Regulation (EU) No 965/2012 AIROPS : Air Operations
NCO.GEN.100 Competent authority - Regulation (EU) 2019/1384
- The competent authority shall be the authority designated by the Member State where the
aircraft is registered.
- If the aircraft is registered in a third country, the competent authority shall be the
authority designated by the Member State where the operator has its principal place of
business, is established or is residing.
GM1 NCO.GEN.100(b) Competent authority - ED Decision 2019/019/R
DETERMINING THE PLACE WHERE AN OPERATOR IS RESIDING
For the purpose of Regulation (EU) No 965/2012, the concept of ‘place where the operator is
residing’ is mainly addressed to a natural person.
The place where the operator resides is the place where the operator complies with his or her
Several criteria can be used to help determining a person’s place of residence. These
include, for example:
- the duration of a person’s presence on the territory of the countries concerned;
- the person’s family status and ties;
- the person’s housing situation and how permanent it is;
- the place where the person pursues professional or non-profit activities;
- the characteristics of the person’s professional activity;
- the Member State where the person resides for taxation purposes.
NCO.GEN.101 Means of compliance - Regulation (EU) No 800/2013
Alternative means of compliance to those adopted by the Agency may be used by an operator to
establish compliance with Regulation (EC) No 216/2008 and its Implementing Rules.
NCO.GEN.103 Introductory flights - Regulation (EU) 2018/1975
Introductory flights referred to in Article 6(4a)(c) of this Regulation when conducted in
accordance with this Annex, shall:
- start and end at the same aerodrome or operating site;
- be operated under VFR by day;
- be overseen by a nominated person responsible for their safety; and
- comply with any other conditions stipulated by the competent authority.
NCO.GEN.104 Use of aircraft included in an AOC by an NCO operator - Regulation (EU)
- An NCO operator may use other than complex motor-powered aircraft listed on an operator's
AOC to conduct non-commercial operations in accordance with this Annex.
- The NCO operator using the aircraft in accordance with point (a) shall establish a
- clearly describing how operational control of the aircraft is transferred between
AOC holder and the NCO operator, as referred to in point ORO.GEN.310 of Annex III;
- describing the handover procedure of the aircraft upon its return to the AOC holder.
That procedure shall be included in a contract between the AOC holder and the NCO
The NCO operator shall ensure that the procedure is communicated to the relevant
- The continuing airworthiness of the aircraft used pursuant to point (a) shall be managed by
organisation responsible for the continuing airworthiness for the aircraft included in the
AOC, in accordance with Regulation (EU) No 1321/2014.
- The NCO operator using the aircraft in accordance with point (a) shall ensure the
- that every flight conducted under its operational control is recorded in the
technical log system;
- that no changes to the aircraft systems or configuration are made;
- that any defect or technical malfunction occurring while the aircraft is under its
operational control is reported to the organisation referred to in point (c)
after the flight;
- that the AOC holder receives a copy of any occurrence report related to the flights
performed with the aircraft, completed in accordance with Regulation (EU) No
and Regulation (EU) 2015/1018.
AMC1 NCO.GEN.104 Use of aircraft included in an AOC by an NCO operator - ED
RESPONSIBILITIES OF THE NCO OPERATOR
The operator using the aircraft included in an AOC for operations performed in accordance
with Part-NCO should describe the following elements in its procedure required in
- the way in which the shifting of operational control is communicated, including how,
when and to whom the information is communicated;
- the means to ensure that the relevant personnel are instructed on the following:
- to contact the organisation responsible for the management of continuing
airworthiness of the aircraft of the AOC holder (CAMO or CAO) for any defect or
technical malfunction which occurs before or during the operation.
