Regulation (EC) No 216/2008 of the European Parliament and of the Council (repealed)Dangos y teitl llawn

ANNEX I U.K. Essential requirements for airworthiness referred to in Article 5

1. Product integrity: product integrity must be assured for all anticipated flight conditions for the operational life of the aircraft. Compliance with all requirements must be shown by assessment or analysis, supported, where necessary, by tests. U.K.

1.a. Structures and materials: the integrity of the structure must be ensured throughout, and sufficiently beyond, the operational envelope for the aircraft, including its propulsion system, and maintained for the operational life of the aircraft. U.K.

1.a.1. All parts of the aircraft, the failure of which could reduce the structural integrity, must comply with the following conditions without detrimental deformation or failure. This includes all items of significant mass and their means of restraint. U.K.

1.a.1.a. All combinations of load reasonably expected to occur within, and sufficiently beyond, the weights, centre of gravity range, operational envelope and life of the aircraft must be considered. This includes loads due to gusts, manoeuvres, pressurisation, movable surfaces, control and propulsion systems both in flight and on the ground. U.K.

1.a.1.b. Consideration must be given to the loads and likely failures induced by emergency landings either on land or water. U.K.

1.a.1.c. Dynamic effects must be covered in the structural response to these loads. U.K.

1.a.2. The aircraft must be free from any aeroelastic instability and excessive vibration. U.K.

1.a.3. The manufacturing processes and materials used in the construction of the aircraft must result in known and reproducible structural properties. Any changes in material performance related to the operational environment must be accounted for. U.K.

1.a.4. The effects of cyclic loading, environmental degradation, accidental and discrete source damage must not reduce the structural integrity below an acceptable residual strength level. All necessary instructions for ensuring continued airworthiness in this regard must be promulgated. U.K.

1.b. Propulsion: the integrity of the propulsion system (i.e. engine and, where appropriate, propeller) must be demonstrated throughout, and sufficiently beyond, the operational envelope of the propulsion system and must be maintained for the operational life of the propulsion system. U.K.

1.b.1. The propulsion system must produce, within its stated limits, the thrust or power demanded of it at all required flight conditions, taking into account environmental effects and conditions. U.K.

1.b.2. The fabrication process and materials used in the construction of the propulsion system must result in known and reproducible structural behaviour. Any changes in material performance related to the operational environment must be accounted for. U.K.

1.b.3. The effects of cyclic loading, environmental and operational degradation and likely subsequent part failures must not reduce the integrity of the propulsion system below acceptable levels. All necessary instructions for ensuring continued airworthiness in this regard must be promulgated. U.K.

1.b.4. All necessary instructions, information and requirements for the safe and correct interface between the propulsion system and the aircraft must be promulgated. U.K.

1.c. Systems and equipment U.K.

1.c.1. The aircraft must not have design features or details that experience has shown to be hazardous. U.K.

1.c.2. The aircraft, including those systems, equipment and appliances required for type-certification, or by operating rules, must function as intended under any foreseeable operating conditions, throughout, and sufficiently beyond, the operational envelope of the aircraft, taking due account of the system, equipment or appliance operating environment. Other systems, equipment and appliance not required for type-certification, or by operating rules, whether functioning properly or improperly, must not reduce safety and must not adversely affect the proper functioning of any other system, equipment or appliance. Systems, equipment and appliances must be operable without needing exceptional skill or strength. U.K.

1.c.3. The aircraft systems, equipment and associated appliances, considered separately and in relation to each other, must be designed such that any catastrophic failure condition does not result from a single failure not shown to be extremely improbable and an inverse relationship must exist between the probability of a failure condition and the severity of its effect on the aircraft and its occupants. With respect to the single failure criterion above, it is accepted that due allowance must be made for the size and broad configuration of the aircraft and that this may prevent this single failure criterion from being met for some parts and some systems on helicopters and small aeroplanes. U.K.

1.c.4. Information needed for the safe conduct of the flight and information concerning unsafe conditions must be provided to the crew, or maintenance personnel, as appropriate, in a clear, consistent and unambiguous manner. Systems, equipment and controls, including signs and announcements must be designed and located to minimise errors which could contribute to the creation of hazards. U.K.

1.c.5. Design precautions must be taken to minimise the hazards to the aircraft and occupants from reasonably probable threats, both inside and external to the aircraft, including protecting against the possibility of a significant failure in, or disruption of, any aircraft appliance. U.K.

1.d. Continuing airworthiness U.K.

1.d.1. Instructions for continuing airworthiness must be established to ensure that the aircraft type certification airworthiness standard is maintained throughout the operational life of the aircraft. U.K.

1.d.2. Means must be provided to allow inspection, adjustment, lubrication, removal or replacement of parts and appliances as necessary for continuing airworthiness. U.K.

1.d.3. The instructions for continuing airworthiness must be in the form of a manual, or manuals, as appropriate for the quantity of data to be provided. The manuals must cover maintenance and repair instructions, servicing information, trouble-shooting and inspection procedures, in a format that provides for a practical arrangement. U.K.

1.d.4. The instructions for continuing airworthiness must contain airworthiness limitations that set forth each mandatory replacement time, inspection interval and related inspection procedure. U.K.

2. Airworthiness aspects of product operation U.K.

2.a. The following must be shown to have been addressed to ensure a satisfactory level of safety for those onboard or on the ground during the operation of the product: U.K.

2.a.1. The kinds of operation for which the aircraft is approved must be established and limitations and information necessary for safe operation, including environmental limitations and performance, must be established. U.K.

2.a.2. The aircraft must be safely controllable and manoeuvrable under all anticipated operating conditions including following the failure of one or, if appropriate, more propulsion systems. Due account must be taken of pilot strength, flight deck environment, pilot workload and other human-factor considerations and of the phase of flight and its duration. U.K.

2.a.3. It must be possible to make a smooth transition from one flight phase to another without requiring exceptional piloting skill, alertness, strength or workload under any probable operating condition. U.K.

2.a.4. The aircraft must have such stability as to ensure that the demands made on the pilot are not excessive taking into account the phase of flight and its duration. U.K.

2.a.5. Procedures for normal operations, failure and emergency conditions must be established. U.K.

2.a.6. Warnings, or other deterrents intended to prevent exceedance of the normal flight envelope, must be provided, as appropriate to type. U.K.

2.a.7. The characteristics of the aircraft and its systems must allow a safe return from extremes of the flight envelope that may be encountered. U.K.

2.b. The operating limitations and other information necessary for safe operation must be made available to the crew members. U.K.

2.c. Product operations must be protected from hazards resulting from adverse external and internal conditions, including environmental conditions. U.K.

2.c.1. In particular, no unsafe condition must occur from exposure to phenomena such as, but not limited to, adverse weather, lightning, bird strike, high frequency radiated fields, ozone, etc., reasonably expected to occur during product operation. U.K.

2.c.2. Cabin compartments must provide passengers with suitable transport conditions and adequate protection from any expected hazard arising in flight operations or resulting in emergency situations, including fire, smoke, toxic gases and rapid decompression hazards. Provisions must be made to give occupants every reasonable chance of avoiding serious injury and quickly evacuating the aircraft and to protect them from the effect of the deceleration forces in the event of an emergency landing on land or water. Clear and unambiguous signs or announcements must be provided, as necessary, to instruct occupants in appropriate safe behaviour and the location and correct use of safety equipment. Required safety equipment must be readily accessible. U.K.

2.c.3. Crew compartments must be arranged in order to facilitate flight operations, including means providing situational awareness, and management of any expected situation and emergencies. The environment of crew compartments must not jeopardise the crew's ability to perform their tasks and its design must be such as to avoid interference during operation and misuse of the controls. U.K.

3. Organisations (including natural persons undertaking design, manufacture or maintenance) U.K.

3.a. Organisation approvals must be issued when the following conditions are met: U.K.

3.a.1. the organisation must have all the means necessary for the scope of work. These means comprise, but are not limited to, the following: facilities, personnel, equipment, tools and material, documentation of tasks, responsibilities and procedures, access to relevant data and record-keeping; U.K.

