training course of theoretical knowledge instruction have been completed to a satisfactory standard before recommending the applicant for the examination.

The table below indicates where the subjects and examinations are identical to PPL(A) or PPL(H). Entries marked with a X indicate the exam as specified in AMC1 FCL.210; FCL 215 should be used.

PPL(A) PPL(H)

1. AIR LAW AND ATC PROCEDURES X X

2. HUMAN PERFORMANCE X X

3. METEOROLOGY X X

4. COMMUNICATIONS X X

5. PRINCIPLES OF FLIGHT See below See below

6. OPERATIONAL PROCEDURES See below See below

7. FLIGHT PERFORMANCE AND PLANNING See below See below

8. AIRCRAFT GENERAL KNOWLEDGE See below See below

9. NAVIGATION X X

5. PRINCIPLES OF FLIGHT — GYROPLANES GPL

5.1 Forces acting on a gyroplane

Weight, lift, thrust, drag X

Centre of gravity X

Mass, gravitational force, weight X

Blade loading, disc loading X

5.2 Aerofoils / Rotor blades

Aerofoil lift, Bernoulii principle, boundary layer, streamline flow X

Turbulent flow, separation point, aerofoil stall X

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Dynamic pressure X

The density of the air X

Relative airflow, chord line X

Angle of attack, total reaction, lift, drag X

Aerofoil shapes X

Centre of pressure X

Coefficient of lift versus angle of attack X

5.3 Drag

Fuselage drag — air resistance X

Induced drag X

Parasite drag, profile drag, form, skin friction, interference X

Span, chord, aspect ratio X

Total drag (graph) X

Lift–drag ratio X

5.4 Propellers

Airflow and the helix X

Fixed pitch propellers X

Variable pitch propellers X

Slipstream effect on the tail section X

Offset rudder considerations X

5.5

Engine torque

Rolling effect with power X

Stability in the air

Positive dynamic stability, neutral dynamic stability, dynamic stability X

Thrust line

5.6 Stability on the ground

Undercarrriage design X

High centre of gravity X

Forces in a turn X

5.7 Graph of power required

Power available X

Power required X

Maximum endurance speed X

Maximum range speed X

5.8 Hight / velocity conciderations — Gyrolanes

Hight / velocity dyagram X

5.9 Rotor dynamics

Components of a rotor X

Autorotation forces X

Driven, driving and stalled regions of a blade/disc X

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Coning angle X

Blade pattern X

Blade tracking X

Blade balancing X

Underslung rotors X

Dissymmetry of lift X

Teetering to equality X

Conservation of angular momentum and the effect on rotor rpm X

6. OPERATIONAL PROCEDURES GPL

General

Operation of aircraft: ICAO Annex 6, General requirements

Definitions x

Applicability x

Special operational procedures and hazards (general aspects) x

Noise abatement

Noise abatement procedures x

Influence of the flight procedure (departure, cruise and approach) x

Runway incursion awareness (meaning of surface markings and signals) x

Fire or smoke

Carburettor fire x

Engine fire x

Fire in the cabin and cockpit, (choice of extinguishing agents according to fire classification and use of the extinguishers)

x

Smoke in the cockpit and (effects and action to be taken) and smoke in the cockpit and cabin (effects and actions taken)

x

Windshear and microburst

Effects and recognition during departure and approach x

Actions to avoid and actions taken during encounter x

Wake turbulence

Cause x

List of relevant parameters x

Actions taken when crossing traffic, during take-off and landing x

Emergency and precautionary landings

Definition x

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Cause x

Passenger information x

Evacuation x

Action after landing x

7. FLIGHT PERFORMANCE AND PLANNING GPL

7.1 MASS AND BALANCE: GYROPLANES

Purpose of mass and balance considerations

Mass limitations

Importance in regard to structural limitations x

Importance in regard to performance limitations x

CG limitations

Importance in regard to stability and controllability x

Importance in regard to performance x

Loading

Terminology

Mass terms x

Load terms (including fuel terms) x

Mass limits

Structural limitations x

Performance limitations x

Baggage compartment limitations x

Mass calculations

Maximum masses for take-off and landing x

Use of standard masses for passengers, baggage and crew x

Fundamentals of CG calculations

Definition of centre of gravity x

Conditions of equilibrium (balance of forces and balance of moments) x

Basic calculations of CG x

Mass and balance details of aircraft

Contents of mass and balance documentation

Datum and moment arm x

CG position as distance from datum x

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Extraction of basic mass and balance data from aircraft documentation

BEM x

CG position or moment at BEM x

Deviations from standard configuration x

Determination of CG position

Methods

Arithmetic method x

Graphic method x

Load and trim sheet

General considerations x

Load sheet and CG envelope for light aeroplanes and for helicopters x

7.2 FLIGHT PLANNING AND FLIGHT MONITORING

Flight planning for VFR flights

VFR navigation plan

Routes, airfields, heights and altitudes from VFR charts x

Courses and distances from VFR charts x

Aerodrome charts and aerodrome directory x

Communications and radio navigation planning data x

Completion of navigation plan x

Fuel planning

General knowledge x

Pre-flight calculation of fuel required

Calculation of extra fuel x

Completion of the fuel section of the navigation plan (fuel log) and calculation of total fuel

x

Pre-flight preparation

AIP and NOTAM briefing

Ground facilities and services x

Departure, destination and alternate aerodromes x

Airway routings and airspace structure x

Meteorological briefing

Extraction and analysis of relevant data from meteorological documents x

ICAO flight plan (ATS flight plan)

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Individual flight plan

Format of flight plan x

Completion of the flight plan x

Submission of the flight plan x

Flight monitoring and in-flight replanning

Flight monitoring

Monitoring of track and time x

In-flight fuel management x

In-flight re-planning in case of deviation from planned data x

7.3 PERFORMANCE: GYROPLANES

Introduction

Stages of flight x

Effect of gyroplane mass, wind, altitude, runway slope and runway conditions x

Gradients x

SP gyroplanes

Definitions of terms and speeds x

Take-off and landing performance

Use of gyroplane flight manual data x

Climb and cruise performance

Use of aeroplane flight data x

Effect of density altitude and gyroplane mass x

Endurance and the effects of the different recommended power or thrust settings

x

Still air range with various power or thrust settings x

8. AIRCRAFT GENERAL KNOWLEDGE — GYROPLANES GPL

8.1 ENVELOPE, AIRFRAME AND SYSTEMS, ELECTRICS, POWERPLANT AND EMERGENCY EQUIPMENT

Main components of a gyroplane X

Fuselage, doors, floor, windscreen, windows X

Keel, mast X

Rotorhead components and functionality X

Tail components and functionality X

Trim mechanisms X

Prerotation mechanisms X

Undercarriage, wheels, brakes and tyres X

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AMC4 FCL.235 Skill test

Piston engines X

Principle of a 2-stroke engine X

Principle of a 4-stroke engine X

Fuel X

Carburettor X

Carburettor icing X

Fuel injection X

Air cooling X

Water cooling X

Lubrication systems X

Ignition circuits X

Electrics X

Battery X

Alternator X

Generator X

AC/DC X

Circuit breakers X

Propellers X

Hydraulics X

Pneumatics X

8.2 INSTRUMENTATION

Static pressure X

Dynamic pressure X

Altimeter X

Vertical speed indicator X

Airspeed indicator X

Magnetic compass X

Temperature senders X

Rotor rpm mechanism X

Exhaust gas sensors X

GPS X

CONTENTS OF THE SKILL TEST FOR THE ISSUE OF A GPL

(a) The route to be flown for the navigation test should be chosen by the FE. The route may end at the aerodrome of departure or at another aerodrome. The applicant should be responsible for the flight planning and should ensure that all equipment and documentation for the execution of the flight are on board. The navigation section of the test should have a duration that allows the pilot to demonstrate his/her

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ability to complete a route with at least three identified waypoints and may, as agreed between the applicant and FE, be flown as a separate test.

(b) An applicant should indicate to the FE the checks and duties carried out, including the identification of radio facilities. Checks should be completed in accordance with the authorised checklist for the gyroplane on which the test is being taken. During pre- flight preparation for the test the applicant should be required to determine power settings and speeds. Performance data for take-off, approach and landing should be calculated by the applicant in compliance with the operations manual or flight manual for the gyroplane used.

FLIGHT TEST TOLERANCE

(c) The applicant should demonstrate the ability to:

(1) operate the gyroplane within its limitations;

(2) complete all manoeuvres with smoothness and accuracy;

(3) exercise good judgment and airmanship;

(4) apply aeronautical knowledge;

(5) maintain control of the gyroplane at all times in such a manner that the successful outcome of a procedure or manoeuvre is never seriously in doubt.

(d) The following limits are for general guidance. The FE should make allowance for turbulent conditions and the handling qualities and performance of the gyroplane used:

(1) height: ± 150 ft

(2) heading or tracking of radio aids: ± 10°

(3) speed:

(i) take-off and approach: +15 / –5 kt

(ii) all other flight regimes: ± 15 kt

CONTENT OF THE SKILL TEST

(e) The skill test contents and sections set out in this AMC should be used for the skill test for the issue of a GPL. In all sections, all of the following should be included:

(1) RT, as appropriate for the airfield and classification of airspace;

(2) critical assessment of active rotor handling, whenever the blades are turning at less than flying speed;

(3) use of checklists, airmanship, control of gyroplane by external reference and anti-de-icing procedures etc.

(f) Content and sections of the skill test for the issue of a GPL

SECTION 1 — PRE-FLIGHT OPERATIONS

a Pre-flight preparation: Pilot(s) and passenger(s) Documentation; fitness to fly

b Pre-flight preparation: Gyroplane

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AMC1 FCL.210.G(c) GPL - Training course CREDITING: PRE-ENTRY FLIGHT ASSESMENT

Documentation; pre-flight inspection; servicing

c Pre-flight preparation: Weather Forecast; interpretation of actual weather; personal limits

d Pre-flight preparation: Flight planning NOTAM; route plan; destination plan; fuel; mass and balance; performance

e External factors and pressure to fly

SECTION 2 — TAKE-OFF AND LANDING

a Pre- and after take-off procedures

b Aerodrome departure procedures

c Aerodrome arrival procedures

d Start-up and taxi

e Take-off and landing; touch and go; and full stop

f Rejected take-off

g Go-around from baulked approach

h Precision landing 0 + 100 m (simulated 1-m fence at each side)

i Glide approach, precision landing 0 + 200 m (simulated 1-m fence at each side)

SECTION 3 — GENERAL HANDLING

a Straight and level flight

b Turning to heading

c 360-degree turns

d Climb and descent to given heights and headings

e Fast flight (90 % VNE)

f Slow flight, level altitude

g Stationary flight (if possible)

h Idle-power slow-speed descent, recover with power

I Idle-power slow-speed descent, recover without power to glide descent

J 360-degree turns around a ground reference

SECTION 4 — EN-ROUTE PROCEDURES

a Flight plan, dead reckoning and map reading

b Maintenance of altitude, heading and speed

c Orientation, airspace structure, timing and revision of ETAs, log keeping

d Diversion to alternate aerodrome (planning and implementation)

e Flight management (checks, fuel systems, carburettor icing, etc.)

SECTION 5 — EMERGENCY LANDING

Standard emergency procedures

b Precautionary landings

c Simulated engine failure

d Unusual attitude recovery

SECTION 6 — RETURN AND POST-FLIGHT

a Airfield rejoin procedure

b Shutdown

c Post-flight actions

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The pre-entry flight assessment referred to in FCL.210.G(c) should cover the total content of the syllabus of flight instruction for the issuance of the GPL, in accordance with AMC3 FCL.210.

AMC1 FCL.215.G Recency requirements

(a) Before the training flight takes place, the instructor should hold a briefing with the candidate. That briefing should include a discussion on all of the following:

1. TEM with special emphasis on decision-making when encountering adverse meteorological conditions or unintentional IMC;

2. navigation flight capabilities; 3. exercises as specified in point (b), as applicable.

(b) The training flight items should be based on the exercise items of the proficiency check, as deemed relevant by the instructor, and depending on the experience of the candidate. In any case, the training flight items should include exercises related to practice forced landing.

AMC1 FCL.215.G(a)(2) Recency requirements

The proficiency check should follow the content of the skill test that is set out in AMC4 FCL.235, point (f).

GM1 FCL.235.G Extension of privileges to another class or variant of gyroplane

DIFFERENCES AND FAMILIARISATION TRAINING (a) Differences training requires the acquisition of additional knowledge and training on an appropriate training device or the aircraft. (b) Familiarisation training requires the acquisition of additional knowledge.

AMC1 FCL.810(c) Night rating

[…]

GYROPLANE NIGHT RATING COURSE

(a) The aim of the course is to qualify GPL holders to exercise the privileges of the licence at night.

(b) The DTO or the ATO should issue a certificate of satisfactory completion of the instruction towards licence endorsement.

(c) Theoretical knowledge

The theoretical knowledge syllabus should cover the revision or explanation of the following:

(1) night VMC minima;

(2) rules about airspace control at night and facilities available;

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(3) rules about aerodrome ground, runway, landing site and obstruction lighting;

(4) aircraft navigation lights and collision avoidance rules;

(5) physiological aspects of night vision and orientation;

(6) dangers of disorientation at night;

(7) dangers of weather deterioration at night;

(8) instrument systems or functions and errors;

(9) instrument lighting and emergency cockpit lighting systems;

(10) map marking for use under cockpit lighting;

(11) practical navigation principles;

(12) electronic navigation aid principles;

(13) planning and use of safety altitude;

(14) danger from icing conditions, avoidance and escape manoeuvres.

(d) Flying training

(1) The exercises of the night rating flight syllabus should be repeated as necessary until the student achieves a safe and competent standard:

(2) The flying exercises should comprise the following:

(i) exercise 1: (A) revise basic manoeuvres when flying by sole reference to instruments*; (B) explain and demonstrate transition from visual flight to instrument flight*; and (C) explain and revise recovery from unusual attitudes by sole reference to instruments*; (ii) exercise 2: explain and demonstrate the use of radio navigation aids when flying by sole reference to instruments, to include position finding and tracking, when applicable*; (iii) exercise 3: explain and demonstrate the use of radar assistance, when applicable*; (iv) exercise 4: (A) explain and demonstrate night take-off techniques; (B) explain and demonstrate night circuit techniques; (C) explain and demonstrate night approaches with or without visual approach aids; and (D) practise take-offs, circuits, as well as approaches and landings; (v) exercise 5: explain and demonstrate night emergency procedures including: (A) simulated engine failure (to be terminated with recovery at a safe altitude); (B) simulated engine failure at various phases of flight; (C) simulated inadvertent entry to IMC (not on base leg or final approach); (D) internal and external lighting failure; and (E) other malfunctions and emergency procedures, as required by the AFM; (vi) exercise 6: solo night circuits; and (vii) exercise 7: (A) explain and demonstrate night cross-country techniques; and

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(B) practise night cross-country dual flight and optionally supervised solo to a satisfactory standard. Items marked (*) should be completed in simulated IMC and may be completed in daylight.

GM1 FCL.900 Instructor certificates

(a) Nine instructor categories are recognised:

(1) FI certificate: aeroplane (FI(A)), helicopter (FI(H)), airship (FI(As)), sailplane (FI(S)),

gyroplane (FI(G)) and balloon (FI(B));

[…]

GM1 FCL.900(c)(1) Instructor certificates

INSTRUCTION OUTSIDE THE TERRITORY OF THE MEMBER STATES

The competent authority may issue an unrestricted flight instructor (FI) certificate (FI(A) for

aeroplanes, or FI(H) for helicopters, or FI(G) for gyroplanes) to an applicant that has at least 100 hours

of experience in flight instruction and 25 hours of experience in solo-flight supervision.

AMC5 FCL.935 Assessment of competence

REPORT FORMS FOR THE INSTRUCTOR CERTIFICATES

(a) Assessment of competence form for the FI, IRI and CRI certificates:

APPLICATION AND REPORT FORM FOR THE INSTRUCTOR ASSESSMENT OF COMPETENCE

1 Applicant’s personal particulars:

Applicant’s last name(s):

First name(s):

Date of birth: Tel. (home): Tel. (work):

Address: Country:

2 Licence details

Licence type: Number:

Class ratings included in the licence:

Exp. Date:

Type ratings included in the licence:

1.

2.

3.

4.

5.

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Other ratings included in the licence:

1.

2.

3.

4.

5.

3 Pre-course flying experience

Total flying hours

PIC, SEP or TMG hours

SEP preceding 6 months

Instrument flight instruction

Cross-country hours

4 Pre-entry flight test

I recommend ..................................... for the FI course.

Name of ATO: Date of flight test:

Name(s) of FI conducting the test (capital letters):

Licence number:

Signature:

5 Declaration by the applicant

I have received a course of training in accordance with the syllabus for the: (tick as applicable)

FI certificate FI(A)/(H)/(As)/(G)

IRI certificate IRI(A)/(H)/(As)

CRI certificate CRI(A)

Applicant’s name(s): (capital letters)

Signature:

6 Declaration by the CFI

I certify that .......................................... has satisfactorily completed an approved course of training for the

FI certificate FI(A)/(H)/(As)/(G)

IRI certificate IRI(A)/(H)/(As)

CRI certificate CRI(A)

in accordance with the relevant syllabus.

Flying hours during the course:

Aircraft or FSTDs used:

Name(s) of CFI:

Signature:

Name of ATO:

7 Flight instructor examiner’s certificate

I have tested the applicant according to Part-FCL

A. FLIGHT INSTRUCTOR EXAMINER’S ASSESSMENT (in case of partial pass):

Theoretical oral examination: Skill test:

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Passed Failed Passed Failed

I recommend further flight or ground training with an instructor before re-test

I do not consider further flight or theoretical instruction necessary before re-test (tick as applicable)

B. FLIGHT INSTRUCTOR EXAMINER’S ASSESSMENT:

FI certificate

IRI certificate

CRI certificate (tick as applicable)

Name(s) of FIE (capital letters):

Signature:

Licence number: Date:

AMC1 FCL.930.FI FI — Training course

FI(A), FI(H), FI(G) AND FI(AsS) TRAINING COURSE

[…]

D. Gyroplanes

Part 2

AIR EXERCISES

(a) The air exercises are similar to those used for the GPL training, but with additional items designed to cover the needs of an FI.

(b) The numbering of the exercises should be used primarily as an exercise reference list and as a broad instructional sequencing guide: therefore, the demonstrations and practices need not necessarily be given in the listed order listed. The actual order and content will depend upon the following interrelated factors:

(1) the applicant’s progress and ability;

(2) the weather conditions affecting the flight;

(3) the flight time available;

(4) instructional technique considerations;

(5) the local operating environment;

(6) the applicability of the exercises to the gyroplane type used.

(c) It follows that student instructors will eventually be faced with similar interrelated factors. They should be shown and taught how to construct flight lesson plans, taking these factors into account, so as to make best use of each flight lesson, combining parts of different exercises as necessary.

GENERAL

(d) The briefing normally includes a statement of the objectives and, only if relevant, a brief reference to the principles of flight. An explanation is to be given of what air

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exercises exactly are to be taught by the instructor and practicsed by the student during the flight.

The explanation should include how the flight will be conducted, who is to fly the gyroplane, and what airmanship, weather and flight safety aspects currently apply. The nature of the lesson will govern the order in which the constituent parts are to be taught.

(e) The four basic components of the briefing should be:

(1) the aim;

(2) principles of flight (briefest reference only);

(3) the air exercise(s) (what, and how and by whom);

(4) airmanship (weather, flight safety etc.).

PLANNING OF FLIGHT LESSONS

(f) The preparation of the lesson plans is an essential prerequisite of good instruction and the student instructor is to be given supervised practice in the planning and practical application of the flight lesson plans.

GENERAL CONSIDERATIONS

(g) The student instructor should complete flight training to practicse the principles of basic instruction at the GPL level.

(h) During this training, except when acting as a student pilot for mutual flights, the student instructor occupies the seat that is normally occupied by the FI(G).

(i) It is to be noted that airmanship and lookout is a vital ingredient of all flight operations. Therefore, in the following air exercises, the relevant aspects of airmanship are to be stressed at all times.

(j) If the privileges of the FI(G) certificate are to include instruction for night flying, Exercise 39 of the flight instruction syllabus should be undertaken at night in addition to that undertaken by day either as part of the course or subsequent to the issue of the certificate.

(k) The student instructor should learn how to identify common errors and how to correct them properly, which should be emphasised at all times.