The information about any defect or malfunction should be transmitted to the
CAMO/CAO of the AOC holder before the aircraft is used for the next flight. The
information should be confirmed by the entries in the aircraft technical log
- to report any occurrence in accordance with the applicable rules and the
- the way in which the operator deals with failures and defects identified before the
GM1 NCO.GEN.104 Use of aircraft included in an AOC by an NCO operator - ED
As per SPO.GEN.005(b), operators performing non-commercial specialised operations with other
than complex motor-powered aircraft will comply with Annex VII (Part-NCO). Thus, such
operators are also covered by NCO.GEN.104.
GM1 NCO.GEN.104(c) Use of aircraft included in an AOC by an NCO operator -
ED Decision 2019/019/R
CONTINUING AIRWORTHINESS MANAGEMENT
In accordance with Annex I (Part-M) and Annex Vb (Part-ML) to Regulation (EU) No 1321/2014,
the management of the continuing airworthiness of the aircraft by the CAMO/CAO of the AOC
holder means that the NCO operator has established a written contract as per Appendix I to
Part-M or Appendix I to Part-ML with this CAMO/CAO.
NCO.GEN.105 Pilot-in-command responsibilities and authority - Regulation (EU)
- The pilot-in-command shall be responsible for:
- the safety of the aircraft and of all crew members, passengers and cargo on board
aircraft operations as referred to in 1.c of Annex IV to Regulation (EC) No
- the initiation, continuation, termination or diversion of a flight in the interest
- ensuring that all operational procedures and checklists are complied with as
in 1.b of Annex IV to Regulation (EC) No 216/2008;
- only commencing a flight if he/she is satisfied that all operational limitations
referred to in 2.a.3 of Annex IV to Regulation (EC) No 216/2008 are complied with,
- the aircraft is airworthy;
- the aircraft is duly registered;
- instruments and equipment required for the execution of that flight are
the aircraft and are operative, unless operation with inoperative equipment
permitted by the minimum equipment list (MEL) or equivalent document, if
as provided for in points NCO.IDE.A.105 or NCO.IDE.H.105;
- the mass of the aircraft and the centre of gravity location are such that
can be conducted within limits prescribed in the airworthiness
- all equipment, baggage and cargo are properly loaded and secured and an
evacuation remains possible;
- the aircraft operating limitations as specified in the aircraft flight
will not be exceeded at any time during the flight; and
- any navigational database required for PBN is suitable and current;
- not commencing a flight if he/she is incapacitated from performing duties by any
such as injury, sickness, fatigue or the effects of any psychoactive substance;
- not continuing a flight beyond the nearest weather-permissible aerodrome or
site when his/her capacity to perform duties is significantly reduced from causes
as fatigue, sickness or lack of oxygen;
- deciding on acceptance of the aircraft with unserviceabilities in accordance with
configuration deviation list (CDL) or minimum equipment list (MEL), as applicable;
- recording utilisation data and all known or suspected defects in the aircraft at the
termination of the flight, or series of flights, in the aircraft technical log or
journey log for the aircraft.
- The pilot-in-command shall ensure that during critical phases of flight or whenever deemed
necessary in the interest of safety, all crew members are seated at their assigned stations
and do not perform any activities other than those required for the safe operation of the
- The pilot-in-command shall have the authority to refuse carriage of or disembark any person,
baggage or cargo that may represent a potential hazard to the safety of the aircraft or its
- The pilot-in-command shall, as soon as possible, report to the appropriate air traffic
services (ATS) unit any hazardous weather or flight conditions encountered that are likely
to affect the safety of other aircraft.
- The pilot-in-command shall, in an emergency situation that requires immediate decision and
action, take any action he/she considers necessary under the circumstances in accordance
with 7.d of Annex IV to Regulation (EC) No 216/2008. In such cases he/she may deviate from
rules, operational procedures and methods in the interest of safety.
- During flight, the pilot-in-command shall:
- keep his/her safety belt fastened while at his/her station; and
- remain at the controls of the aircraft at all times except if another pilot is
- The pilot-in-command shall submit a report of an act of unlawful interference without delay
to the competent authority and shall inform the designated local authority.
- The pilot-in-command shall notify the nearest appropriate authority by the quickest
available means of any accident involving the aircraft that results in serious injury or
death of any person or substantial damage to the aircraft or property.