3.a.2. the organisation must implement and maintain a management system to ensure compliance with these essential requirements for airworthiness, and aim for continuous improvement of this system; U.K.

3.a.3. the organisation must establish arrangements with other relevant organisations, as necessary, to ensure continuing compliance with these essential requirements for airworthiness; U.K.

3.a.4. the organisation must establish an occurrence reporting and/or handling system, which must be used by the management system under point 3.a.2 and the arrangements under point 3.a.3, in order to contribute to the aim of continuous improvement of the safety of products. U.K.

3.b. In the case of maintenance training organisations, the conditions under points 3.a.3 and 3.a.4 do not apply. U.K.

ANNEX II U.K. Aircraft referred to in Article 4(4)

Article 4(1), (2) and (3) do not apply to aircraft falling in one or more of the categories set out below:

(a)

historic aircraft meeting the criteria below:

(i)

non-complex aircraft whose:

• initial design was established before 1 January 1955, and

• production has been stopped before 1 January 1975;

or

(ii)

aircraft having a clear historical relevance, related to:

• a participation in a noteworthy historical event, or

• a major step in the development of aviation, or

• a major role played into the armed forces of a Member State;

(b)

aircraft specifically designed or modified for research, experimental or scientific purposes, and likely to be produced in very limited numbers;

(c)

aircraft of which at least 51 % is built by an amateur, or a non-profit making association of amateurs, for their own purposes and without any commercial objective;

(d)

aircraft that have been in the service of military forces, unless the aircraft is of a type for which a design standard has been adopted by the Agency;

(e)

aeroplanes, helicopters and powered parachutes having no more than two seats, a maximum take-off mass (MTOM), as recorded by the Member States, of no more than:

(i)

300 kg for a land plane/helicopter, single-seater; or

(ii)

450 kg for a land plane/helicopter, two-seater; or

(iii)

330 kg for an amphibian or floatplane/helicopter single-seater; or

(iv)

495 kg for an amphibian or floatplane/helicopter two-seater, provided that, where operating both as a floatplane/helicopter and as a land plane/helicopter, it falls below both MTOM limits, as appropriate;

(v)

472,5 kg for a land plane, two-seater equipped with an airframe mounted total recovery parachute system;

(vi)

315 kg for a land plane single-seater equipped with an airframe mounted total recovery parachute system;

and, for aeroplanes, having the stall speed or the minimum steady flight speed in landing configuration not exceeding 35 knots calibrated air speed (CAS);

(f)

single and two-seater gyroplanes with a maximum take off mass not exceeding 560 kg;

(g)

gliders with a maximum empty mass, of no more than 80 kg when single-seater or 100 kg when two-seater, including those which are foot launched;

(h)

replicas of aircraft meeting the criteria of (a) or (d) above, for which the structural design is similar to the original aircraft;

(i)

unmanned aircraft with an operating mass of no more than 150 kg;

(j)

any other aircraft which has a maximum empty mass, including fuel, of no more than 70 kg.

ANNEX III U.K. Essential requirements for pilot licensing referred to in Article 7

1. Training U.K.

1.a. General U.K.

1.a.1. A person undertaking training to fly an aircraft must be sufficiently mature educationally, physically and mentally to acquire, retain and demonstrate the relevant theoretical knowledge and practical skill. U.K.

1.b. Theoretical knowledge U.K.

1.b.1. A pilot must acquire and maintain a level of knowledge appropriate to the functions exercised on the aircraft and proportionate to the risks associated to the type of activity. Such knowledge must include at least the following: U.K.

(i)

air law;

(ii)

aircraft general knowledge;

(iii)

technical matters related to the category of the aircraft;

(iv)

flight performance and planning;

(v)

human performance and limitations;

(vi)

meteorology;

(vii)

navigation;

(viii)

operational procedures, including resource management;

(ix)

principles of flight;

(x)

communications; and

(xi)

non-technical skills, including the recognition and management of threats and errors.

1.c. Demonstration and maintenance of theoretical knowledge U.K.

1.c.1. The acquisition and retention of theoretical knowledge must be demonstrated by continuous assessment during training, and where appropriate, by examinations. U.K.

1.c.2. An appropriate level of competence in theoretical knowledge must be maintained. Compliance must be demonstrated by regular assessments, examinations, tests or checks. The frequency of examinations, tests or checks must be proportionate to the level of risk associated with the activity. U.K.

1.d. Practical skill U.K.

1.d.1. A pilot must acquire and maintain the practical skills as appropriate to exercise his/her functions on the aircraft. Such skills must be proportionate to the risks associated to the type of activity and must cover, if appropriate to the functions exercised on the aircraft, the following: U.K.

(i)

pre-flight and in-flight activities, including aircraft performance, mass and balance determination, aircraft inspection and servicing, fuel planning, weather appreciation, route planning, airspace restrictions and runway availability;

(ii)

aerodrome and traffic-pattern operations;

(iii)

collision avoidance precautions and procedures;

(iv)

control of the aircraft by external visual reference;

(v)

flight manoeuvres, including in critical situations, and associated ‘upset’ manoeuvres, as technically achievable;

(vi)

normal and cross-wind take-offs and landings;

(vii)

flight by reference solely to instruments, as appropriate to the type of activity;

(viii)

operational procedures, including team skills and resource management, as appropriate to the type of operation, whether single or multi-crew;

(ix)

navigation and implementation of rules of the air and related procedures, using as appropriate, visual reference or navigation aids;

(x)

abnormal and emergency operations, including simulated aircraft equipment malfunctions;

(xi)

compliance with air traffic services and communications procedures;

(xii)

aircraft type or class specific aspects;

(xiii)

additional practical skill training that may be required to mitigate risks associated with specific activities; and

(xiv)

non-technical skills, including the recognition and management of threats and errors, using an adequate assessment methodology in conjunction with the technical skills assessment.

1.e. Demonstration and maintenance of practical skill U.K.

1.e.1. A pilot must demonstrate the ability to perform the procedures and manoeuvres with a degree of competence appropriate to the functions exercised on the aircraft, by: U.K.

(i)

operating the aircraft within its limitations;

(ii)

completing all manoeuvres with smoothness and accuracy;

(iii)

exercising good judgement and airmanship;

(iv)

applying aeronautical knowledge;

(v)

maintaining control of the aircraft at all times in a manner such that the successful outcome of a procedure or manoeuvre is assured; and

(vi)

non-technical skills, including the recognition and management of threats and errors, using an adequate assessment methodology in conjunction with the technical skills assessment.

1.e.2. An appropriate level of competence in practical skill must be maintained. Compliance must be demonstrated by regular assessments, examinations, tests or checks. The frequency of examinations, tests or checks must be proportionate to the level of risk associated with the activity. U.K.

1.f. Language Proficiency U.K.

A pilot must have demonstrated language proficiency to a degree appropriate to the functions exercised on the aircraft. Such demonstrated proficiency shall include:

(i)

the ability to understand weather information documents;

(ii)

the use of aeronautical en-route, departure and approach charts and associated aeronautical information documents; and

(iii)

the ability to communicate with other flight crew and air navigation services during all phases of flight, including flight preparation.

1.g. Flight simulation training devices U.K.

When a flight simulation training device (FSTD) is used for training, or for demonstration that practical skill is acquired or maintained, this FSTD must be qualified to a given level of performance in those areas, which are relevant to completing the related task. In particular, the replication of configuration, handling qualities, aircraft performance, and systems behaviour must adequately represent the aircraft.

1.h. Training course U.K.

1.h.1. Training must be executed through a training course. U.K.

1.h.2. A training course must meet the following conditions: U.K.

(i)

a syllabus must be developed for each type of course; and

(ii)

the training course must comprise a breakdown of theoretical knowledge and practical flight instruction (including synthetic training), if applicable.

1.i. Instructors U.K.

1.i.1. Theoretical instruction U.K.

Theoretical instruction must be given by appropriately qualified instructors. They must:

(i)

have appropriate knowledge in the field where instruction is to be given; and

(ii)

be capable of using appropriate instructional techniques.