(l) The student instructor should be trained to keep in mind that, wherever possible, flight simulation should be used to demonstrate to student pilots the effects of flight into DVE and to enhance their understanding and need for avoidance of this potentially fatal flight regime.

(m) The student instructor should attain flying skills that allows them to recover from student errors and land safely in the event of an actual engine failure during training.

These include:

(1) precision forced landings from above the landing point when flying into wind (360-degree turn) and downwind (180-degree turn);

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(2) precision powered approaches at a slower-than-normal approach speed to land with very little ground roll in a small area;

(3) take-off and air-taxi at the slowest speed possible (accurate control at the slow end of the flight envelope of the gyroplane;

(4) flying and landing dead stick;

(5) taking off and flying in strong winds and crosswinds close to the approved limits of the particular gyroplane model;

(6) advanced rotor handling on the ground to include building up rotor rpm from a slow rotor speed using airflow and slowing down a rotor in relatively strong winds without the aid of a rotor brake;

(7) safely entering each of the unusual attitude manoeuvres and knowing the safe flight limits of each attitude;

(8) rounding out significantly high with low airspeed and being able to safely recover to land;

(9) taking off and climbing with insufficient airspeed approaching the edges of the ‘do not fly’ region of the height/velocity curve and recovering to land;

(10) taking off with limited power to demonstrate to a student what limited power take-offs feel like.

CONTENTS OF THE FLIGHT INSTRUCTION SYLLABUS

IMPORTANT: Where the student instructor holds an instructor certificate for fixed-wing aircraft or helicopters, there must be sufficient time allocated and significant emphasis given to highlight the differences between a gyroplane and the other type(s) of aircraft. This applies to the flight envelope, the coordination of controls and instructional techniques since often the differences can appear similar but are actually not. Flight instructor knowledge and skills related to aeroplanes or helicopters cannot automatically be transferred to flying/instructing in a gyroplane.

LONG BRIEFINGS AND AIR EXERCISES

EXERCISE 1: INTRODUCTION TO THE GYROPLANE

(a) Long-briefing objectives:

(1) safety considerations around an airfield;

(2) introduction to the gyroplane;

(3) key differences between a gyroplane and a helicopter;

(4) key differences between a gyroplane and a fixed-wing aircraft;

(5) key differences between a gyroplane and a delta-wing aircraft;

(6) initial preparation for the introductory flight:

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(i) fitness of pilot/passenger to fly;

(ii) importance of lookout;

(iii) in-cockpit communication (standby, traffic, repeat instructions);

(iv) explanation of the cockpit layout;

(v) internal and external checks before flight;

(vi) suitability of weather for introductory flight;

(vii) the flight content (handover of controls);

(7) passenger safety brief and emergency routines;

(8) differences when occupying the instructor seat

Note: Items (a)(3) to (5) are particularly important as a significant number of student pilots will have experience with fixed-wing aircraft and/or helicopters. Due consideration must be given to the differences.

(b) Air exercise:

(1) Appropriate demonstrations and hands-on control related to the previous experience and expectations of the student pilot.

EXERCISE 2: BASIC SKILLS 1 — LOOKOUT, SPEED, DIRECTION

(a) Long-briefing objectives:

(1) the six basic skills of flying: lookout, speed, direction, trim, height, balance;

(2) the primary controls, instruments and the gyroplane cockpit;

(3) straight and level cruise flight: attitude; visual references;

(4) the lookout technique;

(5) the stick and the axes of rotation: pitch, roll;

(6) maintain correct and constant airspeed, use of the airspeed indicator;

(7) changing direction, limited angle of bank;

(8) recap in-cockpit communication: who has control; standby; repeat instructions.

(b) Air exercise:

(1) lookout technique and what to say when traffic is seen;

(2) straight and level flight, determining the attitude of the gyroplane;

(3) handover of control — procedure;

(4) sensitivity of the stick and boundaries for pitch-up /down roll left/right in early exercises;

(5) technique for glancing at the instruments during lookout; interpret ASI;

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(6) the procedure for holding a constant chosen speed (limited speed ranges suitable for early training exercises);

(7) gentle turns to follow features (no requirement for additional power);

(8) the importance of being relaxed when flying and building situational awareness.

EXERCISE 3: BASIC SKILLS 2 — TRIM, HEIGHT, BALANCE

(a) Long-briefing objectives:

(1) pitch and roll trim: principles and how it works (as applicable to a given gyroplane model);

(2) use of the throttle for adjusting height: terminology, idle/max/cruise power;

(3) use of the pedals for adjusting balance; explanation of flying in balance; yaw;

(4) the danger of over-controlling: avoiding pilot-induced oscillation (PIO);

(5) reinforcing where a student should be looking when flying.

(b) Air exercise:

(1) trimming the gyroplane;

(2) interpret altimeter and vertical speed indicator;

(3) gentle adjustments of height using the throttle;

(4) interpret the balance indicator;

(5) use of the pedals to keep the gyroplane in balance.

EXERCISE 4: START-UP, TAXI, SHUTDOWN

(a) Long-briefing objectives:

(1) introduction to risk mitigation using threat and error management;

(2) pre-flight planning:

(i) pilot and passenger preparation;

(A) IMSAFE (illness, medication, stress, alcohol, fatigue, eaten);

(ii) aircraft preparation;

(A) check of aircraft documentation and maintenance status;

(B) daily inspection in accordance with the AFM;

(C) checks before flight in accordance with the AFM;

(D) harness and rudder pedal adjustments;

(iii) weather preparation;

(A) interpreting weather forecasts,

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(B) interpreting weather by looking from the airfield,

(C) personal weather limits;

(iv) flight content preparation;

(A) NOTAMs;

(B) fuel planning;

(C) mass and balance;

(D) maps and in-flight navigation equipment;

(iv) external factors and pressures that add risks to the flight;

(3) terminology relating to an airfield;

(4) ground handling of a gyroplane;

(5) pre-start checks and starting the engine;

(6) taxi procedure, and additional checks on initial taxi and turning in confined spaces;

(7) warming the engine and engine checks before the flight;

(8) pre-runway procedure;

(9) post-runway procedure;

(10) engine shutdown procedure;

(11) after flight action including security and tie-down;

(12) end-of-day actions.

(b) Air exercise:

(1) emergency actions should someone approach the gyroplane with the engine running;

(2) pre-start and start-up procedure;

(3) initial taxi and general taxi procedure (rotor stationary);

(4) use of RT when the gyroplane is on the ground;

(5) engine power checks;

(6) pre-runway actions;

(7) actions after the runway has been vacated;

(8) engine shutdown procedure.

Note: The student instructor should be taught to introduce the concept of this exercise in parallel with Exercises 5 to 25. The topics should be introduced incrementally in line with the student pilot’s workload.

EXERCISE 5: UNDERSTANDING POWER CHANGES

(a) Long-briefing objectives:

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(1) energy management in a gyroplane;

(i) fuel (engine rpm);

(ii) airspeed (kinetic);

(iii) height (potential);

(iv) rotor energy (stored);

(2) the effect of mass, weather, rotor/propeller cleanliness on the gyroplane’s performance;

(3) introduction to the power curve, and engine rpm requirements for different cruise speeds;

(4) the effect of propeller slipstream on yaw/balance;

(5) the effect of engine roll on torque;

(6) the effect of power change on pitch and the relation to the centre of gravity;

(7) the need to coordinate stick and pedal with throttle changes to maintain speed, a disc level attitude and balance.

(b) Air exercise:

(1) establish the datum cruise power for a given speed on a given day;

(2) build muscle memory:

(i) setting key throttle positions by sound and feel;

(ii) maintain balance with power changes;

(iii) maintain disc level attitude with power changes;

(iv) trim adjustments with power changes for constant speed;

(3) transition to the climb at a constant speed, in balance and trim, climb attitude;

(4) transition to the descent at a constant speed, in balance and trim, descent attitude;

(5) level out from a climb/descent at a constant speed, in balance and trim.

Note: During these exercises, student pilots should move from reacting to instruments (when controls are moved individually) to pre-empting the consequential actions in roll, pitch and yaw as power is (significantly) adjusted.

EXERCISE 6: COORDINATED MEDIUM-LEVEL TURNS

(a) Long-briefing objectives:

(1) the forces in a turn;

(2) the procedure for a level turn, maintaining speed and balance;

(3) the limitations of a compass during a turn.

(b) Air exercise:

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(1) reinforcement of lookout in a turn;

(2) medium-level turns left and right at a constant speed, maintaining balance;

(3) turning to a given compass heading.

EXERCISE 7: CORRECTING FOR WIND

(a) Long-briefing objectives:

(1) wind terminology;

(2) airspeed and ground speed;

(3) drift and wind correction angles;

(4) the difference between track and heading;

(5) the technique for flying a straight track in a crosswind;

(6) determining the direction of the wind during flight.

(b) Air exercise:

(1) determine the wind signals from visual clues;

(2) determine an appropriate wind correction angle to fly in a straight track, disc level, and in balance.

Note: This exercise will almost definitely be briefed/flown out of sequence as it requires appropriate wind conditions.

EXERCISE 8: ACCURATE HEIGHT AND SPEED

(a) Long-briefing objectives:

(1) the relationship between energy, height and speed;

(2) the technique for fine-tuning flying at an accurate height;

(3) consolidating the coordinated control movements for adjusting speed, height and direction.

(b) Air exercise:

(1) maintaining height in particularly thermic conditions;

(2) making fine adjustments to the controls to achieve accurate flying.

Note: This exercise does not introduce new exercises but reinforces to the student the need for accurate flying (lookout/speed/direction/trim/height/balance) as it will be required in the circuit pattern, particularly coordinating controls and taking into account lift and sink conditions.

EXERCISE 9: CLIMBING AND DESCENDING PERFORMANCE

(a) Long-briefing objectives:

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(1) the effect of power on the rate of climb and descent;

(2) the effect of airspeed on the rate of climb and descent;

(3) the procedure for climbing and levelling out;

(4) the procedure for descending and levelling out;

(5) the technique for accurately levelling out at a given altitude.

(b) Air exercise:

(1) full-power climbs at a constant speed;

(2) level out from a full-power climb at a given altitude, with accurate level, speed and balance;

(3) idle-power descents at a constant speed;

(4) level out from an idle-power descent at a given altitude, with accurate level, speed and balance;

(5) smooth transition from a high-power climb to a low-power descent maintaining speed and balance throughout;

(6) smooth transition from a low-power descent to a high-power climb maintaining speed and balance throughout.

EXERCISE 10: CLIMBING AND DESCENDING TURNS

(a) Long-briefing objectives:

(1) reinforce the differences in pedal coordination for balance when turning left and right with high power (climbing turns) and low power (idle-power descents);

(2) the effect of the angle of bank on the rate of climb and descent.

(b) Air exercise:

(1) level turns, initiate a climbing turn, level out while maintaining the turn;

(2) level turns, initiate a descending turn, level out while maintaining the turn;

(3) straight high-power climb, introduce a turn, continue on initial heading;

(4) straight idle descent, introduce a turn, continue on initial heading.

Note: Turns should be practised both to the left and to the right, should be 360 degrees, with constant speed and balance maintained throughout.

EXERCISE 11: SIGNIFICANT SPEED CHANGES, FAST FLIGHT

(a) Long-briefing objectives:

(1) the procedure for making speed changes with significant acceleration and deceleration;

(i) acceleration attitude;

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(ii) deceleration attitude;

(2) fast flight;

(i) consequences of exceeding VNE;

(ii) differences in control responsiveness;

(iii) differences in vibration at speed.

(b) Air exercise:

(1) significant acceleration from cruise to fast flight, constant height and balance;

(2) significant deceleration from fast flight to cruise, constant height and balance;

(3) gentle turns at fast flight, constant height and speed.

Note: Fast flight is considered at the speed where a constant altitude can be maintained with the power close to maximum continuous. Care must be taken to never allow the student to exceed VNE.

EXERCISE 12: FLYING THE CIRCUIT PATTERN

(a) Long-briefing objectives:

(1) the terminology associated with the circuit pattern;

(2) considerations when flying the circuit pattern;

(i) high density of other traffic;

(ii) maintaining suitable separation from other aircraft;

(3) pre-landing checks;

(i) pilot/passenger security;

(ii) aircraft configured as per flight manual;

(iii) wind check (correct runway, type of landing);

(iv) flight situational awareness;

(4) final approach and positioning for landing;

(5) the go-around procedure;

(6) use of RT in the circuit pattern.

(b) Air exercise:

(1) flying the circuit pattern, maintaining good situational awareness;

(2) go-around at 300 ft above the runway;

(3) pre-landing checks;

(4) RT, as appropriate for the airfield.

Note: This exercise is likely to be flown in parallel with the previous lessons as training flights return to the airfield after the general handling exercises.

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EXERCISE 13: ACTIVE ROTOR MANAGEMENT

(a) Long-briefing objectives:

(1) active rotor handling, taxi with rotor turning;

(2) starting the rotor prior to take-off — pre-rotation;

(3) setting off and building rotor speed using airflow;

(i) the need for an initial power setting that is unlikely to be full power;

(ii) stick forces during take-off;

(iii) importance of stick back before applying significant power;

(4) the wheel balance attitude;

(5) stopping the rotor after landing;

(6) what to do when the rotor rpm falls below the critical threshold.

(b) Air exercise:

(1) recap the lining-up procedure;

(2) pre-rotation and setting-off procedure;

(3) maintaining directional control during rotor speed acceleration;

(4) understanding how the stick forces change during the take-off;

(5) understanding the reduction in rotor acceleration with forward stick position;

(6) the importance of monitoring rotor rpm during this stage of the take-off;

(7) establishing the wheel balance attitude;

(8) stopping the gyroplane;

(i) using the rotor disc to slow the gyroplane;

(ii) stick position after stopping;

(iii) when it is appropriate to use the wheel brake;

(9) taxiing with rotor turning, stick positioned in relation to the wind.

EXERCISE 14: TAKE-OFF — WIND ON THE RUNWAY HEADING

(a) Long-briefing objectives:

(1) critical checks immediately prior to commencing the take-off run;

(i) passenger/pilot ready for take-off;

(ii) aircraft engine final check;

(iii) wind direction, is it still as required;

(iv) runway clear, crosswind clear;

(2) the gyroplane ‘lift/unstick’ from the runway;

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(3) the height/velocity curve and the need to remain close to the ground during airspeed build-up;

(4) the stick forces and the need to trim during the airspeed build-up;

(5) the low-hops flight profile, flying at a height of approximately 1 metre;

(6) the high-hops flight profile, flying at a height of approximately 50 metres;

(7) landing ahead and rejecting take-offs.

(b) Air exercise:

(1) student lift and airspeed acceleration;

(i) with the instructor transitioning to a landing on the remaining runway;

(ii) with the student transitioning to a landing on the remaining runway;

(iii) low hop on cruise power, student landing on remaining runway;

(iv) high hop, student landing on remaining runway.

(2) take-off and climb out;

(3) checks when climbing through 300ft;

(i) passenger check (especially tandem gyroplane);

(ii) aircraft performance check;

(iii) weather check (clear of obstructions);

(iv) flight path and situational awareness.

Note: It is vital that the student learn to remain in control throughout the take-off and is comfortable to land ahead before continuing with the climb-out part of the exercise. Rejecting take-offs should be trained until the student is capable of rejecting a take-off safely, otherwise pilots will favour climbing out in situations that should be aborted for safety reasons.

EXERCISE 15: TAKE OFF — DIFFERENT CONDITIONS

(a) Long-briefing objectives:

(1) crosswind considerations;

(2) rough ground considerations;

(3) take-off performance:

(i) factors affecting take-off performance;

(ii) acceptable method or maximising take-off performance;

(A) higher pre-rotation;

(B) quicker application of high power;

(iii) noting a ground reference feature as take-off abortion point;

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(iv) the danger of climbing out with insufficient airspeed to clear an obstacle. ‘fools confidence’, a significant contributing factor to gyroplane accidents;

(v) noting there is no additional ‘short field’ take-off technique in a gyroplane.

(4) strong wind considerations;

(5) slope considerations;

(6) immediate-departure take-offs, pre-rotating prior to lining up.

(b) Air exercise:

(1) take-off with crosswind from the left;

(2) take-off with crosswind from the right;

(3) take-off in a strong wind;

(4) rough ground take-off technique;

(5) immediate-departure take-off technique;

(6) emulating take-off with poor performance characteristics (see Note 1).

Note 1: This exercise is done to allow the student feel what the gyroplane will do when there is insufficient power to climb out safely. The purpose is to teach the student recognise the problem and make the decision to land ahead.

Note 2: This exercise will be flown on different days as it requires different wind conditions that are extremely unlikely to happen on a single day and in sequence. If, in the absence of particular wind conditions, take-offs in the wind conditions cannot be trained, the relevant parts of this exercise should be subject to an extensive briefing between the student and instructor during this exercise as well as during Exercise 17.

EXERCISE 16: LANDING — WIND ON THE RUNWAY HEADING

(a) Long-briefing objectives:

(1) the basics of the approach to landing;

(2) checks when descending through 300 ft;

(i) passenger standby;

(ii) aircraft settled — constant power and airspeed;

(iii) wind — prepare to anticipate drift;

(iv) runway clear or initiate go-around procedure;

(3) use of the controls during landing;

(i) throttle — rate of descent and angle of descent;

(ii) fore/aft stick — airspeed;

(iii) left/right stick — position over the ground;

(iv) pedals — aligning the wheels with the runway direction;

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(4) extending the touchdown point to be close to a runway exit point;

(5) recovering from an inadvertent gaining of height during the final stages of landing caused by gusting winds or incorrect movement of the controls;

(6) consideration of the approach profile in relation to other traffic that may not be familiar with the descent profiles available in a gyroplane flight envelope.

(b) Air exercise:

(1) approach to a nominated reference point;

(i) go-around at 300 ft, with a constant airspeed;

(ii) descent through 300 ft and make appropriate checks;

(A) go-around with a constant airspeed at a height as low as the student is comfortable;

(B) continue practising until the student pilot is comfortable with flying a few feet above the runway.

(2) when the student is comfortable at flying a few feet above the runway, land ahead;

(3) flying the approach with different power settings, including idle power.

Note: The instructor should avoid asking the student to go around at specific heights below 300 ft so that the student concentrate on judging the height above the ground visually and not by reference to the altimeter.

EXERCISE 17: LANDING — DIFFERENT CONDITIONS

(a) Long-briefing objectives:

(1) considerations when landing in crosswinds, use of the ‘split angle’ technique;

(2) considerations when landing in light winds or no wind;

(3) the significant hazards of attempting to land downwind due to the rotor disc;

(4) considerations when landing in a strong wind;

(5) considerations when landing in soft or uneven ground.

(b) Air exercise:

(1) landing in a crosswind from the right;

(2) landing in a crosswind from the left;

(3) landing in no wind or in light wind conditions;

(4) landing in a strong wind, close to the runway heading;

(5) landing in strong crosswind, opting to land cross-runway into the wind;

(6) landing on soft or uneven ground.

EXERCISE 18: PRECISION LANDING

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(a) Long-briefing objectives:

(1) the technique for a precision landing (power available);

(2) the importance of maintaining airspeed until immediately prior to touchdown.

(b) Air exercise:

(1) high-power approach, shallow approach angle;

(2) low-power approach, steep approach angle;

(3) approach and landing, simulating a short field.

EXERCISE 19: PRECISION LANDING — IDLE POWER

(a) Long-briefing objectives:

(1) the technique for a precision landing (idle power or no power available) using a close-in base leg and altering the radius of the final turn to get to the correct landing area;

(2) the importance of maintaining sufficient airspeed when close to the ground.

(b) Air exercise:

(1) glide approaches to touch down at a given point on the runway;

(i) straight-in approach;

(ii) using a single turn from the base leg;

(iii) using descending turns in a figure of 8 pattern perpendicular to the runway heading; balance must be maintained throughout.

EXERCISE 20: DEPARTING AND ARRIVING AT AIRFIELDS

(a) Long-briefing objectives:

(1) procedure when departing from the airfield;

(2) procedure when arriving at the airfield;

(3) airfield joining techniques:

(i) overhead join;

(ii) joining from the dead side of the airfield;

(iii) joining from the live side of the airfield.

(b) Air exercise:

(1) departing from the airfield;

(2) arriving from the airfield;

(3) joining procedures appropriate to the airfield.

Note: This exercise may be included in parallel with any other exercises that are flown outside the airfield ATZ as student workload permits.