AMC1 NCO.GEN.105 Pilot-in-command responsibilities and authority - ED
FLIGHT PREPARATION FOR PBN OPERATIONS
- The pilot-in-command should ensure that RNAV 1, RNAV 2, RNP 1, RNP 2, and RNP APCH
routes or procedures to be used for the intended flight, including for any alternate
aerodromes, are selectable from the navigation database and are not prohibited by NOTAM.
- The pilot-in-command should take account of any NOTAMs or pilot-in-command briefing
material that could adversely affect the aircraft system operation along its flight plan
including any alternate aerodromes.
- When PBN relies on GNSS systems for which RAIM is required for integrity, its
availability should be verified during the preflight planning. In the event of a
predicted continuous loss of fault detection of more than five minutes, the flight
planning should be revised to reflect the lack of full PBN capability for that period.
- For RNP 4 operations with only GNSS sensors, a fault detection and exclusion (FDE) check
should be performed. The maximum allowable time for which FDE capability is projected to
be unavailable on any one event is 25 minutes. If predictions indicate that the maximum
allowable FDE outage will be exceeded, the operation should be rescheduled to a time
when FDE is available.
- For RNAV 10 operations, the pilot-in-command should take account of the RNAV 10 time
limit declared for the inertial system, if applicable, considering also the effect of
weather conditions that could affect flight duration in RNAV 10 airspace. Where an
extension to the time limit is permitted, the pilot-in-command will need to ensure that
en route radio facilities are serviceable before departure, and to apply radio updates
in accordance with any AFM/POH limitation.
AMC2 NCO.GEN.105 Pilot-in-command responsibilities and authority - ED
- The pilot-in-command should check that any navigational database required for PBN
operations includes the routes and procedures required for the flight.
- The database validity (current AIRAC cycle) should be checked before the flight.
- Navigation databases should be current for the duration of the flight. If the AIRAC
cycle is due to change during flight, the pilot-in-command should follow procedures
established by the pilot-in-command to ensure the accuracy of navigation data, including
the suitability of navigation facilities used to define the routes and procedures for
- An expired database may only be used if the following conditions are satisfied:
- the pilot-in-command has confirmed that the parts of the database which are
to be used during the flight and any contingencies that are reasonable to expect
not changed in the current version;
- any NOTAMs associated with the navigational data are taken into account;
- maps and charts corresponding to those parts of the flight are current and have
been amended since the last cycle;
- any MEL limitations, where available, are observed; and
- the database has expired by no more than 28 days.
GM1 NCO.GEN.105 Pilot-in-command responsibilities and authority - ED
In accordance with point 1.3 of Annex V to Regulation (EU) 2018/113981 (essential
requirements for air operations), the pilot-in-command is responsible for the operation and
safety of the aircraft and for the safety of all passengers and cargo on board. This
includes the following:
- the safety of all passengers and cargo on board, as soon as he/she arrives on board,
until he/she leaves the aircraft at the end of the flight; and
- the operation and safety of the aircraft:
- for aeroplanes, from the moment it is first ready to move for the purpose of
until the moment it comes to rest at the end of the flight and the engine(s)
primary propulsion unit(s) is/are shut down;
- for helicopters, from the moment the engine(s) are started until the helicopter
comes to rest at the end of the flight with the engine(s) shut down and the
GM1 NCO.GEN.105(a)(8) Pilot-in-command responsibilities and authority - ED
RECORDING UTILISATION DATA
Where an aircraft conducts a series of flights of short duration — such as a helicopter doing
a series of lifts — and the aircraft is operated by the same pilot-in-command, the
utilisation data for the series of flights may be recorded in the aircraft technical log or
journey log as a single entry.
AMC1 NCO.GEN.105(a)(3) Pilot-in-command responsibilities and authority - ED
- The pilot-in-command should use the latest checklists provided by the manufacturer.