1.i.2. Flight and flight simulation instruction U.K.

Flight and flight simulation instruction must be given by appropriately qualified instructors, who have the following qualifications:

(i)

meet the theoretical knowledge and the experience requirements appropriate for the instruction being given;

(ii)

be capable of using appropriate instructional techniques;

(iii)

have practised instructional techniques in those flight manoeuvres and procedures in which it is intended to provide flight instruction;

(iv)

have demonstrated the ability to instruct in those areas in which flight instruction is to be given, including pre-flight, post-flight and ground instruction; and

(v)

receive regular refresher training to ensure that the instructional standards are maintained up to date.

Flight instructors must also be entitled to act as pilot in command on the aircraft for which instruction is being given, except for training on new aircraft types.

1.j. Examiners U.K.

1.j.1. Persons responsible for assessing the skill of pilots must: U.K.

(i)

meet the requirements for flight or flight simulation instructors;

(ii)

be capable of assessing pilot performance and conducting flight tests and checks.

2. Experience requirements U.K.

2.a.1. A person acting as flight crew member, instructor or examiner must acquire and maintain sufficient experience for the functions being exercised, unless the implementing rules provide for competence to be demonstrated in accordance with point 1.e. U.K.

3. Training organisations U.K.

3.a. Training organisation requirements U.K.

3.a.1. A training organisation providing pilot training must meet the following requirements: U.K.

(i)

have all the means necessary for the scope of responsibilities associated with their activity. These means comprise, but are not limited to, the following: facilities, personnel, equipment, tools and material, documentation of tasks, responsibilities and procedures, access to relevant data and record-keeping;

(ii)

implement and maintain a management system relating to safety and the standard of training, and aim for continuous improvement of this system; and

(iii)

establish arrangements with other relevant organisations, as necessary, to ensure continuing compliance with the above requirements.

4. Medical fitness U.K.

4.a. Medical criteria U.K.

4.a.1. All pilots must periodically demonstrate medical fitness to satisfactorily execute their functions, taking into account the type of activity. Compliance must be shown by appropriate assessment based on aero-medical best practice, taking into account the type of activity and the possible mental and physical degradation due to age. U.K.

Medical fitness, comprising physical and mental fitness, means not suffering from any disease or disability, which makes the pilot unable:

(i)

to execute the tasks necessary to operate an aircraft; or

(ii)

to perform assigned duties at any time; or

(iii)

to perceive correctly his/her environment.

4.a.2. Where medical fitness cannot be fully demonstrated, mitigation measures that provide equivalent flight safety may be implemented. U.K.

4.b. Aero-medical examiners U.K.

4.b.1. An aero-medical examiner must: U.K.

(i)

be qualified and licensed in the practice of medicine;

(ii)

have received training in aviation medicine and regular refresher training in aviation medicine to ensure that assessment standards are maintained;

(iii)

have acquired practical knowledge and experience of the conditions in which pilots carry out their duties.

4.c. Aero-medical centres U.K.

4.c.1. Aero-medical centres must meet the following conditions: U.K.

(i)

have all the means necessary for the scope of responsibilities associated with their privileges. These means comprise, but are not limited to, the following: facilities, personnel, equipment, tools and material, documentation of tasks, responsibilities and procedures, access to relevant data and record-keeping;

(ii)

implement and maintain a management system relating to safety and the standard of medical assessment, and aim for continuous improvement of this system;

(iii)

establish arrangements with other relevant organisations, as necessary, to ensure continuing compliance with these requirements.

ANNEX IV U.K. Essential requirements for air operations referred to in Article 8

1. General U.K.

1.a. A flight must not be performed if the crew members and, as appropriate, all other operations personnel involved in its preparation and execution are not familiar with applicable laws, regulations and procedures, pertinent to the performance of their duties, prescribed for the areas to be traversed, the aerodromes planned to be used and the air navigation facilities relating thereto. U.K.

1.b. A flight must be performed in such a way that the operating procedures specified in the Flight Manual or, where required the Operations Manual, for the preparation and execution of the flight are followed. To facilitate this, a checklist system must be available for use, as applicable, by crew members in all phases of operation of the aircraft under normal, abnormal and emergency conditions and situations. Procedures must be established for any reasonably foreseeable emergency situation. U.K.

1.c. Before every flight, the roles and duties of each crew member must be defined. The pilot in command must be responsible for the operation and safety of the aircraft and for the safety of all crew members, passengers and cargo on board. U.K.

1.d. Articles or substances, which are capable of posing a significant risk to health, safety, property or the environment, such as dangerous goods, weapons and ammunition, must not be carried on any aircraft, unless specific safety procedures and instructions are applied to mitigate the related risks. U.K.

1.e. All necessary data, documents, records and information to record the respect of the conditions specified in point 5.c must be retained for each flight and kept available for a minimum period of time compatible with the type of operation. U.K.

2. Flight preparation U.K.

2.a. A flight must not be commenced unless it has been ascertained by every reasonable means available that all the following conditions are complied with: U.K.

2.a.1. Adequate facilities directly required for the flight and for the safe operation of the aircraft, including communication facilities and navigation aids, are available for the execution of the flight, taking into account available Aeronautical Information Services documentation. U.K.

2.a.2. The crew must be familiar with and passengers informed of the location and use of relevant emergency equipment. Sufficient related information regarding emergency procedures and use of cabin safety equipment must be made available to crew and passengers using specified information. U.K.

2.a.3. The pilot in command must be satisfied that: U.K.

(i)

the aircraft is airworthy as specified in point 6;

(ii)

if required, the aircraft is duly registered and that appropriate certificates with respect thereto are aboard the aircraft;

(iii)

instruments and equipment as specified in point 5 required for the execution of that flight are installed in the aircraft and are operative, unless waived by the applicable Minimum Equipment List (MEL) or equivalent document;

(iv)

the mass of the aircraft and centre of gravity location are such that the flight can be conducted within limits prescribed in the airworthiness documentation;

(v)

all cabin baggage, hold luggage and cargo is properly loaded and secured; and

(vi)

the aircraft operating limitations as specified in point 4 will not be exceeded at any time during the flight.

2.a.4. Information regarding meteorological conditions for departure, destination and, where applicable, alternate aerodromes, as well as en-route conditions, must be available to the flight crew. Special attention must be given to potentially hazardous atmospheric conditions. U.K.

2.a.5. In case of flight into known or expected icing conditions, the aircraft must be certified, equipped and/or treated to operate safely in such conditions. U.K.

2.a.6. For a flight based on visual flight rules, meteorological conditions along the route to be flown must be such as to render compliance with these flight rules possible. For a flight based on instrument flight rules a destination and where applicable alternate aerodrome(s) where the aircraft can land must be selected, taking into account in particular the forecasted meteorological conditions, the availability of air navigation services, the availability of ground facilities and the instrument flight procedures approved by the State in which the destination and/or alternate aerodrome is located. U.K.

2.a.7. The amount of fuel and oil on board must be sufficient to ensure that the intended flight can be completed safely, taking into account the meteorological conditions, any element affecting the performance of the aircraft and any delays that are expected in flight. In addition, a fuel reserve must be carried to provide for contingencies. Procedures for in-flight fuel management must be established when relevant. U.K.

3. Flight operations U.K.

3.a. With regard to flight operations, all the following conditions must be complied with: U.K.

3.a.1. where relevant for the type of aircraft, during take-off and landing, and whenever deemed necessary by the pilot in command in the interest of safety, each crew member must be seated at their crew station and must use the provided restraint systems, taking into account the type of aircraft; U.K.

3.a.2. where relevant for the type of aircraft, all flight crew members required to be on flight deck duty must be and remain at their station, with their seatbelts fastened except en-route for physiological or operational needs; U.K.

3.a.3. where relevant for the type of aircraft and the type of operation, before take-off and landing, during taxiing and whenever deemed necessary in the interest of safety, the pilot in command must ensure that each passenger is properly seated and secured; U.K.