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EXERCISE 21: SLOW FLIGHT AT CONSTANT ALTITUDE (HELICOPTER MODE)

(a) Long-briefing objectives:

(1) the backside of the power curve and behind the power curve;

(2) HASEL checks (Height, Area, Secure, Engine, Lookout) before unusual manoeuvres;

(3) the technique for slow flight;

(4) flying stationary, at altitude, in relation to a ground reference (into wind).

(b) Air exercise:

(1) HASEL checks;

(2) slow flight into the wind;

(3) slow flight downwind;

(4) flying stationary in reference to a ground feature.

Note: The term ‘helicopter mode’ is a turn of phrase to indicate that a gyroplane has slow flight characteristics that are consistent with light helicopters and outside the flight envelope of fixed-wing aircraft. These exercises are all flown at a safe altitude.

EXERCISE 22: FLIGHT AT THE MINIMUM AIRSPEED ON IDLE POWER (PARACHUTE MODE)

(a) Long-briefing objectives:

(1) the technique for establishing slow flight on idle power;

(2) the importance of maintaining airflow over the rudder to avoid loss of control;

(3) the technique for regaining airspeed with minimum height loss when power is available;

(4) the technique for regaining airspeed with minimum height loss when power is not available;

(5) the tendency of a gyroplane to rotate around its vertical axis if rudder authority is lost due to the dissymmetry of propeller thrust when there is a high rate of descent and the power is idle;

(6) the recovery technique if the gyroplane starts to enter a rotation around its vertical axis.

(b) Air exercise:

(1) initiate a descent on idle power and an airspeed close to the minimum airspeed possible for the model of gyroplane used while maintaining rudder authority;

(2) recover from the slow-airspeed descent, with minimum height loss:

(i) with power available;

(ii) when no power is available;

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(iii) instructor demo: inadvertent entry into loss of rudder authority — student recovery.

Note: The term ‘parachute mode’ is a turn of phrase to indicate that a gyroplane has the capability to descend in a controlled manner at very low airspeed when power is not available. This is not dissimilar to a parachute. This can be a key concept used in emergency handling. These exercises are all flown at safe altitude.

EXERCISE 23: GROUND REFERENCE TURNS

(a) Long-briefing objectives:

(1) reminder of throttle and pedal coordination during turns to maintain height and balance;

(2) high bank angle turns;

(3) the technique for turning around a ground reference feature at a constant radius to counter the effect of wind.

(b) Air exercise:

(1) high bank turns to the left and to the right;

(2) turning around a ground reference feature with significant wind:

(i) 360-degree turns around the feature (both left and right turns);

(ii) changing direction of the turn;

(iii) flying an S shape with constant radius along a line feature (180-degree turns).

EXERCISE 24: UNUSUAL ATTITUDES

(a) Long-briefing objectives:

(1) why unusual attitudes occur: distraction and fixation;

(2) recognising unusual attitudes;

(3) the unusual attitude recovery technique;

(4) the unusual attitude recovery exercises.

(b) Air exercise:

(1) reminder of the HASEL checks;

(2) distracted, head inside the cockpit:

(i) sudden pull-up in pitch, recover;

(II) powered descent towards VNE, recover;

(3) fixated, head outside the cockpit, looking at the ground:

(i) slow-airspeed spiral descent, turning with the pedals, recover;

(ii) fast-airspeed spiral descent, close to VNE, recover.

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Note: Unusual attitudes are created by the instructor and recovered by the student.

EXERCISE 25: LOW FLYING

(a) Long-briefing objectives:

(1) the legal requirements relating to low flying;

(i) minimum height;

(ii) land clear;

(iii) noise and nuisance considerations;

(2) the hazards related to low flying:

(i) the influence of the wind on low flying (Speed perseption, Low level turbulence);

(ii) terrain, wires, masts and cables;

(iii) the effect on radio communication;

(iv) the difficulties of map reading;

(3) the pilot’s limitations related to recovering from an emergency associated with low flying;

(4) Reduced Visibility Flying;

(i) vertical situational awareness;

(ii) bad weather/low level circuit joining, circuit flying and landing.

(b) Air exercise:

(1) flying low, with a suitable safety margin, to demonstrate how significantly reduced the margin or error is, with low height;

(2) analysing:

(i) the difficulty in seeing wires and masts;

(ii) loss-of-line-of-sight radio communications;

(iii) lack of time in the event of an engine failure;

(iv) noise and nuisance implications.

EXERCISE 26: CONSOLIDATION, EN-ROUTE AIRMANSHIP

(a) Long-briefing objectives:

(1) consolidation of the pre-flight planning process;

(2) en-route checks:

(i) pilot and passenger (stress, hunger, illness, tiredness);

(ii) aircraft (vibrations, engine, fuel);

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(iii) weather (as expected/forecast, escape route);

(iv) flight situational awareness (location, airspace, radio).

(b) Air exercise:

(1) en-route checks.

Note: The flying element of this exercise is incorporated into other general handling flights as student workload permits. The pre-flight planning aspects of this exercise are likely to be included in parallel with all previous flights. This exercise exists to state that the complete pre-flight planning process should be competently done by the student by this point in the syllabus.

EXERCISE 27: IN-FLIGHT EMERGENCIES

(a) Long-briefing objectives:

(1) preparing for emergencies:

(i) possible emergency scenarios;

(a) Pilot / Passenger;

(b) Aircraft;

(c) Weather related;

(d) Flight related;

(ii) categories of emergencies;

(a) Aircrart is still flying; (b) Precautionary landing required; (c) Forced landing; (d) Catastrophic;

(iii) how threat and error management reduces the likelihood of incidents;

(iv) standard emergency procedures;

(a) Trim Failure / Trim runaway; (b) Throttle / Stick / Pedals control failure; (c) Systems failure; (d) Electrical fire / fuel fire; (e) Emergency avacuation;

(v) ensuring that a catastrophic failure is mitigated;

(vi) emergency RT calls.

(b) Air exercise:

(1) simulated fire in the air;

(2) simulated fire on the ground;

(3) simulated bird strike or sudden noise;

(4) simulated violent shaking of the gyroplane;

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(5) simulated limited engine power (slightly below the power required to maintain a constant altitude);

(6) simulated trim failure (where applicable):

(i) excessive rear trim;

(ii) excessive forward trim;

(iii) excessive roll trim;

(7) simulated rudder control failure;

(8) simulated stick failure;

(9) simulated throttle stuck on high power.

EXERCISE 28: PRECAUTIONARY LANDING

(a) Long-briefing objectives:

(1) awareness that poor in-flight planning during a precautionary landing increases the risk of accidents;

(2) reasons for making a precautionary field landing;

(3) criteria for the selection of an ideal field for landing;

(4) precautionary landing technique.

(b) Air exercise:

(1) surveying of field suitability for precautionary landing;

(2) simulating the reasons for a precautionary landing;

(3) practising the approach for precautionary landings.

EXERCISE 29: FORCED LANDING

(a) Long-briefing objectives:

(1) the phraseology that should be used when simulating forced landings;

(2) recap of the necessary skills already learned to make forced landings;

(i) Exercise 7: always being aware of the wind direction;

(ii) Exercise 10: descending turns on idle power;

(iii) Exercise 19: glide approaches;

(iv) Exercise 22: slow flight on idle power (parachute mode);

(v) Exercise 25: the hazards of low-level flying;

(vi) Exercise 28: field selection for landing;

(3) options for positioning for the field, above 300 ft AGL;

(4) options for positioning for the field, below 300 ft AGL;

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(5) flying defensively, thinking ahead for landing areas, in relation to the wind direction.

(b) Air exercise:

(1) preselected fields and starting position;

(i) use slower than normal cruise speed to position at a key point on the field;

(ii) fly a path at the correct airspeed for landing to the field;

(iii) go around at an appropriate height;

(2) simulated restart in flight;

(3) simulated emergency RT calls;

(4) simulated forced landings, without prior notice;

(5) fly the routes defensively, verbalising options in the event of a forced landing.

EXERCISE 30: FORCED LANDING AROUND THE AIRFIELD

(a) Long-briefing objectives:

(1) engine failure on take-off:

(i) when still on the ground;

(ii) during the airspeed build-up phase;

(iii) during the climb-out;

(2) preparing for engine failures around the circuit pattern:

(i) crosswind;

(ii) downwind;

(iii) base leg;

(iv) final approach.

(b) Air exercise:

(1) recap of the aborted take-off technique;

(2) simulated engine failure:

(i) as the gyroplane is lifting;

(ii) during the airspeed build-up phase;

(iii) during climb-out;

(iv) crosswind;

(v) downwind;

(vi) base leg;

(vii) final approach (when it is not possible to reach the runway).

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Note: When simulating engine failure in the circuit pattern, the emphasis should be on the proper initial reaction by the student pilot. It is not so important to continue at low level, as this is likely to be restricted due to noise abatement procedures.

EXERCISE 31: PRE-SOLO CHECK FLIGHT

(a) Long-briefing objectives:

(1) prerequisite for the first solo flight.

(b) Air exercise:

(1) simulated first solo flight (no hands-on control from the instructor unless required to save the aircraft from incident).

EXERCISE 32: FIRST SOLO

(a) Long-briefing objectives:

(1) differences in power requirements when flying solo;

(2) differences in handling characteristics when flying solo;

(3) what to do if the airfield closes during solo flight including procedures for navigating and landing at an alternate airfield.

(b) Air exercise:

(1) first solo flight.

EXERCISE 33: SOLO CONSOLIDATION

(a) Long-briefing objectives:

(1) readiness for solo flight:

(i) personal weather criteria;

(ii) decision-making by the student pilot, to be confirmed by the instructor;

(iii) only flying in accordance with the brief unless safety is compromised.

(b) Air exercise:

(1) solo flight in the local area, exercises determined by the instructor.

EXERCISE 34: EN-ROUTE NAVIGATION

(a) Long-briefing objectives:

(1) pre-fight planning for cross-country flights;

(2) considerations when flying a route;

(3) weather deterioration;

(4) procedure when unsure of position;

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(5) dead reckoning;

(6) flying with GNPSS;

(7) en-route RT.

(b) Air exercise:

(1) flying planned routes at the discretion of the instructor;

(2) flying a simulated inadvertent entry into IMC

EXERCISE 35: LANDING OUT

(a) Long-briefing objectives:

(1) pre-flight planning when landing at different airfields.

(b) Air exercise:

(1) landing at different airfields at the discretion of the flight instructor.

EXERCISE 36: SOLO NAVIGATION

(a) Long-briefing objectives:

(1) always flying to plan unless safety is compromised.

(b) Air exercise:

(1) flying planned routes solo at the discretion of the flight instructor.

EXERCISE 37: QUALIFYING CROSS-COUNTRY FLIGHT(S)

(a) Long-briefing objectives:

(1) the prerequisite for qualifying cross-country flight(s).

(b) Air exercise:

(1) flying the qualifying cross-country flight(s).

EXERCISE 38: PREPARING FOR THE SKILL TEST

(a) Long-briefing objectives:

(1) the content of the skill test.

(b) Air exercise:

(1) flying the skill test programme.

EXERCISE 39: NIGHT FLYING (if night instructional qualification is required)

(a) Long-briefing objectives:

(1) night VMC minima;

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(2) rules about airspace control at night and facilities available;

(3) rules about aerodrome ground, runway, landing site and obstruction lighting;

(4) aircraft navigation lights and collision avoidance rules;

(5) physiological aspects of night vision and orientation;

(6) dangers of disorientation at night;

(7) dangers of weather deterioration at night;

(8) instrument systems or functions and errors;

(9) instrument lighting and emergency cockpit lighting systems;

(10) map marking for use under cockpit lighting;

(11) practical navigation principles;

(12) electronic navigation aid principles;

(13) planning and use of safety altitude;

(14) danger due to icing conditions, avoidance and escape manoeuvres.

(b) Air exercise:

(1) Dual instruction by sole reference to instruments simulating inadvertent entry into IMC:

(i) interpretation and use of the EFIS;

(ii) straight and level flight;

(iii) rate-1 turns left and right;

(iv) turns to specific headings;

(v) maintain a heading for a significant period of time;

(vi) standard climbs to specific altitudes;

(vii) standard descents to specific altitudes;

(viii) glide descents;

(ix) maintaining trim and balance;

(x) unusual attitudes:

(A) nose high and banked,

(B) nose low and banked;

(xi) emergencies:

(A) initial response when inadvertently entering IMC;

(B) simulated engine failure in flight;

(2) flying by night:

(i) standard night flying:

(A) circuit flying at night;

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AMC1 FCL.940.FI; FCL.940.IRI — Revalidation and renewal

[…] FI — Revalidation and renewal FI CERTIFICATE: REVALIDATION AND RENEWAL FORM […] F. GYROPLANES2

INSTRUCTIONAL FLYING EXPERIENCE

Instructors applying for revalidation of the FI certificate should enter the instructional hours flown during the preceding 36 months.

Total instructional hours (preceding 36 months):

Total instructional hours (preceding 12 months):

FLIGHT INSTRUCTOR REFRESHER SEMINAR

1 This is to certify that the undersigned attended an FI seminar

2 Attendee’s personal particulars:

Name(s): Address:

Licence number: Expiration date of FI(G) certificate:

3 Seminar particulars:

Date(s) of seminar: Place:

4 Declaration by the responsible organiser:

I certify that the above data are correct and that the FI seminar was carried out.

Date of approval: Name(s) of organiser: (capital letters)

Date and place: Signature:

5 Declaration by the attendee:

2 NPA 2020-14 ‘Simpler, lighter and better Part-FCL requirements for general aviation’ proposes the deletion of Sections D and E of this AMC. In coordination with RMT.0678, this new Section for the FI(G) form may be renamed ‘Section D’.

(B) navigating to a specified location;

(ii) emergencies:

(A) initial response when inadvertently entering IMC;

(B) simulated engine failure in flight (initial actions only);

(iii) unusual attitudes at night:

(A) nose high and banked;

(B) nose low and banked.

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I confirm the validity and correctness of the data under 1 through 3.

Attendee’s signature:

PROFICIENCY CHECK

(Name(s) of applicant) has given proof of flight instructional ability during a proficiency check flight. This was done to the required standard.

Flying time: Gyroplane or FFS used:

Main exercise:

Name(s) of the FIE: Licence number:

Date and place: Signature:

AMENDMENTS TO ANNEX VI (PART-ARA)

List of acronyms used throughout this Annex

The following provides a list of acronyms used throughout this Annex:

(A) aeroplane

(H) helicopter

(G) gyroplane

[…]

In the List of acronyms used throughout this Annex a new item is inserted in the alphabetical order:

‘GPL Gyroplane Pilot Licence’;

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1.2. Draft Air Operations Regulation

GM1 Annex I Definitions

DEFINITIONS FOR TERMS USED IN ACCEPTABLE MEANS OF COMPLIANCE AND GUIDANCE MATERIAL […] (af) ‘Rotorcraft’ includes helicopters, gyroplanes, and tiltrotors.

[…]

ANNEX VII (PART-NCO)

GM1 NCO.GEN.105 Pilot-in-command responsibilities and authority GENERAL

[…]

(b) the operation and safety of the aircraft:

(1) for aeroplanes and gyroplanes, from the moment it is first ready to move for the purpose

of flight until the moment it comes to rest at the end of the flight and the engine(s) used

as primary propulsion unit(s) is/are shut down;

[…]

AMC1 NCO.GEN.115 Taxiing of aeroplanes or gyroplanes

GYROPLANES — SAFETY-CRITICAL ACTIVITY

When a person is designated by the operator to taxi a gyroplane on the movement area of an

aerodrome, and that person is not an appropriately qualified pilot, the rotor of the gyroplane should

be secured in its parking position.

GM1 NCO.GEN.115 Taxiing of aeroplanes or gyroplanes

SAFETY-CRITICAL ACTIVITY

(a) Taxiing should be treated as a safety-critical activity due to the risks related to the movement

of the aeroplane or the gyroplane and the potential for a catastrophic event on the ground.

Page 49 of 55

(b) Taxiing is a high-workload phase of flight that requires the full attention of the pilot-in-

command.

GM1 NCO.GEN.115(b)(4) Taxiing of aeroplanes or gyroplanes SKILLS AND KNOWLEDGE

The person designated by the operator to taxi an aeroplane or a gyroplane should possess the

following skills and knowledge:

(a) positioning of the aeroplane or the gyroplane to ensure safety when starting the engine;

(b) getting ATIS reports and taxi clearance, where applicable;

(c) interpretation of airfield markings/lights/signals/indicators;

(d) interpretation of marshalling signals, where applicable;

(e) identification of suitable parking areas;

(f) maintaining lookout and right-of-way rules and complying with ATC or marshalling instructions,

when applicable;

(g) avoidance of adverse effect of propeller slipstream or jet wash on other aeroplanesaircraft,

aerodrome facilities and personnel;

(h) inspection of taxi path when surface conditions are obscured;

(i) communication with others when controlling an aeroplane or a gyroplane on the ground;

(j) interpretation of operational instructions;

(k) reporting of any problem that may occur while taxiing an aeroplane or a gyroplane; and

(l) adapting the taxi speed in accordance with prevailing aerodrome, traffic, surface and weather

conditions.

AMC1 NCO.OP.125(b) Fuel/energy and oil supply— aeroplanes and helicopters

PLANNING CRITERIA — FINAL RESERVE FUEL/ENERGY

[…]

(b) for rotorcrafthelicopters:

[…]

AMC2 NCO.OP.125(b) Fuel/energy and oil supply — aeroplanes and helicopters

[…]

Page 50 of 55

AMC3 NCO.OP.125(b) Fuel/energy and oil supply — aeroplanes and helicopters

[…]

GM1 NCO.OP.125(b) Fuel/energy and oil supply — aeroplanes and helicopters

[…]

GM2 NCO.OP.125(b) Fuel/energy and oil supply — aeroplanes and helicopters

[…]

AMC1 NCO.OP.160 Meteorological conditions

APPLICATION OF AERODROME FORECASTS (TAF & TREND) — AEROPLANES AND HELICOPTERS

[…]

GM1 NCO.OP.160 Meteorological conditions CONTINUATION OF A FLIGHT — AEROPLANES AND HELICOPTERS

[…]

GM2 NCO.OP.160 Meteorological conditions EVALUATION OF METEOROLOGICAL CONDITIONS — AEROPLANES AND HELICOPTERS

[…]

AMC1 NCO.OP.175 Take-off conditions — aeroplanes and helicopters

[…]

AMC1 NCO.OP.207 Approach and landing conditions — gyroplanes

The in-flight determination of the landing distance suitability should be based on the latest available meteorological report.

GM1 NCO.IDE.H.100(a) Instruments and equipment — general APPLICABLE AIRWORTHINESS REQUIREMENTS

Page 51 of 55

The applicable airworthiness requirements for the approval of instruments and equipment required

by this Part are the following:

(a) Regulation (EU) No 748/2012 for helicopters rotorcraft registered in the EU; and

(b) Aairworthiness requirements of the State of registry for helicopters rotorcraft registered

outside the EU.

GM1 NCO.IDE.H.100(c) Instruments and equipment — general NOT REQUIRED INSTRUMENTS AND EQUIPMENT THAT DO NOT NEED TO BE APPROVED IN

ACCORDANCE WITH THE APPLICABLE AIRWORTHINESS REQUIREMENTS, BUT ARE CARRIED ON A

FLIGHT

[…]

(b) The failure of additional non-installed instruments or equipment not required by this Part

or by the applicable airworthiness requirements or any applicable airspace requirements

should not adversely affect the airworthiness and/or the safe operation of the helicopters

rotorcraft. Examples may be the following:

(1) portable electronic flight bag (EFB);

(2) portable electronic devices carried by crew members; and

(3) non-installed passenger entertainment equipment.

AMC1 NCO.IDE.H.115 Operating lights

LANDING LIGHT FOR HELICOPTERS

For helicopters, Tthe landing light should be trainable, at least in the vertical plane, or optionally be

an additional fixed light or lights positioned to give a wide spread of illumination.

AMC1 NCO.IDE.H.120 & NCO.IDE.H.125 Operations under VFR & operations under IFR — flight and navigational instruments and associated equipment

INTEGRATED INSTRUMENTS

(a) Individual equipment requirements may be met by combinations of instruments, by integrated

flight systems or by a combination of parameters on electronic displays. The information so

available to each required pilot should not be less than that required in the applicable

operational requirements, and the equivalent safety of the installation should be approved

during the type certification of the helicopters rotorcraft for the intended type of operation.

(b) The means of measuring and indicating turn and slip, helicopters rotorcraft attitude and

stabilised helicopters rotorcraft heading may be met by combinations of instruments or by

integrated flight director systems, provided that the safeguards against total failure, inherent in

the three separate instruments, are retained.