- If checks conducted prior to take-off are suspended at any point, the pilot-in-command
should re-start them from a safe point prior to the interruption.
GM1 NCO.GEN.105(d) Pilot-in-command responsibilities and authority - ED
REPORTING OF HAZARDOUS FLIGHT CONDITIONS
- These reports should include any detail which may be pertinent to the safety of other
- Such reports should be made whenever any of the following conditions are encountered or
- severe turbulence;
- severe icing;
- severe mountain wave;
- thunderstorms, with or without hail, that are obscured, embedded, widespread or
- heavy dust storm or heavy sandstorm;
- volcanic ash cloud; and
- unusual and/or increasing volcanic activity or a volcanic eruption.
- When other meteorological conditions not listed above, e.g. wind shear, are encountered
that, in the opinion of the pilot-in-command, may affect the safety or the efficiency of
other aircraft operations, the pilot-in-command should advise the appropriate air
traffic services (ATS) unit as soon as practicable.
AMC1 NCO.GEN.105(e) Pilot-in-command responsibilities and authority - ED
If required by the State in which the incident occurs, the pilot-in-command should submit a
report on any such violation to the appropriate authority of such State; in that event, the
pilot-in-command should also submit a copy of it to the competent authority. Such reports
should be submitted as soon as possible and normally within 10 days.
NCO.GEN.110 Compliance with laws, regulations and procedure - Regulation (EU) No
- The pilot-in-command shall comply with the laws, regulations and procedures of those States
where operations are conducted.
- The pilot-in-command shall be familiar with the laws, regulations and procedures, pertinent
to the performance of his/her duties, prescribed for the areas to be traversed, the
aerodromes or operating sites to be used and the related air navigation facilities as
referred to in 1.a of Annex IV to Regulation (EC) No 216/2008.
NCO.GEN.115 Taxiing of aeroplanes - Regulation (EU) No 800/2013
An aeroplane shall only be taxied on the movement area of an aerodrome if the person at the
- is an appropriately qualified pilot; or
- has been designated by the operator and:
- is trained to taxi the aeroplane;
- is trained to use the radio telephone, if radio communications are required;
- has received instruction in respect of aerodrome layout, routes, signs, marking,
air traffic control (ATC) signals and instructions, phraseology and procedures; and
- is able to conform to the operational standards required for safe aeroplane movement
GM1 NCO.GEN.115 Taxiing of aeroplanes - ED Decision 2015/004/R
- Taxiing should be treated as a safety-critical activity due to the risks related to the
movement of the aeroplane and the potential for a catastrophic event on the ground.
- Taxiing is a high-workload phase of flight that requires the full attention of the
GM1 NCO.GEN.115(b)(4) Taxiing of aeroplanes - ED Decision
SKILLS AND KNOWLEDGE
The person designated by the operator to taxi an aeroplane should possess the following
skills and knowledge:
- positioning of the aeroplane to ensure safety when starting engine;
- getting ATIS reports and taxi clearance, where applicable;
- interpretation of airfield markings/lights/signals/indicators;
- interpretation of marshalling signals, where applicable;
- identification of suitable parking area;
- maintaining lookout and right-of-way rules and complying with ATC or marshalling
instructions when applicable;
- avoidance of adverse effect of propeller slipstream or jet wash on other aeroplanes,
aerodrome facilities and personnel;
- inspection of taxi path when surface conditions are obscured;
- communication with others when controlling an aeroplane on the ground;
- interpretation of operational instructions;
- reporting of any problem that may occur while taxiing an aeroplane; and
- adapting the taxi speed in accordance with prevailing aerodrome, traffic, surface and
NCO.GEN.120 Rotor engagement – helicopters - Regulation (EU) No 800/2013
A helicopter rotor shall only be turned under power for the purpose of flight with a qualified
pilot at the controls.
GM1 NCO.GEN.120 Rotor engagement - ED Decision 2014/016/R
INTENT OF THE RULE
- The following two situations where it is allowed to turn the rotor under power should be
- for the purpose of flight, this is described in the implementing rule;
- for maintenance purposes.