3.a.4. a flight must be performed in such a way that appropriate separation from other aircraft is maintained and that adequate obstacle clearance is ensured, during all phases of the flight. Such separation must at least be those required by the applicable rules of the air; U.K.

3.a.5. a flight must not be continued unless known conditions continue to be at least equivalent to those in point 2. Furthermore, for a flight based on instrument flight rules, an approach toward an aerodrome must not be continued below certain specified heights or beyond a certain position, if prescribed visibility criteria are not met; U.K.

3.a.6. in an emergency, the pilot in command must ensure that all passengers are instructed in such emergency action as may be appropriate to the circumstances; U.K.

3.a.7. a pilot in command must take all necessary measures so as to minimise the consequences on the flight of disruptive passenger behaviour; U.K.

3.a.8. an aircraft must not be taxied on the movement area of an aerodrome, or its rotor must not be turned under power, unless the person at the controls is appropriately competent; U.K.

3.a.9. the applicable in-flight fuel management procedures must be used, when relevant. U.K.

4. Aircraft performance and operating limitations U.K.

4.a. An aircraft must be operated in accordance with its airworthiness documentation and all related operating procedures and limitations as expressed in its approved flight manual or equivalent documentation, as the case may be. The flight manual or equivalent documentation must be available to the crew and kept up to date for each aircraft. U.K.

4.b. The aircraft must be operated in accordance with the applicable environmental documentation. U.K.

4.c. A flight must not be commenced or continued unless the aircraft's scheduled performance, considering all factors which significantly affect its performance level, allows all phases of flight to be executed within the applicable distances/areas and obstacle clearances at the planned operating mass. Performance factors which significantly affect take-off, en-route and approach/landing are, particularly: U.K.

(i)

operating procedures;

(ii)

pressure altitude of the aerodrome;

(iii)

temperature;

(iv)

wind;

(v)

size, slope and condition of the take-off/landing area; and

(vi)

the condition of the airframe, the power plant or the systems, taking into account possible deterioration.

4.c.1. Such factors must be taken into account directly as operational parameters or indirectly by means of allowances or margins, which may be provided in the scheduling of performance data, as appropriate to the type of operation. U.K.

5. Instruments, data and equipment U.K.

5.a. An aircraft must be equipped with all navigation, communication and other equipment necessary for the intended flight, taking account of air traffic regulations and rules of the air applicable during any phase of the flight. U.K.

5.b. When relevant, an aircraft must be equipped with all necessary safety, medical, evacuation and survival equipment, taking account of the risks associated to the areas of operation, the routes to be flown, the flight altitude and the duration of the flight. U.K.

5.c. All data necessary for the execution of the flight by the crew must be updated and available on board the aircraft taking account of applicable air traffic regulations, rules of the air, flight altitudes and areas of operation. U.K.

6. Continuing airworthiness U.K.

6.a. The aircraft must not be operated unless: U.K.

(i)

the aircraft is in an airworthy condition;

(ii)

the operational and emergency equipment necessary for the intended flight is serviceable;

(iii)

the airworthiness document of the aircraft is valid; and

(iv)

the maintenance of the aircraft is performed in accordance with its maintenance programme.

6.b. Before each flight or consistent series of consecutive flights, the aircraft must be inspected, through a pre-flight check, to determine whether it is fit for the intended flight. U.K.

6.c. The maintenance programme must contain in particular, maintenance tasks and intervals, especially those that have been specified as mandatory in the instructions for continuing airworthiness. U.K.

6.d. The aircraft must not be operated unless it is released to service by qualified persons or organisations, after maintenance. The signed release to service must contain in particular, the basic details of the maintenance carried out. U.K.

6.e. All records demonstrating the airworthiness of the aircraft must be kept until the information contained has been superseded by new information equivalent in scope and detail but not less than 24 months in the case of detailed maintenance records. When the aircraft is leased, all records demonstrating the airworthiness of the aircraft must be kept at least for the length of the lease. U.K.

6.f. All modifications and repairs must comply with the essential requirements for airworthiness. The substantiating data supporting compliance with the airworthiness requirements must be retained. U.K.

7. Crew members U.K.

7.a. The number and composition of the crew must be determined taking into account: U.K.

(i)

the certification limitations of the aircraft, including if applicable, the relevant emergency evacuation demonstration;

(ii)

the aircraft configuration; and

(iii)

the type and duration of operations.

7.b. Cabin crew members must: U.K.

(i)

be trained and checked on a regular basis to attain and maintain an adequate level of competency in order to perform their assigned safety duties; and

(ii)

be periodically assessed for medical fitness to safely exercise their assigned safety duties. Compliance must be shown by appropriate assessment based on aero-medical best practice.

7.c. The pilot in command must have the authority to give all commands and take any appropriate actions for the purpose of securing the operation and the safety of the aircraft and of persons and/or property carried therein. U.K.

7.d. In an emergency situation, which endangers the operation or the safety of the aircraft and/or persons on board, the pilot in command must take any action he/she considers necessary in the interest of safety. When such action involves a violation of local regulations or procedures, the pilot in command must be responsible for notifying the appropriate local authority without delay. U.K.

7.e. Emergency abnormal situations must not be simulated when passengers or cargo are being carried. U.K.

7.f. No crew member must allow their task achievement/decision making to deteriorate to the extent that flight safety is endangered because of the effects of fatigue, taking into account, inter alia, fatigue accumulation, sleep deprivation, number of sectors flown, night duties or time zone changes. Rest periods must provide sufficient time to enable crew members to overcome the effects of the previous duties and to be well rested by the start of the following flight duty period. U.K.

7.g. A crew member must not perform allocated duties on board an aircraft when under the influence of psychoactive substances or alcohol or when unfit due to injury, fatigue, medication, sickness or other similar causes. U.K.

8. Additional requirements for operation for commercial purposes and operation of complex motor-powered aircraft U.K.

8.a. The operation for commercial purposes and the operation of complex motor-powered aircraft must not be undertaken unless the following conditions are met: U.K.

8.a.1. the operator must have directly or indirectly through contracts the means necessary for the scale and scope of the operations. These means comprise but are not limited to the following: aircraft, facilities, management structure, personnel, equipment, documentation of tasks, responsibilities and procedures, access to relevant data and record keeping; U.K.

8.a.2. the operator must use only suitably qualified and trained personnel and implement and maintain training and checking programmes for the crew members and other relevant personnel; U.K.

8.a.3. the operator must establish a MEL or equivalent document, taking account of the following: U.K.

(i)

the document must provide for the operation of the aircraft, under specified conditions, with particular instruments, items of equipment or functions inoperative at the commencement of the flight;

(ii)

the document must be prepared for each individual aircraft, taking account of the operator's relevant operational and maintenance conditions; and

(iii)

the MEL must be based on the Master Minimum Equipment List (MMEL), if available, and must not be less restrictive than the MMEL;

8.a.4. the operator must implement and maintain a management system to ensure compliance with these essential requirements for operations and aim for continuous improvement of this system; and U.K.

8.a.5. the operator must establish and maintain an accident prevention and safety programme, including an occurrence reporting programme, which must be used by the management system in order to contribute to the aim of continuous improvement of the safety of operations. U.K.

8.b. The operation for commercial purposes and the operation of complex motor-powered aircraft must only be undertaken in accordance with an operator's operations manual. Such manual must contain all necessary instructions, information and procedures for all aircraft operated and for operations personnel to perform their duties. Limitations applicable to flight time, flight duty periods and rest periods for crew members must be specified. The operations manual and its revisions must be compliant with the approved flight manual and be amended as necessary. U.K.

8.c. The operator must establish procedures, as appropriate, so as to minimise the consequences to safe flight operations of disruptive passenger behaviour. U.K.

8.d. The operator must develop and maintain security programmes adapted to the aircraft and the type of operation including particularly: U.K.

(i)

security of the flight crew compartment;

(ii)

aircraft search procedure checklist;

(iii)

training programmes;

(iv)

protection of electronic and computer systems to prevent intentional system interference and corruption; and

(v)

reporting acts of unlawful interference.