Page 52 of 55

AMC1 NCO.IDE.H.120(a)(4) & NCO.IDE.H.125(a)(4) Operations under VFR & operations under IFR — flight and navigational instruments and associated equipment

CALIBRATION OF THE INSTRUMENT INDICATING AIRSPEED

(a) The instrument indicating airspeed should be calibrated in knots (kt).

(b) In the case of helicopters rotorcraft with an MCTOM below 2 000 kg, calibration in kilometres

per hour (km/hkph) or in miles per hour (mph) is acceptable when such units are used in the

AFM.

AMC1 NCO.IDE.H.135 Flight crew interphone system

GENERAL

(a) The flight crew interphone system should not be of a handheld type.

(b) A headset consists of a communication device which includes two earphones to receive and a

microphone to transmit audio signals to the helicopter’s rotorcraft’s communication system. To

comply with the minimum performance requirements, the earphones and microphone should

match the communication system’s characteristics and the flight crew compartment

environment. The headset should be adequately adjustable in order to fit the pilot’s head.

Headset boom microphones should be of the noise-cancelling type.

(c) If the intention is to utilise noise-cancelling earphones, the pilot-in-command should ensure

that the earphones do not attenuate any aural warnings or sounds necessary for alerting the

flight crew on matters related to the safe operation of the helicopters rotorcraft.

AMC1 NCO.IDE.H.140 Seats, seat safety belts, restraint systems and child restraint devices

CHILD RESTRAINT DEVICES (CRDs)

(a) A CRD is considered to be acceptable if:

(1) it is a supplementary loop belt manufactured with the same techniques and the

same materials of the approved safety belts; or

(2) it complies with (b).

(b) Provided the CRD can be installed properly on the respective helicopter rotorcraft seat,

the following CRDs are considered acceptable:

[…]

GM1 NCO.IDE.H.145 First-aid kit

LOCATION AND USE

The location of the first-aid kit is normally indicated by using internationally recognisable signs.

Page 53 of 55

The first-aid kitFAK ‘should be easilyreadily accessible for use’ in helicopter rotorcraft operations

should be understood as the first-aid kit being either accessible either in flight or immediately after

landing.

[…]

AMC1 NCO.IDE.H.175 Flight over water

[…]

RISK ASSESSMENT

(a) When conducting the risk assessment, the pilot-in-command should base his/her decision, as

far as is practicable, on the Implementing Rules and AMCs applicable to the operation of the

helicopter rotorcraft.

[…]

AMC1 NCO.IDE.H.180 Survival equipment

GENERAL

Helicopters Rotorcraft operated across areas in which search and rescue would be especially difficult

should be equipped with the following:

[…]

AMC2 NCO.IDE.H.180 Survival equipment

ADDITIONAL SURVIVAL EQUIPMENT

(a) The following additional survival equipment should be carried when required:

(1) 500 ml of water for each four, or fraction of four, persons on board;

(2) one knife;

(3) first-aid equipment; and

(4) one set of air/ground codes.

(b) If any item of equipment contained in the above list is already carried on board the helicopter

rotorcraft in accordance with another requirement, there is no need for this to be duplicated.

Page 54 of 55

AMC1 NCO.IDE.H.185 All helicopters rotorcraft on flights over water – ditching

[…]

GM1 NCO.IDE.H.195 Navigation equipment APPLICABLE AIRSPACE REQUIREMENTS

For helicopters rotorcraft that are being operated under European air traffic control, the applicable

airspace requirements include the Single European Sky legislation.

AMC1 NCO.IDE.H.200 Transponder

GENERAL

(a) The secondary surveillance radar (SSR) transponders of helicopters rotorcraft being operated

under European air traffic control should comply with any applicable Single European Sky

legislation.

[…]

GM1 NCO.SPEC.100 Scope LIST OF SPECIALISED OPERATIONS

(a) Specialised operations include the following activities:

(1) helicopter external loads operations;

(2) helicopters rotorcraft survey operations;

[…]

GM1 NCO.SPEC.105 Checklist DEVELOPMENT OF CHECKLISTS

[…]

(b) aircraft and equipment:

(1) the category of aircraft to be used for the activity should be indicated, e.g.

helicopter/gyroplane/aeroplane, single-/multi-engined;

(2) all equipment required for the activity should be listed;

[…]

Page 55 of 55

Page 1 of 5

Draft Annex

to draft Commission Implementing Regulation (EU) …/… amending Commission Regulation (EU) No

965/2012 as regards non-commercial operations conducted in visual flight rules conditions with

gyroplanes

Commission Regulation (EU) No 965/2012 is amended as follows:

(1) Annex I (Definitions for terms used in Annexes II to VIII) is amended as follows:

(a) in definition (30), the words ‘or gyroplanes’ are inserted after the word ‘aeroplanes’;

(b) in definition (69), in point (a)(ii) the word ‘helicopter’ is replaced by the word ‘rotorcraft’;

(c) in definition (82), in point (b) the word ‘helicopter’ is replaced by the word ‘rotorcraft’;

(2) Annex VII (Part-NCO) is amended as follows:

(a) point NCO.GEN.115 is replaced by the following:

‘NCO.GEN.115 Taxiing of aeroplanes or gyroplanes

An aeroplane or a gyroplane shall only be taxied on the movement area of an aerodrome

if the person at the controls:

(a) is an appropriately qualified pilot; or

(b) has been designated by the operator and:

(1) is trained to taxi the aeroplane or the gyroplane;

(2) is trained to use the radio telephone, if radio communications are required;

(3) has received instruction in respect of aerodrome layout, routes, signs, marking,

lights, air traffic control (ATC) signals and instructions, phraseology and

procedures; and

(4) is able to conform to the operational standards required for safe aeroplane or

gyroplane movement at the aerodrome.’;

(b) the title of point NCO.OP.120 is replaced by the following:

‘NCO.OP.120 Noise abatement procedures’;

(c) the title of point NCO.OP.125 is replaced by the following:

‘NCO.OP.125 Fuel/energy and oil supply’;

(d) the title of point NCO.OP.155 is replaced by the following:

‘NCO.OP.155 Smoking on board’

(e) the title of point NCO.OP.175 is replaced by the following:

Page 2 of 5

‘NCO.OP.175 Take-off conditions’;

(f) the following new point NCO.OP.207 is inserted:

‘NCO.OP.207 Approach and landing conditions — gyroplanes

Before commencing an approach to land, the pilot-in-command shall be satisfied that,

according to the information available, the weather at the aerodrome or the operating site

and the condition of the runway intended to be used do not prevent a safe approach,

landing or missed approach.’;

(g) in Subpart D, the title of Section 2 is replaced by the following:

‘SECTION 2 – ROTORCRAFT’

(h) in point NCO.IDE.H.100, points (a)(4) and (c)(2) the word ’helicopter’ is replaced by the

word ’rotorcraft’;

(i) point NCO.IDE.H.105 is replaced by the following:

‘NCO.IDE.H.105 Minimum equipment for flight

A flight shall not be commenced when any of the rotorcraft’s instruments, items of

equipment or functions required for the intended flight are inoperative or missing, unless:

(a) the rotorcraft is operated in accordance with the MEL, if established; or

(b) the rotorcraft is subject to a permit to fly issued in accordance with the applicable

airworthiness requirements.’;

(j) point NCO.IDE.H.115 is replaced by the following: ‘

‘NCO.IDE.H.115 Operating lights

Rotorcraft operated at night shall be equipped with:

(a) an anti-collision light system;

(b) navigation/position lights;

(c) a landing light;

(d) lighting supplied from the rotrocraft’s electrical system to provide adequate

illumination for all instruments and equipment essential to the safe operation of the

helicopter;

(e) lighting supplied from the rotorcraft’s electrical system to provide illumination in

all passenger compartments;

(f) an independent portable light for each crew member station; and

(g) lights to conform with the International Regulations for Preventing Collisions at

Sea if the rotorcraft is amphibious.’;

(k) point NCO.IDE.H.120 is amended as follows:

(i) in point (a), the word ‘Helicopter’ is replaced by the word ‘Rotorcraft’;

(ii) in point (b), the introdcutorty sentence is replaced by the following:

‘(b) Rotorcraft operated under VMC at night, or when the visibility is less than 1

500 m, or in conditions where the rotorcraft cannot be maintained in a desired

Page 3 of 5

flight path without reference to one or more additional instruments, shall be,

in addition to (a), equipped with: (...)’;

(iii) point (c) is replaced by the following:

‘(c) Rotorcraft operated when the visibility is less than 1 500 m, or in conditions

where the rotorcraft cannot be maintained in a desired flight path without

reference to one or more additional instruments, shall be, in addition to (a)

and (b), equipped with a means of preventing malfunction of the airspeed

indicating system required in (a)(4) due to condensation or icing.’;

(l) in NCO.IDE.H.135, the word ’Helicopters’is replaced by the word ’Rotorcraft’;

(m) point NCO.IDE.H.140 is replaced by the following:

‘NCO.IDE.H.140 Seats, seat safety belts, restraint systems and child restraint

devices

(a) Rotorcraft shall be equipped with:

(1) a seat or berth for each person on board that is aged 24 months or older, or a

station for each crew member or task specialist on board;

(2) a seat belt on each passenger seat and restraining belts for each berth, and

restraint devices for each station;

(3) for rotorcraft first issued with an individual CofA after 31 December 2012, a

seat belt with an upper-torso restraint system for each passenger that is aged

24 months or older;

(4) a child restraint device for each person on board younger than 24 months; and

(5) a seat belt with upper torso restraint system incorporating a device that will

automatically restrain the occupant’s torso in the event of rapid deceleration

on each flight crew seat.

(b) A seat belt with upper torso restraint system shall have a single point release.’;

(n) in point NCO.IDE.H.145, in point (a) the word ‘Helicopters’ is replaced by the word

‘Rotorcraft’;

(o) point NCO.IDE.H.155 is replaced by the following

‘NCO.IDE.H.155 Supplemental oxygen – non-pressurised rotorcraft

Non-pressurised rotorcraft operated when an oxygen supply is required in accordance

with NCO.OP.190 shall be equipped with oxygen storage and dispensing apparatus

capable of storing and dispensing the required oxygen supplies.’

(p) in point NCO.IDE.H.160, the introductory sentence of point (a) is replaced by the

following:

‘(a) Rotorcraft, except ELA2 helicopters, shall be equipped with at least one hand fire

extinguisher: (…)’;

(q) in point NCO.IDE.H.165, the introductory sentence is replaced by the following:

‘If areas of the rotorcraft’s fuselage suitable for breaking in by rescue crews in an

emergency are marked, such areas shall be marked as shown in Figure 1. (…)’;

Page 4 of 5

(r) point NCO.IDE.170 is replaced by the following:

‘NCO.IDE.H.170 Emergency locator transmitter (ELT)

(a) Rotorcraft certified for a maximum passenger seating configuration above six shall

be equipped with:

(1) an automatic ELT; and

(2) one survival ELT (ELT(S)) in a life-raft or life-jacket when the rotorcraft is

operated at a distance from land corresponding to more than 3 minutes flying

time at normal cruising speed.

(b) Rotorcraft certified for a maximum passenger seating configuration of six or less

shall be equipped with an ELT(S) or a personal locator beacon (PLB), carried by a

crew member or a passenger, or with an automatic ELT.

(c) ELTs of any type and PLBs shall be capable of transmitting simultaneously on 121,5

MHz and 406 MHz.’;

(s) point NCO.IDE.H.175 is replaced by the following:

‘NCO.IDE.H.175 Flight over water

(a) Rortorcraft shall be equipped with a life-jacket for each person on board or

equivalent individual flotation device for each person on board younger than 24

months, which shall be worn or stowed in a position that is readily accessible from

the seat or berth of the person for whose use it is provided, when:

(1) flying over water beyond autorotational distance from land where, in case of

the critical engine failure, the rotorcraft is not able to sustain level flight; or

(2) flying over water beyond gliding distance from land where, in case of critical

engine failure, the gyroplane is not able to sustain level flight; or

(3) flying over water at a distance of land corresponding to more than 10 minutes

flying at normal cruising speed, where, in case of the critical engine failure,

the rotorcraft is able to sustain level flight; or

(4) taking off or landing at an aerodrome/operating site where the take-off or

approach path is over water.

(b) Each life-jacket or equivalent individual flotation device shall be equipped with a

means of electric illumination for the purpose of facilitating the location of persons.

(c) The pilot-in-command of a rotorcraft operated on a flight over water at a distance

from land corresponding to more than 30 minutes flying time at normal cruising

speed or 50 NM, whichever is less, shall determine the risks to survival of the

occupants of the helicopter in the event of a ditching, based on which he or she shall

determine the carriage of:

(1) equipment for making the distress signals;

(2) life-rafts in sufficient numbers to carry all persons on board, stowed so as to

facilitate their ready use in emergency; and

(3) life-saving equipment, to provide the means of sustaining life, as appropriate

to the flight to be undertaken.

(d) The pilot-in-command shall determine the risks to survival of the occupants of the

rotorcraft in the event of a ditching, when deciding if the life-jackets required in

point (a) shall be worn by all occupants.’;

Page 5 of 5

(t) in point NCO.IDE.H.180, the word ‘Helicopters’ is replaced by the word ‘Rotorcraft’;

(u) point NCO.IDE.H.185 is is replaced by the following:

‘NCO.IDE.H.185 All rotorcraft on flights over water – ditching

Rotorcraft flying over water in a hostile environment beyond a distance of 50 NM from

land shall be either of the following:

(a) designed for landing on water in accordance with the relevant certification

specifications;

(b) certified for ditching in accordance with the relevant certification specifications;

(c) fitted with emergency flotation equipment.’

(v) point NCO.IDE.H.190 is replaced by the following:

‘NCO.IDE.H.190 Radio communication equipment

(a) Where required by the airspace being flown, rotorcraft shall be equipped with radio

communication equipment capable of conducting two-way communication with

those aeronautical stations and on those frequencies to meet airspace requirements.

(b) Radio communication equipment, if required by (a), shall provide for

communication on the aeronautical emergency frequency 121,5 MHz.

(c) When more than one communication equipment unit is required, each shall be

independent of the other or others to the extent that a failure in any one will not

result in failure of any other.

(d) When a radio communication system is required, and in addition to the flight crew

interphone system required in NCO.IDE.H.135, rotorcraft shall be equipped with a

transmit button on the flight controls for each required pilot and/or crew member at

his or her working station.’;

(w) in point NCO.IDE.H.200, the word ‘helicopters’ is replaced by the word ‘rotorcraft’;

(y) the following new NCO.SPEC.172 is inserted:

‘NCO.SPEC.172 Performance and operating criteria — gyroplanes

When operating a gyroplane at a height of less than 150 m (500 ft) above a non-congested

area, for operations of gyroplanes that are not able to sustain level flight in the event of a

critical engine failure, the pilot-in-command shall have:

(a) established operational procedures to minimise the consequences of an engine

failure; and

(b) briefed all crew members and task specialists on board on the procedures to be

carried out in the event of a forced landing.’.

Page 1 of 15

Draft Annexes I, II, III and IV

to draft Commission Implementing Regulation (EU) …/… amending Commission Regulation

(EU) No 1178/2011 as regards the introduction of a gyroplane pilot licence

Note:

Text boxes with rationales are inserted only for draft text that was either not part of NPA 2021-

12 or part of that NPA but was significantly updated.

ANNEX I

Annex I (Part-FCL) is amended as follows:

(1) in point FCL.010, the following definition is inserted:

‘“gyroplane” means a heavier-than-air aircraft supported in flight chiefly by one or two non-

engine-driven rotors.’;

(2) point FCL.025 is amended as follows:

(a) in point (b), point (4) is replaced by the following1:

‘(4) If applicants for the issue of a light aircraft pilot licence (LAPL), a private pilot

licence (PPL), a basic instrument rating (BIR) or a gyroplane pilot licence (GPL)

have failed to pass one of the theoretical knowledge examination papers within four

attempts or have failed to pass all papers within the period mentioned in point (b)(2),

they shall retake the complete set of theoretical knowledge examination papers.’;

(b) in point (c)(1), point (i) is replaced by the following:

‘(i) for the issue of a light aircraft pilot licence, a private pilot licence or a gyroplane

pilot licence, for a period of 24 months;’;

Rationale

The introduction of a GPL requires to include a reference to that new licence in point FCL.025,

for consistency.

(3) in point FCL.035(a), a new point (5) is inserted as follows:

‘(5) All hours flown in gyroplanes that fall within the scope of Annex I to Regulation (EU)

2018/1139 and which have a maximum certificated take-off mass of at least 450 kg shall

be credited in full towards completing the 12 hours of flight time and 12 take-offs and

landings in accordance with point FCL.240.G(a) but shall not be credited towards the

requirement in point FCL.240.G(a)(2).’;

1 Text based on the amended text as proposed with Opinion No 05/2023.

Page 2 of 15

Rationale

For consistency with the existing point FCL.035(a)(4), crediting of flight time in ‘Annex I

aircraft’ is proposed to be possible also in the context of the GPL recency requirements.

However, the refresher training as per point FCL.240.G(a)(2) needs to be completed in an

EASA-certified gyroplane, to ensure minimum standards for such training events.

(4) in point FCL.055, point (a) is replaced by the following:

‘(a) General. Aeroplane, helicopter, powered-lift aircraft, airship and gyroplane pilots required

to use the radio telephone shall not exercise the privileges of their licences and ratings

unless they have a language proficiency endorsement on their licence in either in English

or the language used for radio communications involved in the flight. The endorsement

shall indicate the language, the proficiency level and the validity date, and it shall be

obtained in accordance with a procedure established by a competent authority. The

minimum acceptable proficiency level is the operational level (Level 4) in accordance with

Appendix 2 to this Annex.’;

(5) in point FCL.060, the introductory sentence of point (b) is replaced by the following2:

‘(b) Aeroplanes, helicopters, powered-lift aircraft, airships, VTOL-capable aircraft (VCA) and

gyroplanes. A pilot shall not operate an aircraft in commercial air transport or for carrying

passengers:’;

(6) the title of Subpart C is replaced by the following:

‘SUBPART C — PRIVATE PILOT LICENCE (PPL) AND GYROPLANE PILOT LICENCE

(GPL)’;

(7) point FCL.200 is replaced by the following:

‘FCL.200 Minimum age

Applicants for a PPL or a GPL shall be at least 17 years old.’;

Rationale

The introduction of a GPL requires to include a reference to that new licence in point FCL.200,

for consistency.

(8) point FCL.205 is replaced by the following:

‘FCL.205 Conditions

2 Text based on the amended text as proposed with Opinion No 03/2023.

Page 3 of 15

(a) Applicants for the issue of a PPL shall have fulfilled the requirements for the class or type

rating for the aircraft used in the skill test, as established in Subpart H.

(b) Applicants for the issue of a GPL shall have fulfilled the requirements for the class or type

of aircraft used in the skill test.’;

Rationale

Privileges for gyroplane classes and types are proposed to be established along the lines of

class and type privileges for LAPL holders, not constituting ‘ratings’ in terms of Part-FCL,

Subpart H but privileges that are to be maintained through compliance with recency

requirements. Hence, point FCL.205 is proposed to be amended by keeping the current text

(for PPL applicants) in point (a) while adding a new point (b) to outline the conditions for

GPL applicants.

(9) point FCL.210 is replaced by the following:

‘FCL.210 Training course

(a) Applicants for a PPL or a GPL shall complete a training course at an ATO or a DTO.

(b) The course shall include theoretical knowledge and flight instruction appropriate to the

privileges of the PPL or GPL applied for.

(c) Theoretical knowledge instruction and flight instruction may be completed at a DTO or at

an ATO different from the one where applicants have commenced their training.’;

Rationale

The introduction of a GPL requires to include a reference to that new licence in point FCL.210,

for consistency.

(10) in point FCL.215, the introductory phrase is replaced by the following:

‘Applicants for a PPL or a GPL shall demonstrate a level of theoretical knowledge appropriate

to the privileges granted through examinations in the following subjects:’;

Rationale

The introduction of a GPL requires to include a reference to that new licence in point FCL.215,

for consistency.

(11) in point FCL.235, point (a) is replaced by the following:

‘(a) Through the completion of a skill test, applicants for a PPL or a GPL shall demonstrate the

ability to perform as PIC on the appropriate aircraft category the relevant procedures and

manoeuvres with the competency appropriate to the privileges granted.’;

Rationale

Page 4 of 15

The introduction of a GPL requires to include a reference to that new licence in this point

FCL.025, for consistency.