- Rotor engagement for the purpose of flight: it should be noted that the pilot should not
leave the control when the rotors are turning. For example, the pilot is not allowed to
get out of the aircraft in order to welcome passengers and adjust their seat belts with
the rotors turning.
- Rotor engagement for the purpose of maintenance: the implementing rule, however, should
not prevent ground runs being conducted by qualified personnel other than pilots for
The following conditions should be applied:
- The operator should ensure that the qualification of personnel, other than
who are authorised to conduct maintenance runs is described in the appropriate
- Ground runs should not include taxiing the helicopter.
- There should be no passengers on board.
- Maintenance runs should not include collective increase or auto pilot engagement
(risk of ground resonance).
NCO.GEN.125 Portable electronic devices - Regulation (EU) 2018/1975
The pilot-in-command shall not permit any person to use a portable electronic device (PED) on
board an aircraft, including an electronic flight bag (EFB), that could adversely affect the
performance of the aircraft systems and equipment or the ability of the flight crew member to
operate the aircraft.
AMC1 NCO.GEN.125 Portable electronic devices (PEDs) - ED Decision
ELECTRONIC FLIGHT BAGS (EFBS) — HARDWARE
- EFB viewable stowage
When a viewable stowage device is used, the pilot-in-command should ensure that, if the
EFB moves or is separated from its stowage, or if the viewable stowage is unsecured from
the aircraft (as a result of turbulence, manoeuvring, or other action), it will not jam
flight controls, damage flight deck equipment, or injure any person on board.
The viewable stowage device should not be positioned in such a way that it obstructs
visual or physical access to aircraft controls and/or displays, flight crew ingress or
egress, or external vision. The design of the viewable stowage device should allow the
user easy access to any item of the EFB system, and notably to the EFB controls and a
clear view of the EFB display while in use.
If cables are used to connect an EFB to an aircraft system, power source, or any other
- the cables should not hang loosely in a way that compromises task performance
safety; flight crew should be able to easily secure the cables out of the way
operations (e.g. by using cable tether straps); and
- the cables should be of sufficient length so that they do not to obstruct the
any movable device on the flight deck.
AMC2 NCO.GEN.125 Portable electronic devices (PEDs) - ED Decision
ELECTRONIC FLIGHT BAGS (EFBs) — FUNCTIONS
The pilot-in-command should familiarise himself or herself with the use of the EFB
hardware and its applications on the ground before using them in flight for the first
A user guide should be available for the pilot-in-command.
- Check before flight
Before each flight, the pilot-in-command should perform the following checks to ensure
the continued safe operation of the EFB during the flight:
- general check of the EFB operation by switching it ON and checking that the
applications they intend to use in flight are adequately operative;
- check of the remaining available battery power, if applicable, to ensure the
availability of the EFB during the planned flight;
- check of the version effectivity of the EFB databases, if applicable (e.g. for
charts, performance calculation and weight and balance applications); and
- check that an appropriate backup is available when a chart application or an
application displaying aircraft checklists is used.
- Chart applications
The navigation charts that are depicted should contain the necessary information in an
appropriate format, to perform the operation safely. Consideration should be given to
the size of the display to ensure legibility.
- Performance calculation and weight and balance functions or applications
Prior to the first use of a performance calculation or weight and balance function or
application, and following any update of the database supporting the function or the
application, a check should be performed on the ground to verify that the output of the
application corresponds with the data derived from the AFM (or other appropriate
- Airport moving map display (AMMD) application
An AMMD application should not be used as a primary means of navigation for taxiing, but
as a confirmation of outside visual references.
- Other functions
If advanced functions on non-certified devices that display information related to the
aircraft position in flight, navigation, surroundings in terms of e.g. terrain or
traffic, or attitude are used, the pilot in command should be aware of the potential
misleading or erroneous information displayed and should only use these functions as an
advisory or supplementary means.