When security measures may adversely affect the safety of operations, the risks must be assessed and appropriate procedures developed to mitigate safety risks, this may necessitate the use of specialist equipment.

8.e. The operator must designate one pilot amongst the flight crew as the pilot in command. U.K.

8.f. The prevention of fatigue must be managed through a rostering system. For a flight, or series of flights, such a rostering system needs to address flight time, flight-duty periods, duty and adapted rest periods. Limitations established within the rostering system must take into account all relevant factors contributing to fatigue such as, in particular, number of sectors flown, time-zone crossing, sleep deprivation, disruption of circadian cycles, night hours, positioning, cumulative duty time for given periods of time, sharing of allocated tasks between crew members, and also the provision of augmented crews. U.K.

8.g. The tasks specified in point 6.a and those described in points 6.d and 6.e must be controlled by an organisation responsible for the continuing airworthiness management that must meet, in addition to those requirements of Annex I point 3.a, the following conditions: U.K.

(i)

the organisation must be qualified for the maintenance of products, parts and appliances under its responsibility or have established a contract with such a qualified organisation for these products, parts and appliances; and

(ii)

the organisation must establish an organisation manual providing, for use and guidance of personnel concerned, a description of all continuing airworthiness procedures of the organisation including when applicable a description of administrative arrangements between the organisation and the approved maintenance organisation.

ANNEX V U.K. [F1 Criteria for qualified entities referred to in Article 13 ( ‘ qualified entity ’ or ‘ entity ’ )]

Textual Amendments

F1 Substituted by Regulation (EC) No 1108/2009 of the European Parliament and of the Council of 21 October 2009 amending Regulation (EC) No 216/2008 in the field of aerodromes, air traffic management and air navigation services and repealing Directive 2006/23/EC (Text with EEA relevance).

1. The entity, its Director and the staff responsible for carrying out the checks, may not become involved, either directly or as authorised representatives, in the design, manufacture, marketing or maintenance of the products, parts, appliances, constituents or systems or in their operations, service provision or use. This does not exclude the possibility of an exchange of technical information between the involved organisations and the qualified entity. U.K.

2. The entity and the staff responsible for the certification tasks must carry out their duties with the greatest possible professional integrity and the greatest possible technical competence and must be free of any pressure and incentive, in particular of a financial type, which could affect their judgment or the results of their investigations, in particular from persons or groups of persons affected by the results of the certification tasks. U.K.

3. The entity must employ staff and possess the means required to perform adequately the technical and administrative tasks linked with the certification process; it should also have access to the equipment needed for exceptional checks. U.K.

4. The staff responsible for investigation must have: U.K.

• sound technical and vocational training,

• satisfactory knowledge of the requirements of the certification tasks they carry out and adequate experience of such processes,

• the ability required to draw up the declarations, records and reports to demonstrate that the investigations have been carried out.

5. The impartiality of the investigation staff must be guaranteed. Their remuneration must not depend on the number of investigations carried out or on the results of such investigations. U.K.

6. The entity must take out liability insurance unless its liability is assumed by one Member State in accordance with its national law. U.K.

7. The staff of the entity must observe professional secrecy with regard to all information acquired in carrying out their tasks under this Regulation. U.K.

[F2 ANNEX Va U.K. ESSENTIAL REQUIREMENTS FOR AERODROMES

Textual Amendments

F2 Inserted by Regulation (EC) No 1108/2009 of the European Parliament and of the Council of 21 October 2009 amending Regulation (EC) No 216/2008 in the field of aerodromes, air traffic management and air navigation services and repealing Directive 2006/23/EC (Text with EEA relevance).

A — Physical characteristics, infrastructure and equipment U.K.

1. Movement area U.K.

(a) Aerodromes shall have a designated area for the landing and take-off of aircraft, which satisfies the following conditions: U.K.

(i)

the landing and take-off area shall have dimensions and characteristics suitable for the aircraft intended to use the facility;

(ii)

the landing and take-off area, where applicable, shall have a bearing strength sufficient to support repetitive operations of the intended aircraft. Those areas not intended for repetitive operations only need to be capable of supporting the aircraft;

(iii)

the landing and take-off area shall be designed to drain water and to prevent standing water becoming an unacceptable risk to aircraft operations;

(iv)

the slope and slope changes of the landing and take-off area shall not create an unacceptable risk to aircraft operations;

(v)

the surface characteristics of the landing and take-off area shall be adequate for use by the intended aircraft; and

(vi)

the landing and take-off area shall be free from objects which might create an unacceptable risk to aircraft operations.

(b) Where there are several designated landing and take-off areas, they shall be such that they do not create an unacceptable risk to aircraft operations. U.K.

(c) The designated landing and take-off area shall be surrounded by defined areas. These areas are intended to protect aircraft flying over them during take-off or landing operations or to mitigate the consequences of undershooting, running off the side or overrunning the take-off and landing area, and shall satisfy the following conditions: U.K.

(i)

these areas shall have dimensions appropriate to the aircraft operations anticipated;

(ii)

the slope and slope changes of these areas shall not create an unacceptable risk to aircraft operations;

(iii)

these areas shall be free from objects which might create an unacceptable risk to aircraft operations. This should not preclude frangible equipment to be located in those areas, if required to assist aircraft operations; and

(iv)

each of these areas shall have a bearing strength sufficient to serve its purpose.

(d) Those areas of an aerodrome, with their associated immediate surroundings, that are to be used for taxiing or parking aircraft, shall be designed to permit safe operation of the aircraft expected to use the particular facility under all the conditions planned for, and shall satisfy the following conditions: U.K.

(i)

these areas shall have a bearing strength sufficient to support repetitive operations of the intended aircraft, except for areas which are expected for only occasional use which only need to be capable of supporting the aircraft;

(ii)

these areas shall be designed to drain water and to prevent standing water becoming an unacceptable risk to aircraft operations;

(iii)

the slope and slope changes of these areas shall not create an unacceptable risk to aircraft operations;

(iv)

the surface characteristics of these areas shall be adequate for use by the intended aircraft; and

(v)

these areas shall be free from objects which might create an unacceptable risk to aircraft. This should not preclude parking equipment required for that area in specifically identified positions or zones.

(e) Other infrastructure intended for use by aircraft shall be so designed that use of that infrastructure does not create an unacceptable risk to aircraft using it. U.K.

(f) Constructions, buildings, equipment or storage areas shall be located and designed so as not to create an unacceptable risk for aircraft operations. U.K.

(g) Suitable means shall be provided to prevent unauthorised persons, unauthorised vehicles or animals large enough to create an unacceptable risk to aircraft operations from entering the movement area, without prejudice to national and international animal protection provisions. U.K.

2. Obstacle clearances U.K.

(a) To protect aircraft proceeding to an aerodrome for landing, or for their departure from an aerodrome, arrival and departure routes or areas shall be established. Such routes or areas shall provide aircraft with the required clearance from obstacles located in the area surrounding the aerodrome taking due account of the local physical characteristics. U.K.

(b) Such obstacle clearance shall be appropriate to the phase of flight and type of operation being conducted. It shall also take into account the equipment being used for determining the position of the aircraft. U.K.

3. Visual and non-visual aids and aerodrome equipment U.K.

(a) AIDS shall be fit for purpose, recognisable and provide unambiguous information to users under all intended operational conditions. U.K.

(b) Aerodrome equipment shall function as intended under the foreseen operating conditions. Under operating conditions or in case of failure, aerodrome equipment shall not cause an unacceptable risk to aviation safety. U.K.

(c) The aids and their electrical power supply system shall be so designed that failures do not result in inappropriate, misleading or insufficient information being given to users or in interruption of an essential service. U.K.

(d) Suitable means of protection shall be provided to avoid damage or disturbance to such aids. U.K.

(e) Sources of radiation or the presence of moving or fixed objects shall not interfere with or adversely affect the performance of aeronautical communications, navigation and surveillance systems. U.K.

(f) Information on operation and use of aerodrome equipment shall be made available to relevant staff, including clear indications of the conditions which may create unacceptable risks to aviation safety. U.K.