(12) a new Section 5 is added:

‘SECTION 5 — Specific requirements for the GPL

FCL.205.G GPL — Privileges

(a) The privileges of the holder of a GPL are to act as PIC in gyroplanes:

(1) without remuneration in non-commercial operations;

(2) performing the carriage of passengers only when they have completed 10 hours of

flight time as PIC on gyroplanes after the issuance of the licence.

(b) Notwithstanding point (a) above, the holder of a GPL with instructor or examiner

privileges may receive remuneration for:

(1) the provision of flight instruction for the GPL;

(2) the conduct of skill tests and proficiency checks for the GPL;

(3) the training, testing and checking for the ratings and privileges associated with the

instructor’s or examiner’s licence, as applicable.

(c) The exercise of the privileges granted by a GPL shall be dependent upon the compliance

of the licence holder with the applicable recency requirements.

FCL.210.G GPL — Experience requirements and crediting

(a) An applicant for a GPL shall have completed at least 35 hours of flight instruction in

gyroplanes, 5 of which may have been completed in an FSTD, including at least:

(1) 20 hours of dual flight instruction; and

(2) 8 hours of supervised solo flight time, including at least 4 hours of solo cross-

country flight time with at least one cross-country flight of at least 150 km (80 NM),

during which full-stop landings at two aerodromes different from the aerodrome of

departure shall be made.

(b) Crediting. An applicant that holds a pilot licence for another category of aircraft, with the

exception of balloons, shall be credited with 10 % of their total flight time as PIC on such

aircraft up to a maximum of 10 hours. In any case, credits shall not be given for the

requirements of point (a)(2).

(c) Applicants with prior experience as PIC on gyroplanes may receive credits towards the

requirements of point (a). The amount of credit shall be decided by the DTO or the ATO

where the applicant undergoes the training course, on the basis of a pre-entry flight

assessment, but shall in any case not exceed any of the following:

(1) the total flight time as PIC;

(2) 50 % of the hours required in point (a).

Page 5 of 15

In any case, credits shall not be given for the requirements of point (a)(2).

FCL.235.G GPL — Privileges for classes, types and variants of gyroplanes

(a) For the purpose of gyroplane pilot licensing in accordance with this Annex, gyroplanes

shall be categorised into the following class and types:

(1) Single-propeller gyroplane (SPG) class: Single-pilot gyroplanes whose single-

centric propulsion unit is operated by a single thrust control and driven by either of

the following types of engines:

(a) a piston engine system which, if so specified following the certification

process in accordance with Commission Regulation (EU) No 748/2012, may

consist of more than one piston engine;

(b) an electric engine system which, if so specified following the certification

process in accordance with Commission Regulation (EU) No 748/2012, may

consist of more than one electric engine;

(c) if so specified following the certification process in accordance with

Commission Regulation (EU) No 748/2012, a hybrid engine system

consisting of piston and electric engines;

(2) gyroplane types that require privileges for that individual type, as determined

following the certification process in accordance with Commission Regulation (EU)

No 748/2012.

(b) Applicants for a GPL shall be issued with privileges for the class or type of gyroplanes in

which the skill test was taken. In order to extend their privileges to another class or type,

holders of a GPL shall complete, in that other class or type, all of the following:

(1) unless specified otherwise in the operational suitability data established in

accordance with Annex I (Part 21) to Commission Regulation (EU) No 748/2012,

where applicable, 3 hours of flight instruction, including:

(i) 10 dual take-offs and landings; and

(ii) 10 supervised solo take-offs and landings;

(2) a skill test to demonstrate an adequate level of practical skill in the new class or type.

During this skill test, the applicant shall also demonstrate to the examiner an

adequate level of theoretical knowledge for the other class or type in the following

subjects:

(i) operational procedures;

(ii) flight performance and planning;

(iii) aircraft general knowledge.

(c) In order to extend the privileges to another variant within a class or type, the pilot shall

complete differences training or familiarisation. Where applicable, that differences

training or familiarisation shall comply with the operational suitability data established in

accordance with Annex I (Part 21) to Commission Regulation (EU) No 748/2012. The

differences training shall be entered in the pilot’s logbook or into an equivalent record and

be signed by the instructor. When extending the privileges for an SPG class to a variant

Page 6 of 15

with another type of engine, as specified in point (a)(1), the differences training shall

consist of dual flight instruction and theoretical knowledge instruction which shall include,

with regard to that other type of engine and related aircraft systems, at least all of the

following:

(1) operational procedures;

(2) flight performance and planning;

(3) aircraft general knowledge.’;

Rationale

Point (a) of point FCL.235.G is proposed to establish the grouping of gyroplanes into classes

and types. At the moment, all single-pilot gyroplanes with a single propeller (which can be

powered by different engine designs – as the case is for the revised SEP aeroplane class rating,

see Opinion No 05/2023) can be grouped into a class rating, while other (more complex) will

require individual type privileges. This point (a) can be subject to revisions in the future

(introduction of further classes), if necessary.

Subsequently, and inspired by current requirements for class and type privileges for LAPL

holders, a framework for obtaining and extending privileges for classes, types and variants of

gyroplanes is proposed (points (b) and (c) of point FCL.235.G). Following the LAPL

principles (‘privileges’ instead of expiring ‘ratings’) in this regard is deemed to be the most

proportionate solution. Specific minimum requirements for differences training with regard to

different engine types (point (c)) are modelled on the proposals developed under RMT.0678

(see the above-mentioned Opinion) in the context of electrically powered aeroplanes.

FCL.240.G GPL — Recency requirements

(a) Holders of a GPL shall exercise the privileges of their licence in a specific class or type of

gyroplane only if in the last 2 years they have met any of the following conditions as pilots

of gyroplanes in the relevant class or type:

(1) they have completed at least 12 hours of flight time as PIC or flying dual or solo

under the supervision of an instructor, including:

(i) 12 take-offs and landings;

(ii) refresher training of at least 1 hour of total flight time with and to the

satisfaction of an instructor who shall select those flight exercises that allow

the applicant to refresh their competence in safely operating the aircraft and

applying normal, abnormal and emergency procedures;

(2) they have passed a GPL proficiency check with an examiner. The proficiency check

programme shall be based on the skill test for the GPL.

(b) Holders of a GPL with privileges for the SPG class who, in accordance with point

FCL.235.G(c), have extended their privileges to a variant with a different type of engine

as specified in point FCL.235.G(a) shall, if they have not flown that variant within the

Page 7 of 15

preceding 2 years, complete any of the following in that variant, before exercising their

privileges in that variant:

(1) further differences training in accordance with point FCL.235.G(c);

(2) a proficiency check;

(3) refresher training in accordance with point (a)(1)(ii).

(c) The dual flights and the solo flights under supervision as per the introductory phrase of

point (a)(1), the refresher training as per points (a)(1)(ii) and (b)(3), and the proficiency

check as per point (a)(2) and (b)(2) shall be entered in the pilot’s logbook or equivalent

record and shall be signed by the instructor or examiner, as applicable.

Rationale

With regard to the draft presented in NPA 2021-12, the following changes were applied to the

draft rule text:

⎯ In point FCL.205.G(a), the text setting out the privileges of GPL holders was revised to

follow the Part-FCL requirements on PPL privileges. Since the GPL is ‘the only’ Part-

FCL licence for gyroplanes, and considering that GPL holders will be required to hold

a Class 2 aero-medical certificate, limitations on MTOM and number of passengers

(‘LAPL approach’) could be deleted.

⎯ Point FCL.235.G was revised and restructured:

⎯ to more accurately set out the framework for gyroplane classes and type (point

(a));

⎯ to establish consistency with the developments of RMT.0678, regarding variants

with different engine type, such as electric and hybrid engines (point (b)),

rendering thus the gyroplane requirements for future-proof in terms of engine

developments; and

⎯ to clarify the documentation obligations of flights with instructors and examiners

(point (c)).

(13) in point FCL.700, point (a) is replaced by the following:

‘(a) Holders of a pilot licence shall act as pilots of an aircraft only if they have a valid and

appropriate class or type rating, unless any of the following applies:

(1) they exercise the privileges of an LAPL or a GPL;

(2) they take skill tests or proficiency checks for renewal of class or type ratings;

(3) they receive flight instruction;

(4) they hold a flight test rating issued in accordance with point FCL.820.’;

Rationale

Page 8 of 15

Such as LAPL holders, GPL holders will not be subject to Part-FCL, Subpart H. They will not

hold expiring class or type ratings; instead, they will hold privileges for classes and types

which need to be kept ‘alive’ in accordance with recency requirements. Hence, a reference to

the GPL needs to be inserted in point FCL.700(a)(1).

When drafting this amendment to point FCL.700(a)(1), it was identified that the current

introductory phrase of point FCL.700(a) and its points (1) to (4) do not connect well and

consistently with each other. The entire point FCL.700(a) is therefore proposed to be replaced

as shown above (no technical change but wording improved).

(14) point FCL.810 is amended as follows:

(a) point (b) is amended as follows:

(1) point (2) is replaced by the following:

‘(2) completed a training course at a DTO or at an ATO. The course shall be

completed within a period of 6 months and comprise:

(i) 5 hours of theoretical knowledge instruction;

(ii) 10 hours of helicopter dual instrument instruction time; and

(iii) 5 hours of flight time at night, including at least 3 hours of dual

instruction, including at least 1 hour of cross-country navigation and 5

solo night circuits. Each circuit shall include a take-off and a landing.

An applicant that holds or has held an IR in an aeroplane or TMG shall be credited

with 5 hours towards the requirement in point (2)(ii) above.’;

(2) point (3) is deleted;

(b) the following new point (c) is added:

‘(c) Gyroplanes. If the privileges of a GPL are to be exercised in VFR conditions at

night, applicants shall have:

(1) completed at least 50 hours of flight time as pilot in gyroplanes after the issue

of the licence, including at least 20 hours as PIC on gyroplanes and 20 hours

of cross-country flight;

(2) completed a training course at a DTO or at an ATO. The course shall be

completed within a period of 6 months and comprise:

(i) 5 hours of theoretical knowledge instruction;

(ii) 3 hours of gyroplane dual instrument instruction time; and

(iii) 5 hours of flight time at night, including at least 3 hours of dual

instruction, including at least 1 hour of cross-country navigation and

five solo night circuits; each circuit shall include a take-off and a

landing.

An applicant that holds or has held an instrument rating in an aeroplane or a

helicopter shall be credited with 2 hours towards the requirement in point

Page 9 of 15

(2)(ii) above. An applicant that holds a night rating in an aeroplane, helicopter

or TMG shall receive a full credit for the element specified in point (2)(i).’;

Rationale

The text of point FCL.810(c)(3), as presented in NPA 2021-12, was redrafted to be a final (not

numbered) paragraph of point (c)(2), since that text, as a separate point, does not connect well

with the introductory phrase of point (c).

When redrafting, it was identified that the same issue applies to point FCL.800(b)(3). For

consistency with the proposed point (c)(2), the text of the current point (b)(3) is therefore also

redrafted to be a final (not numbered) paragraph of point (b)(2).

(15) in point FCL.905.FI, point (a) is replaced by the following:

‘(a) a PPL, LAPL and GPL in the appropriate aircraft category;’;

Rationale

The introduction of a GPL requires to include a reference to that new licence in point FCL.025,

for consistency.

(16) in point FCL.910.FI(c), the following new point (4) is added:

‘(4) for the FI(G):

(i) 100 hours of flight instruction in gyroplanes and, in addition, has supervised at least

25 solo flights;

(ii) in the case of an FI(G) who also holds an FI(A) or FI(H) certificate and complies

with points (1) or (2), as applicable, 25 hours of flight instruction in gyroplanes and,

in addition, has supervised at least 10 student solo flights.’;

(17) point FCL.915.FI is amended as follows:

(a) the introductory phrase of point (a) is replaced by the following:

‘(a) in the case of the FI(A), FI(H) and FI(G):’;

(b) the following new point (ca) is inserted:

‘(ca) additionally, for the FI(G), have completed at least 150 hours of flight time on

gyroplanes, of which at least 100 hours as PIC.’;

(18) point FCL.930.FI is amended as follows:

(a) in point (b)(3), point (i) is replaced by the following:

Page 10 of 15

‘(i) in the case of an FI(A), (H) and (G), at least 30 hours of flight instruction, of which

25 hours shall be dual flight instruction, of which 5 hours may be conducted in an

FFS, an FNPT I or II, or an FTD 2/3;’;

(b) point (b)(4) is deleted;

(c) point (c) is replaced by the following:

‘(c) Applicants for an FI certificate in another category of aircraft who are holding or

have held an FI(A), (H), (As) or (G) shall be credited with 55 hours towards the

requirement in point (b)(2).’;

(d) the following new points (d) and (e) are added:

(d) Applicants for an FI(G) certificate that hold or have held an FI(A), (H) or (As)

certificate shall be credited with 15 hours towards the requirement in point (b)(3)(i),

of which a maximum of 10 hours shall be a credit towards the dual instruction time.

(e) Applicants for the FI certificate who hold or have held any other instructor

certificate issued in accordance with this Annex shall be deemed to meet the

requirements in point (b)(1).

Rationale

In point (b)(3)(i), a reference to the FI(G) certificate needs to be included, to make this

provision applicable also to FI(G) training courses.

The text of the existing point (b)(4) (55-hour credit for applicants who hold or have held other

FI certificates) does not connect well with the introductory phrase of point (4). Hence, when

adding additional text related to the FI(G), the text of point FCL.930.FI, from point (b)(4)

onwards, is restructured: The existing point (b)(4) is deleted. Instead, new points (c), (d) and

(e) are added. Point (c) contains the text of the previous point (b)(4), complemented with a

reference to the FI(G) certificate. Point (d) is a new point with specific crediting provisions

solely in the context of the FI(G) certificate. Point (e) contains the (unchanged) text of the

previous point (c).

(19) point FCL.940.FI(a) is amended as follows:

(a) in point (1)(i), the following new point (C) is added:

‘(C) in the case of an FI(G), at least 50 hours of flight instruction in gyroplanes as FIs or

as examiners;’;

(b) point (2) is replaced by the following:

‘(2) For at least each alternate revalidation, in the case of FI(A), FI(H) or FI(G), or each

third revalidation, in the case of FI(As), holders of the relevant FI certificate shall

pass an assessment of competence in accordance with point FCL.935.’;

(20) in point FCL.1005.FE, the following new point (d) is added:

Page 11 of 15

‘(d) FE(G). The privileges of an FE for gyroplanes are to conduct skill tests and proficiency

checks for the GPL and for associated privileges for gyroplane classes and types, provided

that the FE has completed at least 500 hours of flight time as a pilot on gyroplanes,

including at least 100 hours of flight instruction, of which up to 40 hours may be flight

instruction conducted as FI(A) or FI(H).’;

Rationale

The privileges and conditions for flight examiners are modelled on existing privileges and

conditions for other examiner certificates in Part-FCL. Based on comments received to NPA

2021-12, the figures for flight time experience have been slightly adapted, compared to the

version as presented in the NPA (page 67), for proportionality.

(21) in point FCL.1005.FIE, point (c) is replaced by the following:

‘(c) FIE(As) and FIE(G). The privileges of an FIE on airships and gyroplanes are to conduct

assessments of competence for the issue, revalidation, or renewal of instructor certificates

in the applicable aircraft category, provided that the relevant instructor certificate is held.’;

(22) in point FCL.1010.FIE, the following new point (d) is added:

‘(d) FIE(G). Applicants for an FIE certificate for gyroplanes shall:

(1) hold an FI(G) instructor certificate;

(2) have completed 1 000 hours of flight time as a pilot on gyroplanes; and

(3) have completed at least 100 hours of flight time instructing applicants for an FI(G)

certificate, In the case of applicants holding a FIE(A) or FIE(H) certificate, this

requirement is reduced to 50 hours.’;

(23) in Appendix 1, Point 1 of Section A is amended as follows:

(a) the heading of Point 1. is replaced by the following:

‘1. LAPL, PPL and GPL’;

(b) the following new point 1.5. is added:

‘1.5. For the issue of a GPL, the holder of a pilot licence for aeroplanes or helicopters in

accordance with this Regulation shall be credited in full towards the theoretical

knowledge instruction and examination requirements in the following subjects:

(a) Air law and ATC procedures,

(b) Human performance,

(c) Meteorology,

(d) Communications,

(e) Navigation.’

Page 12 of 15

Rationale

Appendix 1 to Part-FCL needs to be amended to set out credits for theoretical knowledge

requirements for applicants for a GPL, when already holding an aeroplane or helicopter

licence. Compared to the version presented in NPA 2021-12, references to the subjects

‘Operational procedures’ and ‘Flight performance and planning’ were deleted, since, due to

the specificities of gyroplanes, in these subjects a general credit for aeroplane and helicopter

pilots were identified not to be appropriate. In these subjects, aeroplane and helicopter pilots

would still need to complete gyroplane-specific theoretical knowledge training and

examinations.

Page 13 of 15

ANNEX II

Annex IV (Part-MED) is amended as follows:

In point MED.A.030(c), point (2) is replaced by the following:

‘(2) private pilot licence (PPL) or gyroplane pilot licence (GPL), the pilot shall hold at least a valid

class 2 medical certificate;’.

Page 14 of 15

ANNEX III

Annex VI (Part-ARA) is amended as follows:

In Appendix I, the template following paragraph (c) is amended as follows:

(a) the phrase ‘This licence complies with ICAO standards, except for the LAPL and BIR privileges

or when accompanied by an LAPL medical certificate.’ is replaced by the following:

‘This licence complies with ICAO standards, except for the LAPL, GPL and BIR privileges, or

when accompanied by an LAPL medical certificate.’;

(b) the phrase ‘EASA Form 141 Issue 2’ is replaced by the following:

‘EASA Form 141 Issue 3’.

Page 15 of 15

ANNEX IV

Annex VIII (Part-DTO) is amended as follows:

In point DTO.GEN.110(a), the following new point (5) is inserted:

‘(5) for gyroplanes:

(a) theoretical knowledge instruction for the GPL;

(b) flight instruction for the GPL;

(c) training towards privileges for single-pilot gyroplane classes and types;

(d) training towards night rating.’

EN EN

amending Regulation (EU) No 1178/2011 as regards the introduction of a gyroplane

pilot licence

EUROPEAN

COMMISSION

Brussels, XXX

[…] (2024) XXX draft

COMMISSION IMPLEMENTING REGULATION (EU) …/...

of

EN 1 EN

COMMISSION IMPLEMENTING REGULATION (EU) 202X/xxx

of XXX

amending Regulation (EU) No 1178/2011 as regards

the introduction of a gyroplane pilot licence

THE EUROPEAN COMMISSION,

Having regard to the Treaty on the Functioning of the European Union,

Having regard to Regulation (EU) 2018/1139 of the European Parliament and of the Council

of 4 July 2018 on common rules in the field of civil aviation and establishing a European Union

Aviation Safety Agency, and amending Regulations (EC) No 2111/2005, (EC) No 1008/2008,

(EU) No 996/2010, (EU) No 376/2014 and Directives 2014/30/EU and 2014/53/EU of the

European Parliament and of the Council, and repealing Regulations (EC) No 552/2004 and

(EC) No 216/2008 of the European Parliament and of the Council and Council Regulation

(EEC) No 3922/91 (1), and in particular Articles 23(1) and 27(1) thereof,

Whereas:

(1) Regulation (EU) No 1178/2011 (2) lays down the requirements for pilots who are

involved in the operation of aircraft as specified in points (b)(i) and (ii) of Article 2(1) of

Regulation (EU) 2018/1139.

(2) The ongoing development of gyroplanes that fall within the scope of Regulation (EU)

2018/1139 due to a maximum certificated take-off mass exceeding 600 kg makes it

necessary to include flight crew licensing requirements for gyroplane pilots in Regulation

(EU) No 1178/2011. Since the development of a comprehensive framework for

commercial gyroplane operation will take more time, for the time being such

requirements should address non-commercial pilot privileges only.

(3) The new European regulatory framework for gyroplane flight crew licensing should,

where possible, consider standards and best practices established in national gyroplane

licensing requirements and should also provide for credits for holders of national

gyroplane pilot licences, when seeking a European gyroplane pilot licence.

(4) To support the implementation of European gyroplane flight crew licensing requirements

and especially the qualification of the first European gyroplane instructors, for a limited

period of time and under certain conditions it should be possible for applicants for a

European gyroplane pilot licence and associated ratings and certificates to receive credits

on the basis of a credit report, provided that they hold, or have commenced training for

the issue of, the relevant national gyroplane licence and associated ratings or certificates.