GM1 NCO.GEN.125 Portable electronic devices - ED Decision
- Definition and categories of PEDs
PEDs are any kind of electronic device, typically but not limited to consumer
electronics, brought on board the aircraft by crew members, passengers, or as part of
the cargo and that are not included in the approved aircraft configuration. All
equipment that is able to consume electrical energy falls under this definition. The
electrical energy can be provided from internal sources as batteries (chargeable or
non-rechargeable) or the devices may also be connected to specific aircraft power
PEDs include the following two categories:
- Non-intentional transmitters can non-intentionally radiate RF transmissions,
sometimes referred to as spurious emissions. This category includes, but is not
limited to, calculators, cameras, radio receivers, audio and video players,
electronic games and toys; when these devices are not equipped with a
- Intentional transmitters radiate RF transmissions on specific frequencies as
their intended function. In addition, they may radiate non-intentional
like any PED. The term ‘transmitting PED’ (T-PED) is used to identify the
transmitting capability of the PED. Intentional transmitters are transmitting
devices such as RF-based remote control equipment, which may include some toys,
two-way radios (sometimes referred to as private mobile radio), mobile phones of
type, satellite phones, computers with mobile phone data connection, wireless
area network (WLAN) or Bluetooth capability. After deactivation of the
capability, e.g. by activating the so-called ‘flight mode’ or ‘flight safety
the T-PED remains a PED having non-intentional emissions.
- Definition of the switched-off status
Many PEDs are not completely disconnected from the internal power source when switched
off. The switching function may leave some remaining functionality e.g. data storage,
timer, clock, etc. These devices can be considered switched off when in the deactivated
status. The same applies for devices having no transmitting capability and are operated
by coin cells without further deactivation capability, e.g. wrist watches.
GM2 NCO.GEN.125 Portable electronic devices - ED Decision
- PEDs can pose a risk of interference with electronically operated aircraft systems.
Those systems could range from the electronic engine control, instruments, navigation or
communication equipment, autopilots to any other type of avionic equipment on the
aircraft. The interference can result in on-board systems malfunctioning or providing
misleading information and communication disturbance. These can also lead to an
increased workload for the flight crew.
- Interference may be caused by transmitters being part of the PED’s functionality or by
unintentional transmissions from the PED. Due to the likely proximity of the PED to any
electronically operated aircraft system and the generally limited shielding found in
small aircraft, the risk of interference is to be considered higher than that for larger
aircraft with metal airframes.
- During certification of the aircraft, when qualifying the aircraft functions
consideration may only have been made of short-term exposure to a high radiating field,
with an acceptable mitigating measure being a return to normal function after removal of
the threat. This certification assumption may not be true when operating the
transmitting PED on board the aircraft.
- It has been found that compliance with the electromagnetic compatibility (EMC) Directive
2004/108/EC and related European standards, as indicated by the CE marking, is not
sufficient to exclude the existence of interference. A well-known interference is the
demodulation of the transmitted signal from GSM (global system for mobile
communications) mobile phones leading to audio disturbances in other systems. Similar
interferences are difficult to predict during the PED design and protecting the
aircraft’s electronic systems against the full range of potential interferences is
practically impossible. Therefore, not operating PEDs on-board aircraft is the safest
option, especially as effects may not be identified immediately but under the most
- Guidance to follow in case of fire caused by PEDs is provided by the International Civil
Aviation Organisation, ‘Emergency response guidance for aircraft incidents involving
dangerous goods’, ICAO Doc 9481-AN/928.
NCO.GEN.130 Information on emergency and survival equipment carried - Regulation (EU) No
Except for aircraft taking-off and landing at the same aerodrome/operating site, the operator
shall, at all times, have available for immediate communication to rescue coordination centres
(RCCs) lists containing information on the emergency and survival equipment carried on
AMC1 NCO.GEN.130 Information on emergency and survival equipment carried -
ED Decision 2014/016/R
CONTENT OF INFORMATION
The information, compiled in a list, should include, as applicable:
- the number, colour and type of life rafts and pyrotechnics,
- details of emergency medical supplies and water supplies; and
- the type and frequencies of the emergency portable radio equipment.