4. Aerodrome data U.K.

(a) Data relevant to the aerodrome and the available services shall be established and kept up to date. U.K.

(b) The data shall be accurate, readable, complete and unambiguous. Appropriate integrity levels shall be maintained. U.K.

(c) The data shall be made available to the users and the relevant ANS providers in a timely manner, using a sufficiently secure and expeditious method of communication. U.K.

B — Operations and management U.K.

1. The aerodrome operator is responsible for operation of the aerodrome. The responsibilities of the aerodrome operator are as follows: U.K.

(a) the aerodrome operator shall have, directly or under contracts, all the means necessary to ensure safe operation of aircraft at the aerodrome. These means shall include, but are not limited to, facilities, personnel, equipment and material, documentation of tasks, responsibilities and procedures, access to relevant data and record-keeping; U.K.

(b) the aerodrome operator shall verify that the requirements of Section A are complied with at all times or take appropriate measures to mitigate the risks associated with non-compliance. Procedures shall be established and applied to make all users aware of such measures in a timely manner; U.K.

(c) the aerodrome operator shall establish and implement an appropriate aerodrome wildlife risk management programme; U.K.

(d) the aerodrome operator shall ensure that movements of vehicles and persons in the movement area and other operational areas are coordinated with movements of aircraft in order to avoid collisions and damage to aircraft; U.K.

(e) the aerodrome operator shall ensure that procedures to mitigate risks related to aerodrome operations in winter operation, adverse weather conditions, reduced visibility or at night, if applicable, are established and implemented; U.K.

(f) the aerodrome operator shall establish arrangements with other relevant organisations to ensure continuing compliance with these essential requirements for aerodromes. These organisations include, but are not limited to, aircraft operators, air navigation service providers, ground handling service providers and other organisations whose activities or products may have an effect on aircraft safety; U.K.

(g) the aerodrome operator, either by itself or by means of contracts with third parties, shall ensure that procedures exist to provide aircraft with fuel which is uncontaminated and of the correct specification; U.K.

(h) manuals for maintenance of aerodrome equipment shall be available, applied in practice and cover maintenance and repair instructions, servicing information, troubleshooting and inspection procedures; U.K.

(i) the aerodrome operator shall establish and implement an aerodrome emergency plan, covering emergency scenarios that may occur at the aerodrome or in its surroundings. This plan shall be coordinated, as appropriate, with the local community emergency plan; U.K.

(j) the aerodrome operator shall ensure that adequate aerodrome rescue and firefighting services are provided. Such services shall respond to an incident or accident with due urgency and shall include at least equipment, extinguishing agents and a sufficient number of personnel; U.K.

(k) the aerodrome operator shall use only trained and qualified personnel for aerodrome operations and maintenance and shall implement and maintain training and check programmes to ensure the continuing competence of all relevant personnel; U.K.

(l) the aerodrome operator shall ensure that any person permitted unescorted access to the movement area or other operational areas is adequately trained and qualified for such access; U.K.

(m) the rescue and firefighting personnel shall be properly trained and qualified to operate in the aerodrome environment. The aerodrome operator shall implement and maintain training and check programmes to ensure the continuing competence of this personnel; and U.K.

(n) all rescue and firefighting personnel potentially required to act in aviation emergencies shall periodically demonstrate their medical fitness to execute their functions satisfactorily, taking into account the type of activity. In this context, medical fitness, comprising both physical and mental fitness, means not suffering from any disease or disability which could make this personnel unable: U.K.

(i)

to execute the tasks necessary to operate in aviation emergencies;

(ii)

to perform their assigned duties at any time; or

(iii)

to perceive their environment correctly.

2. Management systems U.K.

(a) The aerodrome operator shall implement and maintain a management system to ensure compliance with these essential requirements for aerodromes and to aim for continuous and proactive improvement of safety. The management system shall include organisational structures, accountability, responsibilities, policies and procedures. U.K.

(b) The management system shall include an accident and incident prevention programme, including an occurrence-reporting and analysis scheme. The analysis shall involve the parties listed in point 1(f) above, as appropriate. U.K.

(c) The aerodrome operator shall develop an aerodrome manual and operate in accordance with that manual. Such manuals shall contain all necessary instructions, information and procedures for the aerodrome, the management system and for operations personnel to perform their duties. U.K.

C — Aerodrome surroundings U.K.

1. The airspace around aerodrome movement areas shall be safeguarded from obstacles so as to permit the intended aircraft operations at the aerodromes without creating an unacceptable risk caused by the development of obstacles around the aerodrome. Obstacle monitoring surfaces shall therefore be developed, implemented and continuously monitored to identify any infringing penetration. U.K.

(a)

Any infringement of these surfaces will require an assessment to identify whether or not the object creates an unacceptable risk. Any object posing an unacceptable risk shall be removed or appropriate mitigating action shall be taken to protect aircraft using the aerodrome.

(b)

Any remaining such obstacles shall be published and, depending on the need, shall be marked and, where necessary, made visible by means of lights.

2. Hazards related to human activities and land use, such as, but not limited to, items on the following list, shall be monitored. The risk caused by them shall be assessed and mitigated as appropriate: U.K.

(a)

any development or change in land use in the aerodrome area;

(b)

the possibility of obstacle-induced turbulence;

(c)

the use of hazardous, confusing and misleading lights;

(d)

the dazzling caused by large and highly reflective surfaces;

(e)

the creation of areas that might encourage wildlife activity in the surroundings of the aerodrome movement area;

(f)

sources of non-visible radiation or the presence of moving or fixed objects which may interfere with, or adversely affect, the performance of aeronautical communications, navigation and surveillance systems.

3. A local community emergency plan shall be established for aviation emergency situations occurring in the aerodrome local area. U.K.

D — Others U.K.

Except for aircraft emergency situations, when diverting to an alternate aerodrome, or under other conditions specified in each case, an aerodrome or parts thereof shall not be used by aircraft for which the aerodrome design and operating procedures are not normally intended.

ANNEX Vb U.K. ESSENTIAL REQUIREMENTS FOR ATM/ANS AND AIR TRAFFIC CONTROLLERS

1. Use of the airspace U.K.

(a) All aircraft, excluding those engaged in the activities referred to in Article 1(2)(a), in all phases of flight or on the movement area of an aerodrome, shall be operated in accordance with common general operating rules and any applicable procedure specified for use of that airspace. U.K.

(b) All aircraft, excluding those engaged in the activities referred to in Article 1(2)(a), shall be equipped with the required constituents and operated accordingly. Constituents used in the ATM/ANS system shall also comply with the requirements in point 3. U.K.

2. Services U.K.

(a) Aeronautical information and data for airspace users for the purpose of air navigation U.K.

(i) The data used as a source for aeronautical information shall be of sufficient quality, complete, current and provided in a timely manner. U.K.

(ii) Aeronautical information shall be accurate, complete, current, unambiguous and be of adequate integrity in a suitable format for users. U.K.

(iii) The dissemination of such aeronautical information to airspace users shall be timely and use sufficiently reliable and expeditious means of communication protected from interference and corruption. U.K.

(b) Meteorological information U.K.

(i) The data used as a source for aeronautical meteorological information shall be of sufficient quality, complete and current. U.K.

(ii) To the extent possible, aeronautical meteorological information shall be precise, complete, current, be of adequate integrity and unambiguous in order to meet the needs of airspace users. U.K.

(iii) The dissemination of such aeronautical meteorological information to airspace users shall be timely and use sufficiently reliable and expeditious means of communication protected from interference and corruption. U.K.

(c) Air traffic services U.K.

(i) The data used as a source for the provision of air traffic services shall be correct, complete and current. U.K.

(ii) Air traffic services shall be sufficiently precise, complete, current, and unambiguous to meet the safety needs of users. U.K.

(iii) Automated tools providing information or advice to users shall be properly designed, manufactured and maintained to ensure that they are fit for their intended purpose. U.K.

