For the purpose of this Part, the competent authority shall be an authority designated by the Member State to whom a person applies for the issue of pilot licences or associated ratings or certificates.
This Part establishes the requirements for the issue of pilot licences and associated ratings and certificates and the conditions of their validity and use.
[F1For the purposes of this Annex (Part-FCL), the following definitions shall apply:]
Textual Amendments
F1 Substituted by Commission Implementing Regulation (EU) 2018/1974 of 14 December 2018 amending Regulation (EU) No 1178/2011 laying down technical requirements and administrative procedures related to civil aviation aircrew pursuant to Regulation (EU) 2018/1139 of the European Parliament and of the Council (Text with EEA relevance).
[F2‘ Accessible ’ means that a device can be used by:
the approved training organisation (ATO) under whose approval a training course for a class or type rating is being conducted; or
the examiner conducting the assessment of competence, skill test or proficiency check for the purpose of assessing, testing or checking.]
[F1‘ Aerobatic flight ’ means an intentional manoeuvre involving an abrupt change in an aircraft's attitude, an abnormal attitude, or abnormal acceleration, not necessary for normal flight or for instruction for licences, certificates, or ratings other than the aerobatic rating.]
‘Aeroplane’ means an engine-driven fixed-wing aircraft heavier than air which is supported in flight by the dynamic reaction of the air against its wings.
‘Aeroplane required to be operated with a co-pilot’ means a type of aeroplane which is required to be operated with a co-pilot as specified in the flight manual or by the air operator certificate.
[F2‘ Aeroplane upset prevention and recovery training ’ (UPRT) means training consisting of:
aeroplane upset prevention training: a combination of theoretical knowledge and flying training with the aim of providing flight crew with the required competencies to prevent aeroplane upsets; and
aeroplane upset recovery training: a combination of theoretical knowledge and flying training with the aim of providing flight crew with the required competencies to recover from aeroplane upsets.]
‘Aircraft’ means any machine which can derive support in the atmosphere from the reactions of the air other than the reactions of the air against the earth’s surface.
‘Airmanship’ means the consistent use of good judgement and well-developed knowledge, skills and attitudes to accomplish flight objectives.
[F3‘ Airship ’ means a power-driven lighter-than-air aircraft, with the exception of hot-air airships, which are considered to be balloons in accordance with Article 2(7) of Commission Regulation (EU) 2018/395.]
[F2‘ Available FSTD ’ means any flight simulation training device (FSTD) that is vacant for use of the FSTD operator or of the customer irrespective of any time considerations.]
[F4‘ Angular operation ’ means an instrument approach operation in which the maximum tolerable error/deviation from the planned track is expressed in terms of deflection of the needles on the Course Deviation Indicator (CDI) or equivalent display in the cockpit.]
[F5‘ Assessment of competence ’ means the demonstration of skills, knowledge and attitude for the initial issue, revalidation or renewal of an instructor or examiner certificate.]
‘Balloon’ means a lighter-than-air aircraft which is not engine-driven and sustains flight through the use of either gas or an airborne heater. For the purposes of this Part, a hot-air airship, although engine-driven, is also considered a balloon.
[F6. . . . .]
‘Category of aircraft’ means a categorisation of aircraft according to specified basic characteristics, for example aeroplane, powered-lift, helicopter, airship, sailplane, free balloon.
‘Class of aeroplane’ means a categorisation of single-pilot aeroplanes not requiring a type rating.
[F7. . . . .]
‘Commercial air transport’ means the transport of passengers, cargo or mail for remuneration or hire.
‘Competency’ means a combination of skills, knowledge and attitude required to perform a task to the prescribed standard.
‘Competency element’ means an action which constitutes a task that has a triggering event and a terminating event that clearly defines its limits, and an observable outcome.
‘Competency unit’ means a discrete function consisting of a number of competency elements.
‘Co-pilot’ means a pilot operating other than as pilot-in-command, on an aircraft for which more than one pilot is required, but excluding a pilot who is on board the aircraft for the sole purpose of receiving flight instruction for a licence or rating.
‘Cross-country’ means a flight between a point of departure and a point of arrival following a pre-planned route, using standard navigation procedures.
‘Cruise relief co-pilot’ means a pilot who relieves the co-pilot of his/her duties at the controls during the cruise phase of a flight in multi-pilot operations above FL 200.
‘Dual instruction time’ means flight time or instrument ground time during which a person is receiving flight instruction from a properly authorised instructor.