NCO.GEN.135 Documents, manuals and information to be carried - Regulation (EU)
- The following documents, manuals and information shall be carried on each flight as
originals or copies unless otherwise specified:
- the AFM, or equivalent document(s);
- the original certificate of registration;
- the original certificate of airworthiness (CofA);
- the noise certificate, if applicable;
- the list of specific approvals, if applicable;
- the aircraft radio licence, if applicable;
- the third party liability insurance certificate(s);
- the journey log, or equivalent, for the aircraft;
- details of the filed ATS flight plan, if applicable;
- current and suitable aeronautical charts for the route area of the proposed flight
all routes along which it is reasonable to expect that the flight may be diverted;
- procedures and visual signals information for use by intercepting and intercepted
- the MEL or CDL, if applicable; and
- any other documentation that may be pertinent to the flight or is required by the
concerned with the flight.
- Notwithstanding (a), on flights:
- intending to take off and land at the same aerodrome/operating site; or
- remaining within a distance or area determined by the competent authority,
the documents and information in (a)(2) to (a)(8) may be retained at the aerodrome or
- The pilot-in-command shall make available within a reasonable time of being requested to do
so by the competent authority, the documentation required to be carried on board.
AMC1 NCO.GEN.135(a)(3) Documents, manuals and information to be carried -
ED Decision 2014/016/R
CERTIFICATE OF AIRWORTHINESS
The certificate of airworthiness should be a normal certificate of airworthiness, a
restricted certificate of airworthiness or a permit to fly issued in accordance with the
applicable airworthiness requirements.
AMC1 NCO.GEN.135(a)(10) Documents, manuals and information to be carried -
ED Decision 2014/016/R
CURRENT AND SUITABLE AERONAUTICAL CHARTS
- The aeronautical charts carried should contain data appropriate to the applicable air
traffic regulations, rules of the air, flight altitudes, area/route and nature of the
operation. Due consideration should be given to carriage of textual and graphic
- aeronautical data, including, as appropriate for the nature of the operation:
- airspace structure;
- significant points, navigation aids (navaids) and air traffic services
- navigation and communication frequencies;
- prohibited, restricted and danger areas; and
- sites of other relevant activities that may hazard the flight; and
- topographical data, including terrain and obstacle data.
- A combination of different charts and textual data may be used to provide adequate and
- The aeronautical data should be appropriate for the current aeronautical information
regulation and control (AIRAC) cycle.
- The topographical data should be reasonably recent, having regard to the nature of the
GM1 NCO.GEN.135 Documents, manuals and information to be carrie - ED
- In case of loss or theft of documents specified in NCO.GEN.135, the operation may
continue until the flight reaches the base or a place where a replacement document can
- The documents, manuals and information may be available in a form other than on printed
paper. An electronic storage medium is acceptable if accessibility, usability and
reliability can be assured.
GM1 NCO.GEN.135(a)(1) Documents, manuals and information to be carried - ED
AFM OR EQUIVALENT DOCUMENT
‘Aircraft flight manual (AFM), or equivalent document’ means the flight manual for the
aircraft or other documents containing information required for the operation of the
aircraft within the terms of its certificate of airworthiness.
GM1 NCO.GEN.135(a)(8) Documents, manuals and information to be carried - ED
JOURNEY LOG OR EQUIVALENT
’Journey log or equivalent’ means that the required information may be recorded in
documentation other than a log book, such as the operational flight plan or the aircraft
GM1 NCO.GEN.135(a)(11) Documents, manuals and information to be carried - ED
PROCEDURES AND VISUAL SIGNALS FOR USE BY INTERCEPTING AND INTERCEPTED
The procedures and the visual signals information for use by intercepting and intercepted
aircraft are those contained in the International Civil Aviation Organisation’s (ICAO) Annex
GM1 NCO.GEN.135(a)(13) Documents, manuals and information to be carried - ED
DOCUMENTS THAT MAY BE PERTINENT TO THE FLIGHT
Any other documents that may be pertinent to the flight or required by the States concerned
with the flight may include, for example, forms to comply with reporting requirements.