(iv) Air traffic control services and related processes shall provide for adequate separation between aircraft and, where appropriate, assist in protection from obstacles and other airborne hazards and shall ensure prompt and timely coordination with all relevant users and adjacent volumes of airspace. U.K.

(v) Communication between air traffic services and aircraft and between relevant air traffic services units shall be timely, clear, correct and unambiguous, protected from interference and commonly understood and, if applicable, acknowledged by all actors involved. U.K.

(vi) Means shall be in place to detect possible emergencies and, when appropriate, to initiate effective search and rescue action. Such means shall, as a minimum, comprise appropriate alerting mechanisms, coordination measures and procedures, means and personnel to cover the area of responsibility efficiently. U.K.

(d) Communication services U.K.

Communication services shall achieve and maintain sufficient performance with regard to their availability, integrity, continuity and timeliness. They shall be expeditious and protected from corruption.

(e) Navigation service U.K.

Navigation services shall achieve and maintain a sufficient level of performance with regard to guidance, positioning and, when provided, timing information. The performance criteria include accuracy, integrity, availability and continuity of the service.

(f) Surveillance service U.K.

Surveillance services shall determine the respective position of aircraft in the air and of other aircraft and ground vehicles on the aerodrome surface, with sufficient performance with regard to their accuracy, integrity, continuity and probability of detection.

(g) Air traffic flow management U.K.

The tactical management of air traffic flows at Community level shall use and provide sufficiently precise and current information of the volume and nature of the planned air traffic affecting service provision and shall coordinate and negotiate re-routing or delaying traffic flows in order to reduce the risk of overloading situations occurring in the air or at the aerodromes.

(h) Airspace management U.K.

The designation of specific volumes of airspace for a certain use shall be monitored, coordinated and promulgated in a timely manner in order to reduce the risk of loss of separation between aircraft in all circumstances.

(i) Airspace design U.K.

Airspace structures and flight procedures shall be properly designed, surveyed and validated before they can be deployed and used by aircraft.

3. Systems and constituents U.K.

(a) General U.K.

ATM/ANS systems and constituents providing related information to and from the aircraft and on the ground shall be properly designed, manufactured, installed, maintained and operated to ensure that they are fit for their intended purpose.

(b) System and constituent integrity, performance and reliability U.K.

The integrity and safety-related performance of systems and constituents whether on aircraft, on the ground or in space, shall be fit for their intended purpose. They shall meet the required level of operational performance for all their foreseeable operating conditions and for their whole operational life.

(c) Design of systems and constituents U.K.

(i) Systems and constituents shall be designed to meet applicable safety requirements. U.K.

(ii) Systems and constituents, considered collectively, separately and in relation to each other, shall be designed in such a way that an inverse relationship exists between the probability that any failure can result in a total system failure and the severity of its effect on the safety of services. U.K.

(iii) Systems and constituents, considered individually and in combination with each other, shall be designed taking into account limitations related to human capabilities and performance. U.K.

(iv) Systems and constituents shall be designed in a manner that protects them from unintended harmful interactions with external elements. U.K.

(v) Information needed for manufacturing installation, operation and maintenance of the systems and constituents as well as information concerning unsafe conditions shall be provided to personnel in a clear, consistent and unambiguous manner. U.K.

(d) Continuing level of service U.K.

Safety levels of systems and constituents shall be maintained during service and any modifications to service.

4. Qualification of air traffic controllers U.K.

(a) General U.K.

A person undertaking training as an air traffic controller or as a student air traffic controller, shall be sufficiently mature educationally, physically and mentally to acquire, retain and demonstrate the relevant theoretical knowledge and practical skill.

(b) Theoretical knowledge U.K.

(i) An air traffic controller shall acquire and maintain a level of knowledge appropriate to the functions exercised and proportionate to the risks associated with the type of service. U.K.

(ii) Acquisition and retention of theoretical knowledge shall be demonstrated by continuous assessment during training, or by appropriate examinations. U.K.

(iii) An appropriate level of theoretical knowledge shall be maintained. Compliance shall be demonstrated by regular assessments or examinations. The frequency of examinations shall be proportionate to the level of risk associated with the type of service. U.K.

(c) Practical skill U.K.

(i) An air traffic controller shall acquire and maintain the practical skills appropriate to exercise his/her functions. Such skills shall be proportionate to the risks associated with the type of service and shall cover at least, if appropriate to the functions exercised, the following items: U.K.

i.

operational procedures;

ii.

task specific aspects;

iii.

abnormal and emergency situations; and

iv.

human factors.

(ii) An air traffic controller shall demonstrate the ability to perform the associated procedures and tasks with a level of competence appropriate to the functions exercised. U.K.

(iii) A satisfactory level of competence in practical skill shall be maintained. Compliance shall be verified by regular assessments. The frequency of these assessments shall be proportionate to the complexity and the level of risk associated with the type of service and the tasks performed. U.K.

(d) Language proficiency U.K.

(i) An air traffic controller shall demonstrate proficiency to speak and understand English to the extent he/she is able to communicate effectively in voice-only (telephone/radiotelephone) and in face-to-face situations on concrete and work-related topics, including in emergency situations. U.K.

(ii) Whenever necessary in a defined volume of airspace for ATS service provision purposes, an air traffic controller shall also have proficiency to speak and understand the national language(s) to the extent described above. U.K.

(e) Synthetic training devices (STD) U.K.

When an STD is used for practical training on situational awareness and human factors or to demonstrate that skills are acquired or maintained, it shall have a level of performance that allows adequate simulation of the working environment and operational situations appropriate to the training provided.

(f) Training course U.K.

(i) Training shall be given by a training course, which may comprise theoretical and practical instruction, including training on an STD, if applicable. U.K.

(ii) A course shall be defined and approved for each type of training. U.K.

(g) Instructors U.K.

(i) Theoretical instruction shall be given by appropriately qualified instructors. They shall: U.K.

i.

have appropriate knowledge in the field where instruction is to be given; and

ii.

have demonstrated the ability to use appropriate instructional techniques.

(ii) Instruction on practical skills shall be given by appropriately qualified instructors, who have the following qualifications: U.K.

i.

meet the theoretical knowledge and the experience requirements appropriate to the instruction being given;

ii.

have demonstrated the ability to instruct and to use appropriate instructional techniques;

iii.

have practised instructional techniques in those procedures in which it is intended to provide instruction; and

iv.

receive regular refresher training to ensure that the instructional competences are maintained.

(iii) Instructors on practical skills shall also be or have been entitled to act as an air traffic controller. U.K.

(h) Assessors U.K.

(i) Persons responsible for assessing the skill of air traffic controllers shall: U.K.

i.

have demonstrated the ability to assess the performance of, and conduct tests and checks on air traffic controllers; and

ii.

receive regular refresher training to ensure that the assessment standards are maintained up to date.

(ii) Assessors on practical skills shall also be or have been entitled to act as an air traffic controller in those areas in which assessment is to be made. U.K.

(i) Medical fitness of an air traffic controller U.K.

(i) Medical criteria U.K.

i. All air traffic controllers shall periodically demonstrate medical fitness to satisfactorily execute their functions. Compliance shall be shown by appropriate assessment taking into account the possible mental and physical degradation due to age; U.K.

ii. Demonstration of medical fitness, comprising physical and mental fitness, shall include the demonstrated absence of any disease or disability, which makes the person providing an air traffic control (ATC) service unable: U.K.

• to execute properly the tasks necessary to provide an ATC service,

• to perform assigned duties at any time, or

• to perceive correctly his/her environment.

(ii) Where medical fitness cannot be fully demonstrated, mitigation measures that provide equivalent safety may be implemented. U.K.

5. Service providers and training organisations U.K.

(a) Service provision shall not be undertaken unless the following conditions are met: U.K.