‘Error’ means an action or inaction taken by the flight crew which leads to deviations from organisational or flight intentions or expectations.
‘Error management’ means the process of detecting and responding to errors with countermeasures which reduce or eliminate the consequences of errors, and mitigate the probability of errors or undesired aircraft states.
‘Full Flight Simulator’ (FFS) means a full size replica of a specific type or make, model and series aircraft flight deck, including the assemblage of all equipment and computer programmes necessary to represent the aircraft in ground and flight operations, a visual system providing an out-of-the-flight deck view, and a force cueing motion system.
[F3‘ Flight time ’ :
for aeroplanes, touring motor gliders and powered-lift aircraft, it means the total time from the moment an aircraft first moves for the purpose of taking off until the moment it finally comes to rest at the end of the flight;
for helicopters, it means the total time from the moment a helicopter’s rotor blades start turning until the moment the helicopter finally comes to rest at the end of the flight, and the rotor blades are stopped;
for airships, it means the total time from the moment an airship is released from the mast for the purpose of taking off until the moment the airship finally comes to rest at the end of the flight, and is secured on the mast.]
‘Flight time under Instrument Flight Rules’ (IFR) means all flight time during which the aircraft is being operated under the Instrument Flight Rules.
‘Flight Training Device’ (FTD) means a full size replica of a specific aircraft type’s instruments, equipment, panels and controls in an open flight deck area or an enclosed aircraft flight deck, including the assemblage of equipment and computer software programmes necessary to represent the aircraft in ground and flight conditions to the extent of the systems installed in the device. It does not require a force cueing motion or visual system, except in the case of helicopter FTD levels 2 and 3, where visual systems are required.
‘Flight and Navigation Procedures Trainer’ (FNPT) means a training device which represents the flight deck or cockpit environment, including the assemblage of equipment and computer programmes necessary to represent an aircraft type or class in flight operations to the extent that the systems appear to function as in an aircraft.
[F5‘ Flown solely by reference to instruments ’ means that the pilots fly the aircraft without any external visual references, in simulated or actual instrument meteorological conditions (IMC).]
[F7. . . . .]
‘Helicopter’ means a heavier-than-air aircraft supported in flight chiefly by the reactions of the air on one or more power-driven rotors on substantially vertical axes.
‘Instrument flight time’ means the time during which a pilot is controlling an aircraft in flight solely by reference to instruments.
‘Instrument ground time’ means the time during which a pilot is receiving instruction in simulated instrument flight, in flight simulation training devices (FSTD).
‘Instrument time’ means instrument flight time or instrument ground time.
[F4‘ Linear operation ’ means an instrument approach operation in which the maximum tolerable error/deviation from the planned track is expressed in units of length, for instance nautical miles, for cross-track lateral deviation.
[F5‘ Line flying under supervision ’ (LIFUS) means line flying after an approved zero flight time type rating training course or the line flying required by an operational suitability data (OSD) report.]
‘ LNAV ’ means Lateral Navigation.
‘ LPV ’ means Localiser Performance with Vertical Guidance.]
‘Multi-pilot operation’:
for aeroplanes, it means an operation requiring at least 2 pilots using multi-crew cooperation in either multi-pilot or single-pilot aeroplanes;
for helicopters, it means an operation requiring at least 2 pilots using multi-crew cooperation on multi-pilot helicopters.
‘Multi-crew cooperation’ (MCC) means the functioning of the flight crew as a team of cooperating members led by the pilot-in-command.
‘Multi-pilot aircraft’:
for aeroplanes, it means aeroplanes certificated for operation with a minimum crew of at least two pilots;
for helicopters, airships and powered-lift aircraft, it means the type of aircraft which is required to be operated with a co-pilot as specified in the flight manual or by the air operator certificate or equivalent document.
[F8‘ Night ’ means the period between the end of evening civil twilight and the beginning of morning civil twilight or such other period between sunset and sunrise as may be prescribed by the appropriate authority.]
[F5‘ OSD ’ means the operational suitability data established in accordance with Annex I (Part-21) to Regulation (EU) No 748/2012.]
[F8‘ Other training devices ’ (OTD) means training aids other than FSTDs which provide means for training where a complete flight deck environment is not necessary.]
[F4‘ Performance-Based Navigation (PBN) ’ means area navigation based on performance requirements for aircraft operating along an ATS route, on an instrument approach procedure or in a designated airspace.]