(1) OJ L 212, 22.8.2018, p. 1

(2) Commission Regulation (EU) No 1178/2011 of 3 November 2011 laying down technical requirements and

administrative procedures related to civil aviation aircrew pursuant to Regulation (EC) No 216/2008 of the

European Parliament and of the Council (OJ L 311, 25.11.2011, p. 1).

EN 2 EN

(5) Holders of European gyroplane pilot licences should, for non-commercial operation

without remuneration, be required to hold the same aero-medical certificate as private

pilots for other aircraft categories in accordance with Regulation (EU) No 1178/2011.

(6) The requirements for competent authorities and training organisations need to be adapted,

where necessary to include training and licensing for gyroplane pilots.

(7) The amendments are based on Opinion No 04/2024 (3) of the European Union Aviation

Safety Agency in accordance with Article 75(2), point (b), and Article 76(1) of

Regulation (EU) 2018/1139.

(8) The measures provided for in this Regulation are in accordance with the opinion of the

committee established in accordance with Article 127(1) of Regulation (EU) 2018/1139.

HAS ADOPTED THIS REGULATION:

Article 1

Commission Regulation (EU) No 1178/2011 is amended as follows:

(1) in Article 4, paragraph 2 is replaced by the following:

‘2. Non-JAR-compliant licences including any associated ratings, certificates,

authorisations and/or qualifications issued or recognised by a Member State before

the applicability of this Regulation shall be converted into Part-FCL licences by

the Member State that issued the licence. By way of derogation from this

paragraph, in the case of gyroplane pilot licences, Article 4g shall apply.’;

Rationale

By adding a second sentence to Article 4(2), it is clarified that a national gyroplane

licence cannot simply converted via a conversion report. Applicants for a Part-FCL

gyroplane licence who already hold a national gyroplane licence issued by a Member

State may receive credits only in accordance with Article 4g (see below).

(2) after Article 4f, the following Article 4g is inserted:

‘Article 4g

Specific requirements for applicants for a gyroplane pilot licence

(a) Until [3 years after the applicability date of this amending Regulation xxx/yyyy],

applicants who hold a gyroplane pilot licence and associated ratings and certificates

that were issued in accordance with national gyroplane flight crew licensing

requirements, or who commenced training in accordance with such requirements,

(3) https://www.easa.europa.eu/document-library/opinions

EN 3 EN

shall receive credits for the purpose of being issued with a gyroplane pilot licence

and associated ratings and certificates in accordance with this Regulation, on the

basis of a credit report established by a Member State in consultation with EASA.

The credit report shall comply with Article 9(3).

(b) When establishing a credit report in accordance with paragraph (a), Member States

shall:

(1) solely grant credits for flight time that applicants completed in gyroplanes

that have a maximum take-off mass of at least 450 kg;

(2) for the purpose of issuing a gyroplane pilot licence in accordance with this

Regulation, solely grant credits the amount of which does not exceed the

credit that may have been granted in accordance with point FCL.210.G(c) of

Annex I to this Regulation. In such cases, applicants shall complete the

additional flight training at an approved training organisation (ATO) or at a

declared training organisation (DTO) in a gyroplane that has been certified

in accordance with Regulation (EU) 2018/1139 and the implementing and

delegated acts adopted on the basis thereof, before being recommended by

the ATO or the DTO for the skill test.’;

Rationale

The text as presented in NPA 2021-12 was revised and restructured, for better

readability and to clarify the applicability of this Article to both applicants who hold

a national gyroplane pilot licence and those who have commenced but not yet

completed training in accordance with national gyroplane licensing requirements.

Also, the MTOM limit of 500 kg was lowered to 450 kg, since such a lowered MTOM

limit would still ensure flight characteristics that are comparable to an ‘EASA

gyroplane’ with a greater MTOM limit, and, unlike the 500-kg limit, the 450-kg limit

would ensure that a sufficient number of nationally certified gyroplanes would fall

under this transitional provision.

(3) Annex I (Part-FCL) is amended in accordance with Annex I to this Regulation.

(4) Annex IV (Part-MED) is amended in accordance with Annex II to this Regulation.

(5) Annex VI (Part-ARA) is amended in accordance with Annex III to this Regulation.

(6) Annex VIII (Part-DTO) is amended in accordance with Annex IV to this Regulation.

Article 2

This Regulation shall enter into force on the twentieth day following that of its publication in

the Official Journal of the European Union.

EN 4 EN

It shall apply from [date of entry into force plus 6 months].

This Regulation shall be binding in its entirety and directly applicable in all Member

States.

Done at Brussels,

For the Commission

The President

[…]

EN EN

amending Regulation (EU) No 1321/2014 as regards the establishment of a regulatory

framework with continuing airworthiness requirements for non-conventional aircraft

EUROPEAN COMMISSION

Brussels, XXX […] (2024) XXX draft

COMMISSION IMPLEMENTING REGULATION (EU) …/...

of

EN 1 EN

COMMISSION IMPLEMENTING REGULATION (EU) …/...

of XXX

amending Regulation (EU) No 1321/2014 as regards the establishment of a regulatory

framework with continuing airworthiness requirements for non-conventional aircraft

THE EUROPEAN COMMISSION,

Having regard to the Treaty on the Functioning of the European Union,

Having regard to Regulation (EU) 2018/1139 of the European Parliament and of the Council of

4 July 2018 on common rules in the field of civil aviation and establishing a European Union

Aviation Safety Agency, and amending Regulations (EC) No 2111/2005, (EC) No 1008/2008,

(EU) No 996/2010, (EU) No 376/2014 and Directives 2014/30/EU and 2014/53/EU of the

European Parliament and of the Council, and repealing Regulations (EC) No 552/2004 and

(EC) No 216/2008 of the European Parliament and of the Council and Council Regulation

(EEC) No 3922/91 (1), and in particular Article 17(1) thereof,

Whereas:

(1) Commission Regulation (EU) No 1321/2014 (2) lays down the requirements for the

continuing airworthiness of aircraft, including the qualifications and licences of the

personnel responsible for the release to service of products after maintenance.

(2) It is sometimes explicit to which aircraft category a particular requirement applies,

considering often only the following aircraft categories: aeroplane, helicopter or

rotorcraft, glider, balloon, and airship.

(3) There are some non-conventional aircraft, being mostly new industrial developments, the

so-called new air mobility aircraft, that do not fit in any of the above-mentioned aircraft

categories and therefore are not addressed in the Regulation. This results in legal

uncertainty about whether certain elements of the current regulatory framework are

applicable to them. In addition, there lacks adequate consideration, for instance, to

provide certain alleviation that could apply to them by similarity with aircraft with a

comparable safety risk and which are already addressed in the Regulation.

(4) Similarly, there are regulatory gaps stemming from the fact that the Regulation is

sometimes prescriptive on the aircraft power plant, only considering piston and turbine

engines as power plants for aeroplanes and helicopters. This is not in line with new

industrial developments that consider other power plants, such as electrical engines or

hybrid ones.

(5) Regulation (EU) No 1321/2014 should therefore be amended to address existing

regulatory gaps, by proposing requirements that address any current or future aircraft

developments and their power plants.

(1) OJ L 212, 22.8.2018, p. 1.

(2) Commission Regulation (EU) No 1321/2014 of 26 November 2014 on the continuing airworthiness of aircraft

and aeronautical products, parts and appliances, and on the approval of organisations and personnel involved

in these tasks (OJ L 362, 17.12.2014, p. 1).

EN 2 EN

(6) The amendments are based on Opinion No 04/2024 (3) of the European Union Aviation

Safety Agency in accordance with Article 75(2), point (b), and Article 76(1) of Regulation

(EU) 2018/1139.

(7) The measures provided for in this Regulation are in accordance with the opinion of the

committee established in accordance with Article 127(1) of Regulation (EU) 2018/1139,

HAS ADOPTED THIS REGULATION:

Article 1

Regulation (EU) No 1321/2014 is amended as follows:

(1) Article 2 is amended as follows:

(a) the first sentence is replaced by the following:

‘For the purposes of this Regulation, the following definitions shall apply:’;

(b) point (u) is replaced by the following:

‘(u) ‘complex motor-powered aircraft’ means:

(i) an aeroplane:

— with a maximum certified take-off mass exceeding 5 700 kg, or

— certified for a maximum passenger seating configuration of more

than 19, or

— certified for operation with a minimum crew of at least two pilots,

or

— equipped with (a) turbojet engine(s) or more than one turboprop

engine, or

(ii) a helicopter certified:

— for a maximum take-off mass exceeding 3 175 kg, or

— for a maximum passenger seating configuration of more than

nine, or

— for operation with a minimum crew of at least two pilots, or

(iii) a non-conventional aircraft certified:

— for a maximum take-off mass exceeding 5 700 kg, or

— for a maximum take-off mass exceeding 3 175 kg if it can

maintain zero horizontal speed in flight, or

— for a maximum passenger seating configuration of more than

nine.’;

(c) the following points (v), (w), (x) and (y) are added:

‘(v) ‘aeroplane’ means an engine-driven fixed-wing aircraft heavier than air that

is supported in flight by the dynamic reaction of the air against its wings;

(3) https://www.easa.europa.eu/document-library/opinions

EN 3 EN

(w) ‘rotorcraft’ means a power-driven, heavier-than-air aircraft that depends principally

for its support in flight on the lift generated by up to two rotors;

(x) ‘helicopter’ means a type of rotorcraft supported in flight chiefly by the reactions

of the air on up to two power-driven rotors on substantially vertical axes;

(y) ‘non-conventional aircraft’ means an aircraft other than an aeroplane, helicopter,

sailplane, balloon or airship.’;

(2) in Article 3, paragraphs (2) and (3) are replaced by the following:

‘(2) The requirements of Annex Vb (Part-ML) shall apply to the following other than

complex motor-powered aircraft:

(a) aeroplanes of 2 730 kg maximum take-off mass or less;

(b) helicopters of 1 200 kg maximum take-off mass or less, certified for a

maximum of up to four occupants;`

(c) other ELA2 aircraft;

(d) non-conventional aircraft with a maximum take-off mass of:

(i) 1 200 kg or less if they can maintain zero horizontal speed in flight, or

(ii) 2 730 kg or less for other than those in point (i).

Where an aircraft referred to in points (a), (b), (c) and (d) of the first subparagraph

is listed in the air operator certificate of an air carrier licensed in accordance with

Regulation (EC) No 1008/2008, the requirements of Annex I (Part-M) shall apply.

(3) In order to be listed in the air operator certificate of an air carrier licensed in

accordance with Regulation (EC) No 1008/2008, an aircraft referred to in points

(a), (b), (c) and (d) of the first subparagraph of paragraph 2 shall comply with all of

the following requirements:

(a) its aircraft maintenance programme has been approved by the competent

authority in accordance with point M.A.302 of Annex I (Part-M);

(b) due maintenance required by the maintenance programme referred to in point

(a) has been performed and certified in accordance with point 145.A.48 and

145.A.50 of Annex II (Part-145);

(c) an airworthiness review has been performed and a new airworthiness review

certificate has been issued in accordance with point M.A.901 of Annex I

(Part-M).’;

(3) the following paragraph (8) is added to Article 5:

‘8. By derogation from points 66.A.3(1)(b) and 66.A.45(a), until [3 years after entry

into force], an aeroplane with electric power plant and MTOM below 5 700 kg can

be endorsed in a licence with subcategory B1.1 or B1.2 when:

— the licence holder has at least 6 months of maintenance experience on aircraft

covered by the licence (sub)category within the last 24 months;

— the aeroplane being endorsed is not the first aeroplane endorsed for the

relevant (sub)category; and

— the licence holder has followed aircraft type training in accordance with

Appendix III to Annex III (Part-66) or followed the procedure described in

66.A.45(da)’.

EN 4 EN

(4) Annex I (Part-M), Annex II (Part-145), Annex III (Part-66), Annex IV (Part-147), Annex

Vb (Part-ML) and Annex Vd (Part-CAO) are amended in accordance with Annexes I to

VI to this Regulation.

Article 2

This Regulation shall enter into force on the twentieth day following that of its publication in

the Official Journal of the European Union.

This Regulation shall be binding in its entirety and directly applicable in all Member

States.

Done at Brussels,

For the Commission

The President

[…]

EN EN

amending Regulation (EU) No 965/2012 as regards non-commercial operations

conducted in visual flight rules conditions with gyroplanes

EN EN

COMMISSION IMPLEMENTING REGULATION (EU) …/...

of XXX

amending Regulation (EU) No 965/2012 as regards non-commercial operations conducted in

visual flight rules conditions with gyroplanes

THE EUROPEAN COMMISSION,

Having regard to the Treaty on the Functioning of the European Union,

Having regard to Regulation (EU) 2018/1139 of the European Parliament and of the Council of 4 July

2018 on common rules in the field of civil aviation and establishing an European Union Aviation

Safety Agency, and amending Regulations (EC) No 2111/2005, (EC) No 1008/2008, (EU) No

996/2010, (EU) No 376/2014 and Directives 2014/30/EU and 2014/53/EU of the European

Parliament and of the Council, and repealing Regulations (EC) No 552/2004 and (EC) No 216/2008

of the European Parliament and of the Council and Council Regulation (EEC) No 3922/91 (1), and in

particular Article 31(1)(a) thereof,

Whereas:

(1) Regulation (EU) No 965/2012 ( 2 ) lays down technical requirements and administrative

procedures related to air operations of aircraft as set out in Regulation (EU) 2018/1139.

(2) There is an ongoing development of gyroplanes with a maximum take-off mass exceeding 600

kg that fall within the scope of Regulation (EU) 2018/1139. It is expected that these non-

complex aircraft will be involved in non-commercial operations conducted conducted in visual

flight rules (VFR) conditions.

(3) Regulation (EU) No 965/2012 should be amended to ensure that there are suitable and

appropriate European rules for the safe operation of gyroplanes.

(4) The European Union Aviation Safety Agency prepared a draft implementing act and submitted

it to the European Commission with Opinion No 04/2024 in accordance with Article 76(1) of

Regulation (EU) 2018/1139.

(5) The measures provided for in this Regulation are in accordance with the opinion of the

committee established in accordance with Article 127 of Regulation (EU) 2018/1139,

HAS ADOPTED THIS REGULATION:

Article 1

Regulation (EU) No 965/2012 is amended as follows:

(1) in Article 1, the word ‘helicopters’ in paragraph 1 is replaced by the word ‘rotorcraft’;

(1) OJ L 212, 22.8.2018, p. 1.

(2) Commission Regulation (EU) No 965/2012 of 5 October 2012 laying down technical requirements and administrative

procedures related to air operations pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the

Council (OJ L 296, 25.10.2012, p. 1).

EN EN

(2) in Article 2, the following point (12) is added:

‘(12) ‘‘gyroplane’’ means a heavier-than-air aircraft supported in flight by the reactions of the

air on one or two rotors which rotate freely on substantially vertical axes.’;

(3) in Article 5, the following paragraph 4a is inserted:

‘4a. Operators of gyroplanes involved in non-commercial operations conducted in visual flight

rules conditions shall operate the aircraft in accordance with the provisions set out in Annex

VII.’;

(4) in Article 5(b), in point (b) the word ‘helicopters’ is replaced by the word ‘rotorcraft’;

(5) in Article 6(3), in points (a) and (b) the word ‘helicopters’ is replaced by the word ‘rotorcraft’;

(6) in Article 6, the introductory sentence of paragraph 4a is replaced by the following:

‘4a. By way of derogation from Articles 5(1) and (6), the following operations with other-

than-complex motor-powered aeroplanes and helicopters, and with gyroplanes, may be

conducted in accordance with Annex VII:’;

(7) Annex I (Definitions for terms used in Annexes II to VIII) and Annex VII (Part-NCO) are

amended in accordance with the Annex to this Regulation.

Article 2

Entry into force and applicability

This Regulation shall enter into force on the twentieth day following that of its publication in the

Official Journal of the European Union.

It shall apply from [x months after the date of entry into force].

This Regulation shall be binding in its entirety and directly applicable in all Member States.

Done at Brussels,

For the Commission

The President

[…]

European Union Aviation Safety Agency

Opinion No 04/2024 in accordance with Article 76(1) of Regulation (EU) 2018/1139

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New air mobility Continuing airworthiness rules for electric- and hybrid-propulsion aircraft

and other non-conventional aircraft (Subtask 1)

Gyroplanes: flight crew licensing for private pilot licences and non-commercial operations conducted in visual flight rules by day and by night (Subtask 2)

RMT.0731 — SUBTASKS 1 & 2

EXECUTIVE SUMMARY

The objective of this Opinion is to support the development of new technologies and non-conventional aircraft, as well as the competitiveness of the EU industry in this regard.

The current common European regulatory framework for civil aviation safety, as established by Regulation (EU) 2018/1139, was initially designed for conventional aeroplanes, helicopters, balloons, airships and sailplanes, and assumes that propulsion is mostly provided by piston or turbine engines using fossil fuel. The introduction of new technologies and air transport concepts requires that regulatory framework to be redesigned.

This Opinion proposes amendments to Annexes I (Part-M), II (Part-145), III (Part-66), IV (Part-147), Vb (Part-ML) and Vd (Part-CAO) to Commission Regulation (EU) No 1321/2014 to address the regulatory gaps identified regarding non-conventional aircraft (i.e. aircraft other than aeroplanes, helicopters, balloons, airships and sailplanes) or aeroplanes or helicopters with a power plant other than a piston engine or turbine, e.g. where existing requirements are unnecessarily explicit regarding the list of aircraft categories or power plants considered. Further, new Part-66 training and experience requirements are proposed that would entitle privileges for the maintenance of these aircraft. Finally, it proposes to remove the existing alleviation using a piston engine as a discriminant of a simple aircraft to make the regulation more technology-agnostic.

Furthermore, new requirements are proposed for gyroplanes regarding flight crew licensing (Annex I (Part-FCL) to Commission Regulation (EU) No 1178/2011) and non-commercial operations (NCO) (Annexes I (Definitions) and VII (Part-NCO) to Commission Regulation (EU) No 965/2012) with gyroplanes conducted in visual flight rules by day and by night. According to Regulation (EU) 2018/1139, gyroplanes with a maximum take-off mass (MTOM) of more than 600 kg or with more than two seats fall within the scope of the common European rules in the field of civil aviation. However, there is a lack of suitable and appropriate European rules for the operation of such gyroplanes. This hinders both their introduction and operation, and the competitiveness of the EU industry that develops such gyroplanes.

WORKING METHOD(S)

Development Impact assessment(s) Consultation

Related documents / information — ToR RMT.0731 - New air mobility | EASA (europa.eu)

— NPA 2021-12 - New air mobility | Subtask 2 — Gyroplanes

— NPA 2021-15 - New air mobility | Subtask 1 — Continuing airworthiness rules

— CRD 2021-12; CRD 2021-15 (Comment Response Documents | EASA (europa.eu))

PLANNING MILESTONES: Refer to the latest edition of EPAS Volume II.