STATES CONCERNED WITH THE FLIGHT
The States concerned are those of origin, transit, overflight and destination of the
NCO.GEN.140 Transport of dangerous goods - Regulation (EU) 2016/1119
- The transport of dangerous goods by air shall be conducted in accordance with Annex 18 to
the Chicago Convention as last amended and amplified by the Technical Instructions for the
Safe Transport of Dangerous Goods by Air (ICAO Doc 9284-AN/905), including its supplements
and any other addenda or corrigenda.
- Dangerous goods shall only be transported by the operator approved in accordance with Annex
V (Part-SPA), Subpart G, to Regulation (EU) No 965/2012 except when:
- they are not subject to the Technical Instructions in accordance with Part 1 of
- they are carried by passengers or the pilot-in-command, or are in baggage, in
with Part 8 of the Technical Instructions;
- they are carried by operators of ELA2 aircraft.
- The pilot-in-command shall take all reasonable measures to prevent dangerous goods from
being carried on board inadvertently.
- The pilot-in-command shall, in accordance with the Technical Instructions, report without
delay to the competent authority and the appropriate authority of the State of occurrence in
the event of any dangerous goods accidents or incidents.
- The pilot-in-command shall ensure that passengers are provided with information about
dangerous goods in accordance with the Technical Instructions.
- Reasonable quantities of articles and substances that would otherwise be classified as
dangerous goods and that are used to facilitate flight safety, where carriage aboard the
aircraft is advisable to ensure their timely availability for operational purposes, shall be
considered authorised under paragraph 1;2.2.1(a) of the Technical Instructions. This is
regardless of whether or not such articles and substances are required to be carried or
intended to be used in connection with a particular flight.
The packing and loading on board of the above-mentioned articles and substances shall be
performed, under the responsibility of the pilot in command, in such a way as to minimise
the risks posed to crew members, passengers, cargo or the aircraft during aircraft
NCO.GEN.145 Immediate reaction to a safety problem - Regulation (EU) No 800/2013
The operator shall implement:
- any safety measures mandated by the competent authority in accordance with ARO.GEN.135(c);
- any relevant mandatory safety information issued by the Agency, including airworthiness
NCO.GEN.150 Journey log - Regulation (EU) No 800/2013
Particulars of the aircraft, its crew and each journey shall be retained for each flight, or
series of flights, in the form of a journey log, or equivalent.
AMC1 NCO.GEN.150 Journey log - ED Decision 2014/016/R
- The aircraft journey log, or equivalent, should include the following items, where
- aircraft nationality and registration;
- name of crew member(s);
- duty assignments of crew members, if applicable;
- place of departure;
- place of arrival;
- time of departure;
- time of arrival;
- hours of flight;
- nature of flight;
- incidents and observations (if any); and
- signature of the pilot-in-command.
- The information or parts thereof may be recorded in a form other than on printed paper.
Accessibility, usability and reliability should be assured.
NCO.GEN.155 Minimum equipment list - Regulation (EU) No 800/2013
- An MEL may be established taking into account the following:
- the document shall provide for the operation of the aircraft, under specified
conditions, with particular instruments, items of equipment or functions inoperative
the commencement of the flight;
- the document shall be prepared for each individual aircraft, taking account of the
operator’s relevant operational and maintenance conditions; and
- the MEL shall be based on the relevant Master Minimum Equipment List (MMEL), as
in the data established in accordance with Commission Regulation (EU) No
748/201283, and shall not be less restrictive than the MMEL.
- The MEL and any amendment thereto shall be notified to the competent authority.
83 OJ L 224, 21.8.2012, p. 1.