(i)

the service provider shall have directly or indirectly through contracts the means necessary for the scale and scope of the service. These means shall comprise but are not limited to the following: systems, facilities, including power supply, management structure, personnel, equipment and its maintenance, documentation of tasks, responsibilities and procedures, access to relevant data and record-keeping;

(ii)

the service provider shall develop and keep up-to-date management and operations manuals relating to the provision of its services and operate in accordance with those manuals. Such manuals shall contain all necessary instructions, information and procedures for the operations, the management system and for operations personnel to perform their duties;

(iii)

the service provider shall implement and maintain a risk-based management system to ensure compliance with the essential requirements in this Annex and aim for continuous proactive improvement of this system;

(iv)

the service provider shall use only suitably qualified and trained personnel and implement and maintain training and checking programmes for the personnel;

(v)

the service provider shall establish formal interfaces with all the other contributors to the service provision to ensure compliance with these essential requirements;

(vi)

the service provider shall establish and implement a contingency plan covering emergency and abnormal situations that may occur in relation to its services;

(vii)

the service provider shall establish and maintain an accident and incident prevention and safety programme including an occurrence reporting and analysis programme, which shall be used by the management system in order to contribute to the aim of continuous improvement of safety; and

(viii)

the service provider shall make arrangements to verify that the safety performance requirements of any system and constituent they operate are met at any time.

(b) ATC service provision shall not be undertaken unless the following conditions are met: U.K.

(i)

the prevention of fatigue of personnel providing an ATC service shall be managed through a rostering system. Such a rostering system needs to address duty periods, duty time and adapted rest periods. Limitations established within the rostering system shall take into account relevant factors contributing to fatigue such as, in particular, sleep deprivation, disruption of circadian cycles, night hours, cumulative duty time for given periods of time and also the sharing of allocated tasks between personnel;

(ii)

the prevention of stress of personnel providing an ATC service shall be managed through education and prevention programmes;

(iii)

the ATC service provider shall have in place procedures to verify that the cognitive judgement of personnel providing ATC services is not impaired or their medical fitness insufficient;

(iv)

the ATC service provider shall take into account operational and technical constraints as well as human factor principles in its planning and operations.

(c) Communication, navigation and/or surveillance service provision shall not be undertaken unless the following condition is met: U.K.

The service provider shall keep relevant airspace users and ATS units informed on a timely basis of the operational status (and changes thereof) of their services provided for ATS purposes.

(d) Training organisations U.K.

A training organisation providing training for personnel providing an ATC service shall meet the following requirements:

(i)

have all the means necessary for the scope of responsibilities associated with their activity. These means comprise, but are not limited to, the following: facilities, personnel, equipment, methodology, documentation of tasks, responsibilities and procedures, access to relevant data and record-keeping;

(ii)

implement and maintain a management system relating to safety and the standard of training, and aim for continuous improvement of this system; and

(iii)

establish arrangements with other relevant organisations, as necessary, to ensure continuing compliance with these essential requirements.]

ANNEX VI U.K. CORRELATION TABLE

Regulation (EC) No 1592/2002	This Regulation
Article 1	Article 1
Article 2(1)	Article 2(1)
Article 2(2)(a) to (e)	Article 2(2)(a) to (e)
—	Article 2(2)(f)
Article 2(3)	Article 2(3)
Article 3(a) to (g)	Article 3(a) to (g)
—	Article 3(h) to (l)
Article 4(1)(a) to (c)	Article 4(1)(a) to (c)
—	Article 4(1)(d)
—	Article 4(2) and (3)
Article 4(2)	Article 4(4)
—	Article 4(5)
Article 4(3)	Article 4(6)
Article 5(1)	Article 5(1)
Article 5(2), first subparagraph, introductory wording	Article 5(2), first subparagraph, introductory wording
Article 5(2), first subparagraph, points (a) to (c)	Article 5(2), first subparagraph, points (a) to (c)
Article 5(2), first subparagraph, point (d)	Article 5(2), first subparagraph, points (d) and (e)
Article 5(2), first subparagraph, points (e) and (f)	Article 5(2), first subparagraph, points (f) and (g)
—	Article 5(3)
Article 5(3)	Article 5(4)
Article 5(4), first subparagraph, introductory wording	Article 5(5), first subparagraph, introductory wording
Article 5(4), first subparagraph, points (a) to (d)	Article 5(5), first subparagraph, points (a) to (d)
Article 5(4), first subparagraph, point (e)(i) to (iii)	Article 5(5), first subparagraph, point(e)(i) to (iii)
—	Article 5(5), first subparagraph, point (e)(iv) to (vi)
Article 5(4), first subparagraph, points (f) to (i)	Article 5(5), first subparagraph, points (f) to (i)
—	Article 5(5), first subparagraph, point (j)
Article 5(5), first subparagraph, introductory wording	Article 5(6), first subparagraph, introductory wording
Article 5(5), first subparagraph, points (a), (b) and (c)	Article 5(6), first subparagraph, points (a), (b) and (c)
—	Article 5(6), first subparagraph, point (d)
Article 6	Article 6
—	Article 7
—	Article 8
—	Article 9
—	Article 10
Article 8(1)	Article 11(1)
—	Article 11(2) to (4)
Article 8(2)	Article 11(5)
—	Article 11(6)
Article 9	Article 12
—	Article 13
Article 10(1)	Article 14(1)
—	Article 14(2)
Article 10(2)	Article 14(3)
Article 10(3)	Article 14(4)
Article 10(4)	Article 14(5)
Article 10(5)	Article 14(6)
Article 10(6)	Article 14(7)
Article 11	Article 15
—	Article 16
Article 12	Article 17
Article 13, introductory wording	Article 18, introductory wording
Article 13(a)	Article 18(a)
—	Article 18(b)
Article 13(b)	Article 18(c)
Article 13(c)	Article 18(d)
—	Article 18(e)
Article 14	Article 19
Article 15(1), introductory wording	Article 20(1), introductory wording
Article 15(1)(a) to (j)	Article 20(1)(a) to (j)
—	Article 20(1)(k) and (l)
Article 15(2)	Article 20(2)
—	Article 21
—	Article 22
—	Article 23
Article 16(1) and (2)	Article 24(1) and (2)
—	Article 24(3)
Article 16(3)	Article 24(4)
Article 16(4)	Article 24(5)
—	Article 25
Article 17	Article 26
Article 18	Article 27
Article 19	Article 28
Article 20	Article 29
Article 21	Article 30
Article 22	Article 31
Article 23	Article 32
Article 24(1) to (4)	Article 33(1) to (4)
—	Article 33(5)
Article 25(1) and (2)	Article 34(1) and (2)
—	Article 34(3)
Article 26	Article 35
Article 27	Article 36
Article 28	Article 37
Article 29(1) and (2)	Article 38(1) and (2)
Article 29(3)(a) to (j)	Article 38(3)(a) to (j)
—	Article 38(3)(k) and (l)
Article 30	Article 39
Article 31	Article 40
Article 32	Article 41
Article 33	Article 42
Article 34	Article 43
Article 35	Article 44
Article 36	Article 45
Article 37	Article 46
Article 38	Article 47
Article 39	Article 48
Article 40	Article 49
Article 41	Article 50
Article 42	Article 51
Article 43	Article 52
Article 44	Article 53
Article 45	Article 54
Article 46(1), introductory wording	Article 55(1), introductory wording
Article 46(1)(a) to (d)	Article 55(1)(a) to (d)
—	Article 55(1)(e)
Article 46(2) and (3)	Article 55(2) and (3)
—	Article 56
—	Article 57
Article 47(1) and (2)	Article 58(1) and (2)
Article 47(3)	—
Article 47(4)	Article 58(3)
Article 47(5)	—
—	Article 58(4)
Article 48(1), introductory wording	Article 59(1), introductory wording
Article 48(1)(a)	Article 59(1)(a) and (b)
Article 48(1)(b) and (c)	Article 59(1)(c) and (d)
—	Article 59(1)(e)
Article 48(2) and (3)	Article 59(2) and (3)
	Article 59(4)
Article 48(4) to (10)	Article 59(5) to (11)
Article 49	Article 60
Article 50	Article 61
Article 51	Article 62
Article 52	Article 63
Article 53	Article 64
Article 54	Article 65
Article 55	Article 66
Article 56	Article 67
—	Article 68
Article 57	Article 69
Article 59	Article 70