REGULATIONS TO BE AMENDED Regulations (EU) Nos 1321/2014, 1178/2011 and 965/2012

ED DECISIONS TO BE AMENDED/ISSUED n/a

AFFECTED STAKEHOLDERS

National competent authorities; Part-145, Part-147, Part-CAMO and Part-CAO approved organisations, holders of licences issued under Part-66, type-certificate holders, and applicants for any of these approvals/licences/certificates; pilots; flight instructors; flight examiners; air operators; training organisations for gyroplanes

Subtask 1 & 2: by EASA with external support Light NPA — Public

European Union Aviation Safety Agency Opinion No 04/2024

Table of contents

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Table of contents

1. About this Opinion ................................................................................................................ 4

1.1. How this regulatory material was developed .......................................................................... 4

1.2. Structure of the explanatory note to this Opinion ................................................................... 5

1.3. The next steps .......................................................................................................................... 5

2. Continuing airworthiness rules for electric- and hybrid-propulsion aircraft and other non- conventional aircraft (Subtask 1) | In summary — why and what .................................................. 7

2.1. Why we need to act — issue/rationale .................................................................................... 7

2.1.1. Description of the issue ..................................................................................................... 7 2.1.2. Who is affected by the issue ............................................................................................. 8 2.1.3. How could the issue evolve ............................................................................................... 8

2.2. What we want to achieve — objectives ................................................................................... 8

2.3. How we want to achieve it — overview of the amendments .................................................. 8

2.4. What are the stakeholders’ views .......................................................................................... 10

2.4.1. General ............................................................................................................................ 10 2.4.2. Main comments received on NPA 2021-15 .................................................................... 10 2.4.3. MAB advice sought in accordance with Article 6(9) of the Rulemaking Procedure ....... 11

2.5. Other relevant information .................................................................................................... 11

3. Gyroplanes: flight crew licensing for private pilot licences and non-commercial operations conducted in visual flight rules by day and by night (Subtask 2) | In summary — why and what ... 12

3.1. Why we need to act — issue/rationale .................................................................................. 12

3.1.1. Description of the issue ................................................................................................... 12 3.1.2. Who is affected by the issue ........................................................................................... 13 3.1.3. How could the issue evolve ............................................................................................. 13

3.2. What we want to achieve — objectives ................................................................................. 13

3.3. How we want to achieve it — overview of the amendments ................................................ 13

3.3.1. Highlights of the gyroplane specificities in the proposed regulation ............................. 14 3.3.2. Legal basis ....................................................................................................................... 17

3.4. What are the stakeholders’ views .......................................................................................... 17

3.4.1. General ............................................................................................................................ 17 3.4.2. Main comments received on NPA 2021-12 .................................................................... 18 3.4.3. MAB advice sought in accordance with Article 6(9) of the Rulemaking Procedure ....... 20

4. What are the expected benefits and drawbacks of the regulatory material ........................... 22

4.1. Continuing airworthiness rules for electric- and hybrid-propulsion aircraft and other non- conventional aircraft ......................................................................................................................... 22

4.2. Gyroplanes: flight crew licensing for private pilot licences and non-commercial operations conducted in visual flight rules by day and by night ......................................................................... 23

5. Proposed regulatory material — Continuing airworthiness rules for electric- and hybrid- propulsion aircraft and other non-conventional aircraft .............................................................. 26

6. Proposed regulatory material — Gyroplanes: flight crew licensing for private pilot licences and non-commercial operations conducted in visual flight rules by day and by night.......................... 27

European Union Aviation Safety Agency Opinion No 04/2024

Table of contents

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7. Monitoring and evaluation .................................................................................................. 28

7.1. Continuing airworthiness rules for electric- and hybrid-propulsion aircraft and other non- conventional aircraft ......................................................................................................................... 28

7.2. Gyroplanes: flight crew licensing for private pilot licences and non-commercial operations conducted in visual flight rules by day and by night ......................................................................... 28

8. Proposed actions to support implementation ...................................................................... 29

8.1. Continuing airworthiness rules for electric- and hybrid-propulsion aircraft and other non- conventional aircraft ......................................................................................................................... 29

8.2. Gyroplanes: flight crew licensing for private pilot licences and non-commercial operations conducted in visual flight rules by day and by night ......................................................................... 29

European Union Aviation Safety Agency Opinion No 04/2024

1. About this Opinion

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1. About this Opinion

1.1. How this regulatory material was developed

The European Union Aviation Safety Agency (EASA) identified the need to support the introduction

and development of new technologies and air transport concepts (from multimodal to autonomous

vehicles) for electric- and hybrid-propulsion aircraft and other non-conventional aircraft, and

identified as well the lack of a suitable European regulatory framework for the operation of

gyroplanes. The issue is further described in Chapters 2 and 3.

EASA, after having assessed the impacts of the possible intervention actions and having consulted

those assessments with its Advisory Bodies, identified rulemaking as the necessary and appropriate

intervention action.

This rulemaking activity is included in the 2024 edition of Volume II of the European Plan for Aviation

Safety (EPAS)1 under Rulemaking Task (RMT).0731:

Subtask 1: continuing airworthiness rules for electric- and hybrid-propulsion aircraft and other non-

conventional aircraft,

Subtask 2: gyroplanes: flight crew licensing for private pilot licences and non-commercial operations

conducted in visual flight rules by day and by night.

EASA developed the regulatory material in question in line with Regulation (EU) 2018/11392 (the Basic

Regulation) and the Rulemaking Procedure3, as well as in accordance with the objectives and working

methods described in the Terms of Reference (ToR)4 for this RMT.

Regarding Subtask 1, EASA developed the regulatory material taking also into account advice from the

Member States’ Advisory Body (MAB).

Regarding Subtask 2, EASA developed the regulatory material in question with the support of external

experts, including support from a national competent authority (NCA), which provided the necessary

input as regards gyroplane-related expertise.

The draft regulatory material was publicly consulted in accordance with the ToR for this RMT as

detailed below:

— Subtask 1: NPA 2021-155, publicly consulted from 21 December 2021 until 4 April 2022.

1 European Plan for Aviation Safety (EPAS) 2024 - 13th edition | EASA (europa.eu) 2 Regulation (EU) 2018/1139 of the European Parliament and of the Council of 4 July 2018 on common rules in the field of

civil aviation and establishing a European Union Aviation Safety Agency, and amending Regulations (EC) No 2111/2005, (EC) No 1008/2008, (EU) No 996/2010, (EU) No 376/2014 and Directives 2014/30/EU and 2014/53/EU of the European Parliament and of the Council, and repealing Regulations (EC) No 552/2004 and (EC) No 216/2008 of the European Parliament and of the Council and Council Regulation (EEC) No 3922/91 (OJ L 212, 22.8.2018, p. 1) (http://data.europa.eu/eli/reg/2018/1139/oj).

3 EASA MB Decision No 01-2022 on the Rulemaking Procedure, repealing MB Decision 18-2015 (by written procedure) | EASA (europa.eu)

4 ToR RMT.0731 - New air mobility | EASA (europa.eu) 5 NPA 2021-15 - New air mobility | Subtask 1 — Continuing airworthiness (CAW) rules for electric and hybrid propulsion

aircraft and other non-conventional aircraft | EASA (europa.eu)

European Union Aviation Safety Agency Opinion No 04/2024

1. About this Opinion

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— Subtask 2: NPA 2021-126, publicly consulted from 15 November 2021 until 28 January 2022.

Comments were received from interested parties, including NCAs, aircraft manufacturers, pilots, and

operators. EASA reviewed the comments received during the public consultations and duly considered

them for the preparation of the regulatory material presented in this Opinion. Particularly for Subtask

1, EASA organised focused meetings to discuss some of the comments received during the public

consultation, as an additional source of input to prepare this Opinion.

Information on the associated draft AMC and GM in respect of Subtask 1: Following stakeholder

feedback received during the public consultation of NPA 2021-15, EASA had to make some significant

changes to the proposed requirements for which the proposed associated AMC and GM had to be

adapted. Therefore, EASA plans to launch a focused consultation with Member States on the amended

AMC and GM. The draft AMC and GM will be made available before the draft implementing regulation

is tabled for adoption.

EASA published the draft AMC and GM for Subtask 2 which are intended to be issued to support the

application of the draft Commission Implementing Regulation proposed in this Opinion.

1.2. Structure of the explanatory note to this Opinion

This Opinion contains proposals for two very different subjects:

— Subtask 1: Continuing airworthiness rules for electric- and hybrid-propulsion aircraft and other

non-conventional aircraft.

— Subtask 2: Gyroplanes: flight crew licensing for private pilot licences and non-commercial

operations conducted in visual flight rules by day and by night.

Despite not being easily identifiable from the title of Subtask 1, it also covers gyroplanes when it comes

to continuing airworthiness requirements for ‘other non-conventional aircraft’. Therefore, gyroplane

operations are fully covered with Subtask 1 and Subtask 2.

The explanatory part of this Opinion contains a dedicated chapter per subtask to describe why EASA

decided to propose regulatory amendments (i.e. Chapter 2 for Subtask 1, and Chapter 3 for

Subtask 2).

In Chapter 4, the expected benefits and drawbacks of the proposals stemming from both subtasks are

described, divided into two sections, one per subtask.

Chapter 5 contains the proposed regulatory material for Subtask 1, and Chapter 6 contains the

proposed regulatory material for Subtask 2.

Chapters 7 ‘Monitoring and evaluation’, 8 ‘Proposed actions to support implementation’ and

9 ‘References’ are again divided into two sections each, one per subtask.

1.3. The next steps

The Opinion is submitted to the European Commission which, based on the Opinion’s content, shall

decide whether to adopt the proposed amendments to the EU regulations.

6 NPA 2021-12 - New air mobility | Subtask 2 — Gyroplanes: Flight crew licensing for private pilot licences and non-

commercial operations conducted in visual flight rules by day and by night | EASA (europa.eu)

European Union Aviation Safety Agency Opinion No 04/2024

1. About this Opinion

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In parallel with the European Commission’s adoption process, EASA will continue working on the

development of the associated draft AMC and GM. EASA will adapt, as necessary, the draft AMC and

GM to the potential changes that may be introduced in the final text of the subject EU regulations

during the adoption process. The Decision containing the associated final AMC and GM will be

published by EASA following the publication of the subject draft implementing regulation by the

European Commission and its publication in the Official Journal of the European Union. When issuing

the associated Decision, EASA will also provide feedback to the commentators and information to the

public on who engaged in the process and/or provided comments on the draft AMC and GM during

the consultation, which comments were received, how such engagement and/or consultation was

used in rulemaking, and how comments were considered.

European Union Aviation Safety Agency Opinion No 04/2024

2. Continuing airworthiness rules for electric- and hybrid-propulsion aircraft and other non-conventional aircraft (Subtask 1)

In summary — why and what

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2. Continuing airworthiness rules for electric- and hybrid-propulsion aircraft

and other non-conventional aircraft (Subtask 1) | In summary — why and

what

2.1. Why we need to act — issue/rationale

Existing continuing airworthiness requirements are not suited for non-conventional aircraft (i.e.

aircraft other than aeroplanes, helicopters, balloons, airships, sailplanes) or aircraft using non-

conventional propulsion (e.g. other than piston or turbine engines), most likely because non-

conventional aircraft were not considered when the requirements were developed. Some recent

industry projects for new aircraft fall into the non-conventional category (aircraft and/or power

plants).

2.1.1. Description of the issue

Continuing airworthiness requirements are sometimes too prescriptive and, in some cases, they apply

to conventional aircraft while making no reference whatsoever to non-conventional aircraft.

Therefore, the requirements are not fit for non-conventional aircraft. The situation is similar as regards

aircraft power plants as, in most cases, only piston engines and turbines are covered in the

requirements.

Also, the definition of ‘complex motor-powered aircraft’ (CMPA), which is used as a discriminant to

identify aircraft subject to Part-M, includes ‘tilt-rotor aircraft’. The definition of 'CMPA' implies that all

tilt-rotor aircraft are subject to Part-M, regardless of how big or complex they are.

A different situation arises in certain scenarios for which the requirements provide for alleviation

intended to be applicable for small aircraft. Often, the alleviation is introduced by referring to ‘… in

the case of piston-engine aircraft …’ or similar formulation. This scenario does not cater for other

simple aircraft that may not have a piston-engine power plant and that could also qualify for the same

alleviation, resulting in a disadvantaged situation. A similar case to this one is, for instance, the

definition of aircraft subject to Part-ML.

Lastly, the licensing system of Part-66 caters again, for certain privileges, only for conventional aircraft

or aircraft with piston engine/turbine as power plant (conventional power plant). Different licence

categories are established for each of those aircraft. For non-conventional aircraft there are no

defined aircraft maintenance licence (AML) subcategories and, therefore, the current subcategories

do not permit the release to service of certain maintenance work performed on aircraft that are not

addressed in any of the existing subcategories/privileges (for more information on this, please refer

to Chapter 4 ‘Impact assessment (IA)’ of NPA 2021-157).

The first aircraft for which it was identified that the requirements were not totally suitable (identified

regulatory gap) was the electric variant of Pipistrel Virus SW121, a small aeroplane with an electric

battery and engine as a power plant, that obtained an EASA Type Certificate for the electric variant

(Virus SW 128) in June 2020. For this aircraft, some Members States granted an exemption in

7 NPA 2021-15 - New air mobility | Subtask 1 — Continuing airworthiness (CAW) rules for electric and hybrid propulsion

aircraft and other non-conventional aircraft | EASA (europa.eu)

European Union Aviation Safety Agency Opinion No 04/2024

2. Continuing airworthiness rules for electric- and hybrid-propulsion aircraft and other non-conventional aircraft (Subtask 1)

In summary — why and what

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accordance with Article 71 ‘Flexibility provisions’ of the Basic Regulation, allowing users to derogate

from compliance with certain applicable requirements while imposing on them some mitigating

measures tailored to a small electric aeroplane.

2.1.2. Who is affected by the issue

Any person or organisation, authorities included, that shall apply the continuing airworthiness rules in

respect of new air mobility aircraft are impacted by the issue.

2.1.3. How could the issue evolve

As existing continuing airworthiness rules do not apply to non-conventional aircraft, not proposing

rules that would cater for these aircraft would imply a situation of legal uncertainty for those aircraft

and the stakeholders concerned. Operations with such aircraft would only be allowed as an exemption

to the rule, if and when permitted under the Basic Regulation framework for exemptions.

2.2. What we want to achieve — objectives

The overall objectives of the EASA system are defined in Article 1 of the Basic Regulation. The

proposals contained in this Opinion are expected to contribute to achieving the overall objectives by

addressing the issues described in Section 2.1.

The specific objective of this Opinion is to establish the necessary legal framework in order to:

— ensure the continuing airworthiness of non-conventional aircraft and of aircraft with non-

conventional power plants in instances where regulatory gaps have been identified;

— more generally, support the development of new technologies;

— ensure a smooth and flexible transition of AML holders in the current licence subcategories to

obtain certification privileges for the maintenance of non-conventional aircraft; and

— support the competitiveness of the EU industry in this regard.

The above-mentioned legal framework is expected to provide for a level playing field while

maintaining a high uniform level of civil aviation safety in the Union.

2.3. How we want to achieve it — overview of the amendments

It is proposed to close the gaps that currently exist in Commission Regulation (EU) No 1321/20148 (the

CAW Regulation), which pose compliance difficulties in relation to the management of manned

aircraft which are not conventional or have a power plant other than a piston engine or a turbine:

where the requirement is explicit regarding certain aircraft categories or power plants, but it does not

consider non-conventional aircraft or aircraft with non-conventional power plants — for instance,

when defining permitted ratings for organisation approvals — the proposal is to amend the

requirement to also refer to these aircraft / power plants. This proposal would not have any negative

impact since the applicable requirements would not be specific to these aircraft.

8 Commission Regulation (EU) No 1321/2014 of 26 November 2014 on the continuing airworthiness of aircraft and

aeronautical products, parts and appliances, and on the approval of organisations and personnel involved in these tasks (OJ L 362, 17.12.2014, p. 1) (http://data.europa.eu/eli/reg/2014/1321/oj).

European Union Aviation Safety Agency Opinion No 04/2024

2. Continuing airworthiness rules for electric- and hybrid-propulsion aircraft and other non-conventional aircraft (Subtask 1)

In summary — why and what

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Furthermore, EASA has assessed the existing alleviation in the requirements applicable to piston-

engine aircraft and considered whether such alleviation should be extended to other small/simple

aircraft with other power plants due to the lower risk entailed. Certain amendments are proposed

accordingly.

Also, the proposal caters for the consistent use of the terms ‘helicopter’ and ‘rotorcraft’ across the

regulation by mainly using the term ‘helicopter’, except in some areas for which the term ‘rotorcraft’

is appropriate. Part-66 licences in category B1 are also affected by the term used. Contrary to what it

was proposed in NPA 2021-15, the B1.3 and B1.4 licence subcategories shall relate to ‘helicopters’.

This was discussed based on the comments received during the NPA public consultation and the

decision was to not amend the Basic Knowledge Syllabus for obtaining these licences.

Lastly, regarding the maintenance licensing system (Part-66), this Opinion proposes amendments to

Part-66 that would permit licence holders to obtain certification privileges for the release to service

of maintenance of conventional aircraft with an electric power plant and of any non-conventional

aircraft. Two different strategies are proposed: one for small aeroplanes with an electric power plant

and another one for non-conventional aircraft. For more details, please see Section 4.1 and the

proposed amending text in Chapter 5.

In the context of aiming to achieve all the above, there is also the intention to not affect the applicable

processes and requirements when aiming to obtain a licence for an aircraft already covered by the

applicable rules.

Note: Considering that, as per Article 4(4) of the CAW Regulation, organisations approved in

accordance with Subpart F or Subpart G of Annex I (Part-M) to that Regulation ceased to exist

after 24 March 2022, this Opinion does not propose amendments to these Subparts or to any

other point that only affects these Subparts.

Legal basis

Article 17(1)(b) and (d) of the Basic Regulation empowers the Commission to adopt implementing acts

laying down detailed provisions concerning the rules and procedures for the issuing of approvals to

organisations responsible for the maintenance and continuing airworthiness of aircraft and

organisations involved in the training of personnel and for the issuing of licences of personnel

responsible for the release of an aircraft after maintenance.

European Union Aviation Safety Agency Opinion No 04/2024

2. Continuing airworthiness rules for electric- and hybrid-propulsion aircraft and other non-conventional aircraft (Subtask 1)

In summary — why and what

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2.4. What are the stakeholders’ views

2.4.1. General

EASA sought stakeholders’ views on the draft regulatory material via the public consultation of

NPA 2021-15. 418 comments from 41 commentators were received.

The commentators are grouped as follows:

Category Number of commentators Number of comments

Industry 13 115

Individuals 4 22

Associations 12 128

National competent authorities 12 153

Total 41 418

The comments provided were placed on the following NPA chapters:

NPA 2021-15 Number of comments

‘General’ and Chapters 1 and 2 67

CAW rules (Chapter 3) 326 Other (Chapters 4 to 8) 25

Total 418

2.4.2. Main comments received on NPA 2021-15

(a) As explained in the NPA, the objective of the proposed amendments was to close the identified

regulatory gaps by means of technology-agnostic proposals while ensuring that already

regulated stakeholders would not be undesirably affected. This led to grammatically complex

sentences; for instance, in points M.A.201 and ML.A.201 and the corresponding GM. Many

commentators stated that the proposal is very hard to follow, and asked for simplification.

At the Opinion stage, the proposal is simplified through the introduction of new

terms/definitions and the use of simpler sentences.

(b) To avoid overcomplicating Part-66 aircraft licence categories, the MAB requested the creation

of only one new licence, i.e. the B1.E licence, in order to cover any electric aeroplane and

rotorcraft. This concept has been very much contested by the NPA commentators since to cover

such a wide scope of aircraft types, the basic syllabus proposed in the NPA for the B1.E licence

subcategory covered all systems of both aeroplanes and rotorcraft (resulting also in the

duration of the corresponding training being too long). Commentators considered this as going

in the wrong direction. After further focused discussions with some NPA commentators, the

concept has now been revised and the new B1.E licence proposed with the Opinion is limited

to small electric aeroplanes only. As regards obtaining a Part-66 licence suitable for other

European Union Aviation Safety Agency Opinion No 04/2024

2. Continuing airworthiness rules for electric- and hybrid-propulsion aircraft and other non-conventional aircraft (Subtask 1)

In summary — why and what

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electric aircraft, an existing licence category shall be used, together with the corresponding type

rating endorsement, as it is currently required for any Group 1 aircraft.

CRD 2021-15, containing the comments received during the consultation and how EASA reacted

to them, is expected to be published shortly after the publication of this Opinion.

2.4.3. MAB advice sought in accordance with Article 6(9) of the Rulemaking Procedure

After consideration of the comments to the NPA and subsequently adapting the strategy for the new

requirements, EASA sought again the advice of the MAB, in accordance with Article 6(9) of MB

Decision No 01-20229, with regard to potentially and/or substantially divergent Member State views

on the matter.

Member States did not have comments on the main principles that were presented to the MAB.

The proposed detailed text was developed considering the input from representatives from the

German and French NCAs.

2.5. Other relevant information

Please, note that since the public consultation of the proposed amendments through NPA 2021-15,

Commission Implementing Regulation (EU) 2023/98910 and ED Decision 2023/019/R11 have been

published and used as the basis for the amendments put forward in this Opinion. Therefore, the basis

for the proposed amendments contained in NPA 2021-15 and in this Opinion differs.

9 EASA MB Decision No 01-2022 on the Rulemaking Procedure, repealing MB Decision 18-2015 (by written procedure) |

EASA (europa.eu) 10 Commission Implementing Regulation (EU) 2023/989 of 22 May 2023 amending Regulation (EU) No 1321/2014 on the

continuing airworthiness of aircraft and aeronautical products, parts and appliances, and on the approval of organisations and personnel involved in these tasks, and correcting that Regulation (OJ L 135, 23.5.2023, p. 53) (http://data.europa.eu/eli/reg_impl/2023/989/oj).