‘Performance criteria’ means a simple, evaluative statement on the required outcome of the competency element and a description of the criteria used to judge if the required level of performance has been achieved.
‘Pilot-in-command’ (PIC) means the pilot designated as being in command and charged with the safe conduct of the flight.
‘Pilot-in-command under supervision’ (PICUS) means a co-pilot performing, under the supervision of the pilot-in-command, the duties and functions of a pilot-in-command.
‘Powered-lift aircraft’ means any aircraft deriving vertical lift and in flight propulsion/lift from variable geometry rotors or engines/propulsive devices attached to or contained within the fuselage or wings.
[F3‘ Powered sailplane ’ means a sailplane equipped with one or more engines that has, with engines inoperative, the characteristics of a sailplane.]
‘Private pilot’ means a pilot who holds a licence which prohibits the piloting of aircraft in operations for which remuneration is given, with the exclusion of instruction or examination activities, as established in this Part.
[F8‘ Proficiency check ’ means the demonstration of skill to revalidate or renew ratings or privileges, and including such oral examination as may be required.]
‘Renewal’ (of, e.g. a rating or certificate) means the administrative action taken after a rating or certificate has lapsed for the purpose of renewing the privileges of the rating or certificate for a further specified period consequent upon the fulfilment of specified requirements.
‘Revalidation’ (of, e.g. a rating or certificate) means the administrative action taken within the period of validity of a rating or certificate which allows the holder to continue to exercise the privileges of a rating or certificate for a further specified period consequent upon the fulfilment of specified requirements.
[F4‘ RNP APCH ’ means a PBN specification used for instrument approach operations.
‘ RNP APCH operation down to LNAV minima ’ means a 2D instrument approach operation for which the lateral guidance is based on GNSS positioning.
‘ RNP APCH operation down to LNAV/VNAV minima ’ means a 3D instrument approach operation for which the lateral guidance is based on GNSS positioning and the vertical guidance is provided either by the Baro VNAV function or by the GNSS positioning including SBAS.
‘ RNP APCH operation down to LPV minima ’ means a 3D instrument approach operation for which both lateral and vertical guidance are based on GNSS positioning including SBAS.
‘ RNP AR APCH ’ means a navigation specification used for instrument approach operations requiring a specific approval.]
‘Route sector’ means a flight comprising take-off, departure, cruise of not less than 15 minutes, arrival, approach and landing phases.
‘Sailplane’ means a heavier-than-air aircraft which is supported in flight by the dynamic reaction of the air against its fixed lifting surfaces, the free flight of which does not depend on an engine.
‘Single-pilot aircraft’ means an aircraft certificated for operation by one pilot.
‘Skill test’ means the demonstration of skill for a licence or rating issue, including such oral examination as may be required.
‘Solo flight time’ means flight time during which a student pilot is the sole occupant of an aircraft.
‘Student pilot-in-command’ (SPIC) means a student pilot acting as pilot-in-command on a flight with an instructor where the latter will only observe the student pilot and shall not influence or control the flight of the aircraft.
‘Threat’ means events or errors which occur beyond the influence of the flight crew, increase operational complexity and which must be managed to maintain the margin of safety.
‘Threat management’ means the process of detecting and responding to the threats with countermeasures which reduce or eliminate the consequences of threats, and mitigate the probability of errors or undesired aircraft states.
[F4‘ Three-dimensional (3D) instrument approach operation ’ means an instrument approach operation using both lateral and vertical navigation guidance.]
[F3‘ Touring motor glider (TMG) ’ means, unless otherwise specified following the certification process in accordance with Annex I (Part 21) to Regulation (EU) No 748/2012, a specific class of powered sailplanes that has an integrally mounted, non-retractable engine and a non-retractable propeller. It shall be capable of taking off and climbing under its engine power according to its flight manual.]
[F4‘ Two-dimensional (2D) instrument approach operation ’ means an instrument approach operation using lateral navigation guidance only.]
‘Type of aircraft’ means a categorisation of aircraft requiring a type rating as determined in the operational suitability data established in accordance with Part-21, and which include all aircraft of the same basic design including all modifications thereto except those which result in a change in handling or flight characteristics.
[F5‘ Type rating and licence endorsement list ’ means a list published by the Agency based on the result of the OSD evaluation and containing classes of aeroplanes and types of aircraft for the purpose of flight crew licensing.]
[F4‘ VNAV ’ means Vertical Navigation.]
Textual Amendments
F2 Inserted by Commission Implementing Regulation (EU) 2018/1974 of 14 December 2018 amending Regulation (EU) No 1178/2011 laying down technical requirements and administrative procedures related to civil aviation aircrew pursuant to Regulation (EU) 2018/1139 of the European Parliament and of the Council (Text with EEA relevance).
F3 Substituted by Commission Implementing Regulation (EU) 2020/359 of 4 March 2020 amending Regulation (EU) No 1178/2011 laying down technical requirements and administrative procedures related to civil aviation aircrew pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the Council (Text with EEA relevance).
F4 Inserted by Commission Regulation (EU) 2016/539 of 6 April 2016 amending Regulation (EU) No 1178/2011 as regards pilot training, testing and periodic checking for performance-based navigation (Text with EEA relevance).
F5 Inserted by Commission Implementing Regulation (EU) 2019/1747 of 15 October 2019 amending Regulation (EU) No 1178/2011 as regards requirements for certain flight crew licences and certificates, rules on training organisations and competent authorities (Text with EEA relevance).
F6 Deleted by Commission Regulation (EU) 2018/1119 of 31 July 2018 amending Regulation (EU) No 1178/2011 as regards declared training organisations.
F7 Deleted by Commission Implementing Regulation (EU) 2020/359 of 4 March 2020 amending Regulation (EU) No 1178/2011 laying down technical requirements and administrative procedures related to civil aviation aircrew pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the Council (Text with EEA relevance).
Textual Amendments
F10 Inserted by Commission Implementing Regulation (EU) 2020/359 of 4 March 2020 amending Regulation (EU) No 1178/2011 laying down technical requirements and administrative procedures related to civil aviation aircrew pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the Council (Text with EEA relevance).
Textual Amendments
A student pilot shall not fly solo unless authorised to do so and supervised by a flight instructor.
[F3Before his or her first solo flight, a student pilot shall be at least 16 years of age.] ]
Textual Amendments
A pass in a theoretical knowledge examination paper will be awarded to an applicant achieving at least 75 % of the marks allocated to that paper. No penalty marking shall be applied.
Unless otherwise determined in this Part, an applicant has successfully completed the required theoretical knowledge examination for the appropriate pilot licence or rating if he or she has passed all the required theoretical knowledge examination papers within a period of 18 months counted from the end of the calendar month when the applicant first attempted an examination.
If an applicant for the ATPL theoretical knowledge examination, or for the issue of a commercial pilot licence (CPL), an instrument rating (IR) or an en route instrument rating (EIR) has failed to pass one of the theoretical knowledge examination papers within four attempts, or has failed to pass all papers within either six sittings or within the period mentioned in point (b)(2), he or she shall retake the complete set of theoretical knowledge examination papers.
If applicants for the issue of a light aircraft pilot licence (LAPL), a private pilot licence (PPL), a sailplane pilot licence (SPL) or a balloon pilot licence (BPL) have failed to pass one of the theoretical knowledge examination papers within four attempts or have failed to pass all papers within the period mentioned in point (b)(2), they shall retake the complete set of theoretical knowledge examination papers.
Before retaking the theoretical knowledge examinations, applicants shall undertake further training at a DTO or an ATO. The extent and scope of the training needed shall be determined by the DTO or the ATO, based on the needs of the applicants.]
[F3for the issue of a light aircraft pilot licence or a private pilot licence, for a period of 24 months;]
[F9for the issue of a commercial pilot licence, instrument rating (IR) or en route instrument rating (EIR), for a period of 36 months;]
the periods in (i) and (ii) shall be counted from the day when the pilot successfully completes the theoretical knowledge examination, in accordance with (b)(2).
an IR entered in the licence; or
in the case of helicopters, a helicopter’s type rating entered in that licence.
In any case, the theoretical knowledge instruction shall always have been completed before the skill tests are taken.
An applicant for a licence, rating or certificate shall be credited in full with all solo, dual instruction or PIC flight time towards the total flight time required for the licence, rating or certificate.
A graduate of an ATP integrated training course is entitled to be credited with up to 50 hours of student pilot-in-command instrument time towards the PIC time required for the issue of the airline transport pilot licence, commercial pilot licence and a multi-engine type or class rating.
A graduate of a CPL/IR integrated training course is entitled to be credited with up to 50 hours of the student pilot-in-command instrument time towards the PIC time required for the issue of the commercial pilot licence and a multi-engine type or class rating.
Textual Amendments
This credit also applies to applicants for a pilot licence who have already successfully completed the theoretical knowledge examinations for the issue of that licence in another category of aircraft, as long as it is within the validity period specified in FCL.025(c).
The exercise of the privileges granted by a licence shall be dependent upon the validity of the ratings contained therein, if applicable, and of the medical certificate as appropriate to the privileges exercised.]
Textual Amendments
The pilot shall keep a reliable record of the details of all flights flown in a form and manner established by the competent authority.
General. Aeroplane, helicopter, powered-lift and airship pilots required to use the radio telephone shall not exercise the privileges of their licences and ratings unless they have a language proficiency endorsement on their licence in either English or the language used for radio communications involved in the flight. The endorsement shall indicate the language, the proficiency level and the validity date, and it shall be obtained in accordance with a procedure established by a competent authority. The minimum acceptable proficiency level is the operational level (Level 4) in accordance with Appendix 2 to this Annex.
The applicant for a language proficiency endorsement shall demonstrate, in accordance with Appendix 2 to this Annex, at least an operational level of language proficiency both in the use of phraseologies and plain language to an assessor certified by a competent authority or a language-testing body approved by a competent authority as applicable. To do so, the applicant shall demonstrate the ability to:
communicate effectively in voice-only and in face-to-face situations;
communicate on common and work-related topics with accuracy and clarity;
use appropriate communicative strategies to exchange messages and to recognise and resolve misunderstandings in a general or work-related context;
handle successfully the linguistic challenges presented by a complication or unexpected turn of events which occurs within the context of a routine work situation or communicative task with which they are otherwise familiar; and
use a dialect or accent which is intelligible to the aeronautical community.
Except for pilots who have demonstrated language proficiency at the expert level (level 6) in accordance with Appendix 2 to this Annex, the language proficiency endorsement shall be re-evaluated every:
4 years, if the level demonstrated is operational level (level 4); or
6 years, if the level demonstrated is extended level (level 5).
Specific requirements for holders of an instrument rating (IR) or en-route instrument rating (EIR). Without prejudice to the points above, holders of an IR or an EIR shall have demonstrated the ability to use English at the appropriate proficiency level as defined in Appendix 2 to this Annex.
The demonstration of language proficiency and the ability to use English for IR or EIR holders shall be done through a method of assessment established by any competent authority.]
as PIC or co-pilot unless he/she has carried out, in the preceding 90 days, at least 3 take-offs, approaches and landings in an aircraft of the same type or class or an FFS representing that type or class. The 3 take-offs and landings shall be performed in either multi-pilot or single-pilot operations, depending on the privileges held by the pilot; and
as PIC at night unless he/she:
has carried out in the preceding 90 days at least 1 take-off, approach and landing at night as a pilot flying in an aircraft of the same type or class or an FFS representing that type or class; or
holds an IR;
[F9as cruise relief co-pilot unless he/she:
has complied with the requirements in (b)(1); or
has carried out in the preceding 90 days at least 3 sectors as a cruise relief pilot on the same type or class of aircraft; or
has carried out recency and refresher flying skill training in an FFS at intervals not exceeding 90 days. This refresher training may be combined with the operator’s refresher training prescribed in the relevant requirements of Part-ORO.]
When a pilot has the privilege to operate more than one type of aeroplane with similar handling and operation characteristics, the 3 take-offs, approaches and landings required in (1) may be performed as defined in the operational suitability data established in accordance with Part-21.
When a pilot has the privilege to operate more than one type of non-complex helicopter with similar handling and operation characteristics, as defined in the operational suitability data established in accordance with Part-21, the 3 take-offs, approaches and landings required in (1) may be performed in just one of the types, provided that the pilot has completed at least 2 hours of flight in each of the types of helicopter, during the preceding 6 months.
In the case of commercial air transport, the 90-day period prescribed in subparagraphs (b)(1) and (2) above may be extended up to a maximum of 120 days, as long as the pilot undertakes line flying under the supervision of a type rating instructor or examiner.
[F8If the pilot does not comply with the requirement in point (1), he or she shall complete a training flight with an instructor qualified in accordance with Subpart J to instruct for that aircraft type. The training flight shall be performed in the aircraft or an FFS of the aircraft type to be used, and shall include at least the requirements described in points (b)(1) and (2) before he or she can exercise his/her privileges.]
Textual Amendments