11 ED Decision 2023/019/R - Review of Part-66 | New training methods and new teaching technologies | EASA (europa.eu)

European Union Aviation Safety Agency Opinion No 04/2024

3. Gyroplanes: flight crew licensing for private pilot licences and non-commercial operations conducted in visual flight rules by day and by night (Subtask 2)

In summary — why and what

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3. Gyroplanes: flight crew licensing for private pilot licences and non-

commercial operations conducted in visual flight rules by day and by night

(Subtask 2) | In summary — why and what

3.1. Why we need to act — issue/rationale

3.1.1. Description of the issue

According to the Basic Regulation, gyroplanes12 with a maximum take-off mass (MTOM) of more than

600 kg or that have more than two seats fall within the scope of the common European rules in the

field of civil aviation13. Single- and two-seater gyroplanes with a MTOM not exceeding 600 kg are still

regulated by national rules.

The airworthiness of the design of gyroplanes that fall within the scope of the common European rules

may be certified according to Commission Regulation (EU) No 748/201214, but no suitable rules exist

in the following domains:

— Aircrew (Commission Regulation (EU) No 1178/2011 (the Aircrew Regulation)15), and

— Air Operations (Commission Regulation (EU) No 965/2012 (the Air OPS Regulation)16).

Note 1: Where no suitable rules exist in the Continuing Airworthiness (CAW) domain, this is

addressed by Subtask 1 (see Chapter 2).

Note 2: The regulatory proposal is an enabler for the market development of gyroplanes with a

MTOM of more than 600 kg or with more than two seats. EASA is currently in the process of

issuing an EASA type certificate (TC) to the PAL-V gyroplane manufacturer17. The applicant

targets for a TC by Q4/2025.

As it is difficult to estimate what could be the market size of such a gyroplane type under the Basic

Regulation, some very high-level information is provided on the number of pilots that fly single- and

two-seater gyroplanes with a MTOM not exceeding 600 kg. According to the information provided by

10 EASA Member States in 2019, approximately 3 000 pilots who are trained by approximately

300 flight instructors fly a gyroplane under national rules in those countries.

12 ‘Gyroplane’ means a heavier-than-air aircraft that is supported in flight chiefly by one or more non-engine-driven rotors. 13 Gyroplanes fell within the scope of Annex II to Regulation (EC) No 1592/2002 (the ‘first Basic Regulation’). When said

Regulation was repealed and replaced by Regulation (EC) No 216/2008, Annex II excluded gyroplanes with a MTOM of less than 560 kg. According to point 1(f) of Annex I to the current Basic Regulation, single- and two-seater gyroplanes with a MTOM not exceeding 600 kg are not subject to that Regulation. Such aircraft have to comply with the applicable national rules of the respective Member States (MSs).

14 Commission Regulation (EU) No 748/2012 of 3 August 2012 laying down implementing rules for the airworthiness and environmental certification of aircraft and related products, parts and appliances, as well as for the certification of design and production organisations (recast) (OJ L 224, 21.8.2012, p. 1) (http://data.europa.eu/eli/reg/2012/748/oj).

15 Commission Regulation (EU) No 1178/2011 of 3 November 2011 laying down technical requirements and administrative procedures related to civil aviation aircrew pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the Council (OJ L 311, 25.11.2011, p. 1) (http://data.europa.eu/eli/reg/2011/1178/oj).

16 Commission Regulation (EU) No 965/2012 of 5 October 2012 laying down technical requirements and administrative procedures related to air operations pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the Council (OJ L 296, 25.10.2012, p. 1) (http://data.europa.eu/eli/reg/2012/965/oj).

17 https://www.pal-v.com/

European Union Aviation Safety Agency Opinion No 04/2024

3. Gyroplanes: flight crew licensing for private pilot licences and non-commercial operations conducted in visual flight rules by day and by night (Subtask 2)

In summary — why and what

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No comprehensive data is available at global level; however, the gyroplane training industry started

in 2013 a collaboration project known as ‘The International Association of Professional Gyroplane

Training’ (IAPGT)18. In 2023, there were 4 619 members (pilots and flight instructors) from 122

countries. The IAPGT has strongly supported the development of the FCL requirements with regard to

gyroplanes.

3.1.2. Who is affected by the issue

The affected stakeholders are manufacturers, pilots, flight instructors, flight examiners, air operators,

training organisations for gyroplanes, and NCAs.

3.1.3. How could the issue evolve

The lack of suitable European rules for the operation of gyroplanes with a MTOM of more than 600 kg

and with more than two seats hinders their introduction and operation, thus hindering the

development and competitiveness of the EU industry that is willing to develop such gyroplanes.

3.2. What we want to achieve — objectives

The overall objectives of the EASA system are defined in Article 1 of the Basic Regulation. This Opinion

will contribute to the achievement of the overall objectives by addressing the issues outlined in

Section 3.1.

The specific objectives of this Opinion are to:

— more generally, support the development of new technologies and non-conventional aircraft;

— establish the necessary legal framework by introducing rules for flight crew licensing and for the

operation of gyroplanes, thereby ensuring a uniform application of the essential requirements

of the Basic Regulation; and

— support the competitiveness of the EU industry in this regard.

3.3. How we want to achieve it — overview of the amendments

For the introduction of common European requirements for the very first time into the Aircrew and

the Air OPS Regulations, which will specifically apply to gyroplanes, a two-step approach is followed,

according to market needs:

(a) The scope of this Opinion is limited to non-commercial air operations in VFR Day/Night, and the

corresponding aircrew requirements for private pilots.

(b) When the need arises, the scope of the Aircrew and the Air OPS Regulations may be extended

later to include also commercial air operations with gyroplanes.

Section 2.3 ‘How we want to achieve it — overview of the proposed amendments’ of NPA 2021-12

gave an overview of the amendments proposed in this Opinion and how they are intended to achieve

the objectives described above. In addition, this overview is complemented below with an overview

18 https://www.iapgt.org/

European Union Aviation Safety Agency Opinion No 04/2024

3. Gyroplanes: flight crew licensing for private pilot licences and non-commercial operations conducted in visual flight rules by day and by night (Subtask 2)

In summary — why and what

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of the amendments proposed and which were introduced following the public consultation of that

NPA.

This Opinion proposes new requirements for aircrews regarding private pilot licences (PPL) for

gyroplanes and non-commercial air operations (NCO) in VFR Day/Night.

Since today operations with gyroplanes are not addressed by the Aircrew and the Air OPS Regulations,

a full set of new requirements has to be developed. However, a gyroplane is a well-known type of

aircraft that combines aeroplane and helicopter characteristics. In addition, it has characteristics that

are specific only to gyroplanes.

Therefore, the approach was, firstly, to define the existing pilot licencing and NCO aeroplane and

helicopter requirements which are also relevant to gyroplanes and secondly to develop gyroplane-

specific requirements.

When developing the operational requirements, the approach was to introduce into the Air OPS

Regulation a definition for ‘rotorcraft’, encompassing both helicopters and gyroplanes. This allows to

have minimal changes by replacing ‘helicopter’ with ‘rotorcraft’ in most of the cases.

3.3.1. Highlights of the gyroplane specificities in the proposed regulation

3.3.1.1 The Aircrew Regulation

3.3.1.1.1 Licensing scheme

At the NPA stage (Section 2.3.1 ‘General approach’), when developing the proposal for the private

pilot licence (gyroplane) (PPL(G)), the intention was to align with the PPL(A/H) considering that a

gyroplane is an aircraft that uses the same airfields and the same airspace as aeroplanes and

helicopters. This would also enable the drafting of the CPL(G) requirements when the need would

arise in the future. The minimum amount of 45 training hours was chosen to be in line with the training

requirements for the PPL(A/H). However, several commentators highlighted that too demanding

training hours’ requirements, which would not be proportionate for the gyroplane pilot needs, would

result in pilots not being willing to fly gyroplanes.

After the review of the comments, it has been decided to apply the balloon pilot licence (BPL)

principles when establishing the requirements for the gyroplane pilot licence (GPL) for leisure/private

operations.

To summarise:

— Create a GPL within Part-FCL Subpart C — Private Pilot Licence.

— Keep the training syllabus as is, in line with the widely established industry standard. This will

facilitate the conversion from national licences (based on the industry standard) into EU licences

through conversion reports.

— Establish a requirement for the GPL training course to include at least 30 hours of flight

instruction, in relation to the 30 exercises included in the GPL training syllabus (at AMC level)

and considering the positive experience gained with that syllabus under national regulations;

this would be an adequate standard for future leisure pilots.

European Union Aviation Safety Agency Opinion No 04/2024

3. Gyroplanes: flight crew licensing for private pilot licences and non-commercial operations conducted in visual flight rules by day and by night (Subtask 2)

In summary — why and what

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— Use the system of recency used for the light aircraft pilot licence (LAPL) instead of a limited

duration of the licence with expiring ratings.

— Use the Class 2 medical certificate as intended for the BPL and the sailplane pilot licence (SPL)

and set out in NPA 2021-12.

A GPL keeps open the possibility to add further requirements to acquire commercial privileges as is

the case with the BPL, without creating an additional CPL(G). The straightforward route from private

to commercial pilot can be catered for with a minimum of additional regulation and within a single

licence.

3.3.1.1.2 MTOM, transitional period and credit hours

The transitional measures of the proposed Article 4g, as presented in this Opinion, are intended to

expand the pool of available training aircraft in the introductory phase of Part-FCL gyroplane

requirements. By this, flight instructors and flight examiners will be able to faster gain Part-FCL

gyroplane training, testing and checking experience, which is important in the context of points

FCL.900(b)(2) and FCL.1000(b)(2).

After reviewing the comments on the MTOM limit in the NPA phase, there is only a marginal change

made. In order to expand the pool of available training aircraft in the introductory phase of Part-FCL

gyroplane requirements, it was agreed to decrease the MTOM limit from 500 kg to 450 kg as a criterion

for gyroplanes that would fall within the scope of the proposed Article 4g. This marginal change

enables more training aircraft to be used according to Article 4g while ensuring that, also in the

implementation phase of Part-FCL gyroplane requirements, training will be conducted solely on

gyroplanes whose MTOM ensures characteristics similar to gyroplanes that fall within the scope of the

Basic Regulation (i.e. gyroplanes above 600 kg or with more than two seats).

3.3.1.1.3 Operational procedures and flight performance and planning

In Section 2.3.2.1 ‘The Aircrew Regulation’ of the NPA, in the paragraph on ‘Theoretical exam

questions’, differences were identified between the PPL(A) and the PPL(H) as regards the theoretical

exam on ‘operational procedures’ and ‘flight performance and planning’. However, these differences

do not apply to gyroplanes, and in the NPA the assumption was that either the aeroplane or the

helicopter exams on these subjects could be completed for obtaining a GPL.

Based on the comments received on the NPA and the decision to implement a GPL scheme,

stakeholders pointed out that although the actual learning objectives are common for both aeroplanes

and helicopters, there is a difference in the way they are presented in the training material for

aeroplanes and helicopters; for instance, the diagrams and terminology are different. It would,

therefore, be appropriate to have gyroplane-specific diagrams in both the training material and the

exams. With this in mind, it was considered that having dedicated gyroplane-specific versions would

be beneficial and would prevent that student pilots get confused. It would also mean that student

pilots would no longer have to learn the additional items specific to aeroplanes or helicopters that are

not relevant to gyroplanes.

3.3.1.1.4 Privileges for gyroplane classes and types

European Union Aviation Safety Agency Opinion No 04/2024

3. Gyroplanes: flight crew licensing for private pilot licences and non-commercial operations conducted in visual flight rules by day and by night (Subtask 2)

In summary — why and what

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This was a pending item in the NPA, which is now proposed to be addressed as follows: new Part-FCL

requirements for gyroplanes will address privileges for both gyroplane classes and types (‘privileges’

instead of ‘ratings’, as is the case for the LAPL), since today it cannot yet be fully anticipated whether

class privileges will be appropriate to cover all future gyroplane developments. For the introduction

of gyroplane flight crew licensing requirements in Part-FCL, it is proposed to establish the following

categorisation:

(a) class privileges for single-propeller gyroplanes whose single centric propulsion unit may be

powered by different engine designs (consistency with the redefinition of the SEP aeroplane

class as proposed with Opinion No 05/202319; and

(b) type privileges for other gyroplanes, as determined during the certification process in

accordance with the CAW Regulation.

3.3.1.1.5 Deferred applicability date

A deferred applicability date of 1 year is proposed to allow Member States and NCAs to prepare for the implementation of the new FCL requirements, especially due to the time it takes to adapt related IT systems to the new type of licence (i.e. the GPL).

3.3.1.2 The Air OPS Regulation and non-commercial air operations in VFR Day/Night

3.3.1.2.1 Gyroplane-specific requirement

There is a proposed amendment to the Air OPS Regulation regarding a gyroplane-specific

requirement, i.e. point NCO.SPEC.172 ‘Performance and operating criteria — gyroplanes’.

When operating a gyroplane at a height lower than 150 m (500 ft) above a non-congested area, for

the operation of a gyroplane that is not able to sustain level flight in the event of a critical engine

failure, the pilot-in-command will have to establish operational procedures and brief crew members

in the event of a forced landing.

3.3.1.2.2 Designation for requirements in SUBPART D ‘INSTRUMENTS, DATA AND EQUIPMENT’ of Part-NCO

As regards the scope of SUBPART D ‘INSTRUMENTS, DATA AND EQUIPMENT’ of Part-NCO, and

following the public consultation of NPA 2021-12, the vast majority of the commentators agreed with

the NPA proposal, i.e. to keep the designation unchanged by keeping ‘H’ for helicopter instead of

replacing it with ‘R’ for rotorcraft, even though, in running text, ‘helicopter’ is replaced by ‘rotorcraft’.

Example:

‘NCO.IDE.H.100 Instruments and equipment — general’, instead of replacing it by ‘NCO.IDE.R.100 …’

Besides, where relevant, the term ‘helicopter’ has been changed to ‘rotorcraft’ which makes the

requirements applicable to helicopters and gyroplanes. When a requirement is only applicable to

gyroplanes, this is clearly indicated in the text.

19 Opinion No 05/2023 - Cruise relief co-pilots | Regular update of flight crew licensing and medical requirements | Better

flight crew licensing requirements for general aviation | EASA (europa.eu)

European Union Aviation Safety Agency Opinion No 04/2024

3. Gyroplanes: flight crew licensing for private pilot licences and non-commercial operations conducted in visual flight rules by day and by night (Subtask 2)

In summary — why and what

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This is done to minimise the impact of the amendments on helicopter operators — that is, by avoiding

the need to update references in procedures and manuals.

3.3.1.2.3 Definition of ‘rotorcraft’

The definition of ‘rotorcraft’ is the one proposed in Commission Implementing Regulation 2024/111120

amending the Air OPS Regulation: ‘rotorcraft’ means a power-driven, heavier-than-air aircraft that

depends principally for its support in flight on the lift generated by up to two rotors.)

3.3.2. Legal basis

Article 23(1)(a) of the Basic Regulation empowers the Commission to adopt, in compliance with the

essential requirements on aircrew set out in Annex IV to that Regulation, implementing acts laying

down detailed provisions concerning the different categories of pilot licences and associated ratings

and certificates.

Article 31(1)(a) of the Basic Regulation empowers the Commission to adopt implementing acts laying

down detailed provisions concerning the specific rules and procedures for the operation of aircraft in

compliance with the essential requirements contained in Annex V to that Regulation.

3.4. What are the stakeholders’ views

3.4.1. General

EASA sought stakeholders’ views on the draft regulatory material via the public consultation of

NPA 2021-12.

151 comments from 18 commentators were received. The commentators are grouped as follows:

Category Number of

commentators

Number of

comments

Industry — organisations represented in the SAB 2 5

Industry — other organisations 3 12

Individuals 4 32

National competent authorities 9 102

Total 18 151

The comments provided were submitted on the following sections:

NPA 2021-12 Number of comments

General (Chapters 1 and 2) 43

FCL rules (Section 3.1) 89

20 Commission Implementing Regulation (EU) 2024/1111 of 10 April 2024 amending Regulation (EU) No 1178/2011,

Implementing Regulation (EU) No 923/2012, Regulation (EU) No 965/2012 and Implementing Regulation (EU) 2017/373, as regards the establishment of requirements for the operation of manned aircraft with a vertical take-off and landing capability (OJ L, 2024/1111, 23.5.2024) (http://data.europa.eu/eli/reg_impl/2024/1111/oj).

European Union Aviation Safety Agency Opinion No 04/2024

3. Gyroplanes: flight crew licensing for private pilot licences and non-commercial operations conducted in visual flight rules by day and by night (Subtask 2)

In summary — why and what

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Air OPS rules (Section 3.2) 14 Other (Chapters 5 and 7) 5

Total 151

3.4.2. Main comments received on NPA 2021-12

The following is a summary of the main subjects of interest for the commentators and the related

EASA views and actions. For the individual responses to the comments received on NPA 2021-12 and

more detailed conclusions, please refer to Comment-Response Document (CRD) 2021-1221.

Overall, the commentators supported the proposal to introduce into the FCL and the Air OPS

Regulations requirements for non-commercial operations with gyroplanes. Their comments helped

fine-tune the draft regulatory proposal.

The majority of the comments were on the FCL rules with proposals to revise the NPA approach aiming

at establishing a PPL(G) type of licence and the conditions for a transitional period to facilitate the

conversion of existing national licences into the European licensing scheme for gyroplanes with a

MTOM of more than 600 kg or with more than two seats.

Licensing scheme

Commentators expressed concerns about the lack of proportionate FCL requirements if the PPL(G) is

implemented, as proposed in NPA 2021-12, e.g. the draft point FCL.210.G ‘PPL(G) — Experience

requirements and crediting’ establishing a total amount of 45 flight hours for the PPL(G).

Instead of the PPL(G), they proposed to use the LAPL scheme or the BPL/SPL scheme for gyroplanes,

similarly to the approach taken for balloon or sailplane operations with proportionate requirements

for such leisure activities with the possibility to also address commercial needs with additional

requirements when the need for commercial operations with gyroplanes arises.

EASA reviewed these comments and proposed to implement the GPL, as explained in Section 3.3.1.1.1.

This means, for instance, that the new point FCL.210.G ‘GPL — Experience requirements and crediting’

requires a total amount of 35 hours flight instruction instead of the previously proposed

45 hours.

MTOM, transitional period and credit hours

Several commentators highlighted the risk that the proposed requirements could not enable an

adequate pool of instructors and aircraft to train student pilots in gyroplanes that fall within the scope

of the Basic Regulation.

They indicated that the MTOM limit during the proposed transitional period should be below 500 kg

as proposed in the NPA. The proposals were very diverse as regards the MTOM. EASA decided, for

safety reasons, to agree on the use of gyroplanes with a minimum MTOM of 450 kg during the

transitional period.

Reference to Article 4g is made in Section 3.3.1.1.2 ‘MTOM, transitional period and credit hours’ to

address these comments and to facilitate the transition to the FCL requirements for gyroplanes.

21 Comment Response Documents | EASA (europa.eu)

European Union Aviation Safety Agency Opinion No 04/2024

3. Gyroplanes: flight crew licensing for private pilot licences and non-commercial operations conducted in visual flight rules by day and by night (Subtask 2)

In summary — why and what

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According to Article 4g, credits are granted for training that was completed under national training

requirements in nationally certified gyroplanes (having at least a MTOM of 450 kg to ensure similarity

to the MTOM limit as per the Basic Regulation). Through such credits, the required remaining training

hours in a gyroplane that falls within the scope of the Basic Regulation (as part of a Part-FCL training

course) may be reduced. This is expected to lead to greater availability of training aircraft in the

introductory phase as:

— Student pilots that wish to make use of Article 4g may receive credit based on training hours completed on gyroplanes with a MTOM between 450 kg and below 600 kg in accordance with national training requirements for gyroplanes;

— this will limit the remaining training hours on a gyroplane that falls within the scope of the Basic Regulation.

Theoretical exam on ‘operational procedures’ and ‘flight performance and planning’

Several commentators also pointed out that the theoretical exam on ‘operational procedures’ and

‘flight performance and planning’ cannot be addressed through either the aeroplane or the helicopter

training because the difference with gyroplane operations is significant. As indicated in

Section 3.3.1.1.3, student pilots will no longer have to learn the additional items specific to aeroplanes

or helicopters that are not relevant to gyroplanes.

This means that there is a total of four topics for theoretical exam questions with significant

differences compared to the theoretical exam questions for aeroplanes and helicopters: