AMC & GM To The Annex To Regulation (EU) 2019-947 - Issue 1 - Amendment 2

AMC and GM to the Annex Annex II to Decision 2022/002/R
to Regulation (EU) 2019/947

Issue 1, Amendment 2
Acceptable Means of Compliance and Guidance Material to the Annex

to Regulation (EU) 2019/947 — Issue 1, Amendment 2
‘AMC and GM to the Annex to Regulation (EU) 2019/947 — Issue 1, Amendment 2’
This document shows deleted, new or amended text as follows:

— deleted text is struck through;
— new or amended text is highlighted in blue;
— an ellipsis ‘[…]’ indicates that the rest of the text is unchanged.
Note to the reader

In amended, and in particular in existing (that is, unchanged) text, ‘Agency’ is used interchangeably with ‘EASA’. The
interchangeable use of these two terms is more apparent in the consolidated versions. Therefore, please note that both terms
refer to the ‘European Union Aviation Safety Agency (EASA)’.
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Annex II to ED Decision 2022/002/R
Annex II to ED Decision 2019/021/R of the Executive Director of the Agency of 9 October 2019 is
amended as follows:
GM1 UAS.OPEN.010 General provisions

MAXIMUM HEIGHT
[…]
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AMC1 UAS.OPEN.020(4)(b) and UAS.OPEN.040(3) UAS operations in

subcategories A1 and A3
THEORETICAL KNOWLEDGE SUBJECTS FOR BASIC ONLINE THEORETICAL KNOWLEGDE TRAINING
COURSES AND THEORETICAL KNOWLEGDE EXAMINATIONS FOR SUBCATEGORIES A1 AND A3
The acquisition of theoretical knowledge by theeach remote pilot should cover at least the following
elementstheoretical knowledge subjects:
The acquisition of theoretical knowledge by theeach remote pilot should cover the following
elements:
(a) Air safety:
(1) non-reckless behaviour, safety precautions for UAS operations and basic requirements
regarding dangerous goods;
(2) starting or stopping the operations taking into account environmental factors, UAS
conditions and limitations, remote pilot limitations and human factors;
(3) operation in visual line of sight (VLOS) and in very low level (VLL), which entails:
[…]
(b) Airspace restrictions:
(1) obtain and observe updated information about any flight restrictions or conditions
published by the MS according to Article 15 of the UAS Regulation1;
(2) describe the types of geographical zones and the procedures for receiving a flight
authorisation; and
(3) upload the geographical zones onto the geo-awareness system;
[…]
(e) Operational procedures:
(1) pre-flight:
(i) assessment of the area of operation and the surrounding area, including the terrain
and potential obstacles and obstructions for keeping VLOS of the UA, potential
overflight aboveof uninvolved persons, and the potential overflight aboveof critical
infrastructure;
(ii) identification of a safe area where the remote pilot can perform a practice flight;
(iii) environmental and weather conditions (e.g. factors that can affect the
performance of the UAS such as electromagnetic interference, wind, temperature,
etc.); methods of obtaining weather forecasts; and
(iv) checking the conditions of the UAS;
(2) in-flight:
1 Commission Implementing Regulation (EU) 2019/947 of 24 May 2019 on the rules and procedures for the operation of
unmanned aircraft (OJ L 152, 11.6.2019, p. 45).
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(i) normal procedures; and

(ii) determine the UA’s attitude, altitude, and direction of flight;
(iii) observe the airspace for other air traffic or hazards;
(iv) determine that the UA does not pose a danger for the life or property of other
people; and
(iiv) contingency and emergency procedures for abnormal situations: (e.g. for lost-
data-link connections);
(a) managing the UAS flight path in abnormal situations;
(b) managing the situation when the UAS positioning equipment is impaired;
(c) managing the situation of incursion of a person into the area of operation,
and taking appropriate measures to maintain safety;
(d) managing the exit from the area of operation as defined during the flight
preparation;
(e) managing the situation when a manned aircraft flies near the area of
operation;
(f) managing the incursion of another UAS into the area of operation;
(g) dealing with a situation of a loss of attitude or position control caused by
external phenomena; and
(h) following the C2 loss-of-link procedure;
[…]
AMC2 UAS.OPEN.020(4)(b) and UAS.OPEN.040(3) UAS operations in

subcategories A1 and A3
PROOF OF COMPLETION OF THE ONLINE THEORETICAL KNOWLEGDE TRAINING COURSE AND
SUCCESSFUL COMPLETION OF THE ONLINE THEORETICAL KNOWLEGDE EXAMINATION
Upon receipt of the proof that of a remote pilot has successfully completed the online theoretical
knowledge training course andpassing the online theoretical knowledge examination, the
MScompetent authority should provide athe following proof of completion to the remote pilot in the
format that is depicted in the figure below. An entity that is designated by the competent authority
may issue the certificate on behalf of the competent authority. The proof may be provided in
electronic form.
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(2)
(1)
(1) Insert the identifierThe remote pilot identification number that is provided by the competent
authority, or the entity that is designated by the competent authority releasing that issues the
proof of completion,. The reference should have the following format:
NNN-RP-xxxxxxxxxxxx
Where:
— ‘NNN’ is the ISO 3166 Alpha-3 code of the MS releasingthat issues the proof of completion;
— ‘RP’ is a fixed field meaning: ‘remote pilot’; and
— X‘xxxxxxxxxxxxx’ are 12 alphanumeric characters (lower-case only) defined by the MS
competent authority or the entity that is designated by the competent authority that issues
releasing the proof of completion.
As an eExample: (FIN-RP-123456789abc)
(2) The QR code provides providing a link to the national database where the information related
to the remote pilot is stored. Through the ‘remote pilot identifier’, identification number’, (1)
all information related to the training of the remote pilot can be retrieved. by authorised bodies
(e.g. competent authorities, law enforcement authorities, etc.) and authorised personnel.
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AMC1 UAS.OPEN.020(5)(c) and (d), UAS.OPEN.030(3) and

UAS.OPEN.040(4)(c), (d) and (e) UAS operations in subcategories
A1, A2 and A3
MODIFICATION OF A UAS WITH A CE CLASS IDENTIFICATION LABEL MARK
When placing UASs with a class identification label on the market, manufacturers should ensure the
compliance of those UASs with the applicable regulatory requirements. It is the responsibility of UAS
operators to ensure that those UASs remain compliant throughout their lifetime. UAS operators
should, therefore, not make any modifications to a UAS in class C0, C1, C2 C3, C5, or C6 that breach
compliance with the product requirements, unless the modification is foreseen by the manufacturer
and documented in the manufacturer’s instructions.
The replacement of a part by a similar one for maintenance purposes is not considered a modification,
provided the operator uses an original part or a part that complies with the characteristics defined by
the manufacturer in the list of replaceable parts provided in the manufacturer’s instructions.
The affixation of payload is not considered a modification provided that affixing a payload is not
forbidden by the manufacturer and the payload complies with the characteristics provided in the
manufacturer’s instructions. Affixing a payload when it is forbidden by the manufacturer or affixing a
payload that does not comply with the characteristics provided in the manufacturer’s instructions is
strictly forbidden.
If the payload does not comply with the characteristics of the allowed payloads or if maintenance is
not performed according to the manufacturer’s instructions, it is then considered a modification that
invalidates the class conformity. The class identification label must be removed from the UAS If the
UAS operator carries out such a modification on a UAS, that UAS is no longer considered to have a CE
Class identification label mark and the modified UAS may only be operated in Subcategory A3, or in
the ‘specific’ category in accordance with Subpart B of Annex I to the UAS Regulation.
Changes to UASs with a class identification label C4 are allowed, and such UASs can be considered
‘privately built’ UASs and continue to be operated in subcategory A3 of the ‘open’ category.
AMC1 UAS.OPEN.030(2) UAS operations in subcategory A2

REMOTE PILOT CERTIFICATE OF COMPETENCY
After the verification that the applicant has passed the online theoretical knowledge examination, has
completed and declared the self-practical-skills self-training, and has passed the additional theoretical
knowledge examination provided by the competent authority or by an entity recognised by the
competent authority, the MScompetent authority should provide athe following certificate of
competency to the remote pilot in the format depicted in the figure below. An entity that is designated
by the competent authority may issue the certificate on behalf of the competent authority. The
certificate may be provided in electronic form.
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(1) Insert the identifierThe remote pilot identification number that is provided by the competent
authority or the entity that is designated by the competent authority that issues releasing the
certificate of remote pilot competency. The reference should have the following format:
NNN-RP-xxxxxxxxxxxx
Where:
— ‘NNN’ is the ISO 3166 Alpha-3 code of the MS that issues releasing the proof of
completion;
— ‘RP’ is a fixed field meaning: ‘remote pilot’; and
— ‘xxxxxxxxxxxx’ are 12 alphanumeric characters (lower-case only) defined by the
MScompetent authority or the entity that is designated by the competent authority that
issues releasing the proof of completion.
As an eExample: (FIN-RP-123456789abc)
(2) The QR code provides providing a link to the national database where the information related
to the remote pilot is stored. Through the ‘remote pilot identifier’, identification number’, (1)
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all information related to the training of the remote pilot can be retrieved. by authorised
bodies (e.g. competent authorities, law enforcement authorities, etc.) and authorised
personnel.
AMC1 UAS.OPEN.030(2)(b) UAS operations in subcategory A2

PRACTICAL-SKILLS SELF-TRAINING
(a) The aim of the practical-skills self-training is to ensure that the remote pilot should be able to
demonstrate at all times the ability to:
(1) operate a class C2 UAS within its limitations;
(2) complete all manoeuvres with smoothness and accuracy;
(3) exercise good judgment and airmanship;
(4) apply their theoretical knowledge; and
(5) maintain control of the UA at all times in such a manner that the successful outcome of
a procedure or manoeuvre is never seriously in doubt.
(b) The remote pilot should complete the practical-skills self-training with a UAS that features the
same flight characteristics (e.g. fixed wing, rotorcraft), control scheme (manual or automated,
human–machine interface) and a similar weight as the UAS intended for use in the UAS
operation. This implies the use of a UA with an MTOM of less than 4 kg and bearing the Class 2
identification label.CE marking after the transition period relative to CE marking is closed.
(c) If a UAS with both manual and automated control schemes is used, the practical-skills self-
training should be doneperformed with both control schemes. If athis UAS has multiple
automated features, the remote pilot should demonstrate proficiency with each automated
feature.
(d) The practical-skills self-training should contain at least flying exercises regarding take-off or
launch and landing or recovery, precision flight manoeuvres remaining in a given airspace
volume, hovering in all orientations or loitering around positions when applicable. In addition,
the remote pilot should exercisefollow the contingency procedures for abnormal situations (e.g.
a return-to-home function, if available), as stipulated in the user’s manual provided by the
manufacturer. However, the remote pilot should only follow those contingency procedures that
do not require the deactivation of the UAS functions that may reduce its safety level.
AMC2 UAS.OPEN.030(2)(b) UAS operations in subcategory A2

PRACTICAL COMPETENCIES FOR THE PRACTICAL-SKILLS SELF-TRAINING
When doingexecuting the practical-skills self-training, the remote pilot should perform as many flights
as they deem necessary to gain a reasonable level of knowledge and the skills to operate the UAS.
[…]
(b) Preparation for the flight:
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(1) assess the general condition of the UAS and ensure that the configuration of the UAS
complies with the instructions provided by the manufacturer in the user’s manual;
(2) ensure that all removable components of the UA are properly secured;
(3) make sure that the software installed on the UAS and on the remote pilot station (RPS) is
the latest published by the UAS manufacturer;
(4) calibrate the instruments on board the UA, if needed;
(5) identify possible conditions that may jeopardise the intended UAS operation;
(6) check the status of the battery and make sure it is compatible with the intended UAS
operation;
(7) updateactivate the geo-awareness system and ensure that the geographical information
is up to date; and
(8) set the height limitation system, if needed;
(9) set the low-speed mode, if available; and
(10) check the correct functioning of the C2 link.
(c) Flight under normal conditions:
(1) followingusing the procedures provided by the manufacturer in the user’s manual,
familiarise themselves with how to:
(i) take off (or launch);
(ii) make a stable flight:
(A) hover in case of multirotor UA;
(B) perform coordinated large turns;
(C) perform coordinated tight turns;
(D) perform straight flight at constant altitude;
(E) change direction, height and speed;
(F) follow a path;
(G) return of the UA towards the remote pilot after the UA has been placed at a
distance that no longer allows its orientation to be distinguished, in case of
multirotor UA;
(H) perform horizontal flight at different speeds (critical high speed or critical
low speed), in case of fixed-wing UA;
(iii) keep the UA outside no-fly zones or restricted zones, unless holding an
authorisation;
(iv) use some external references to assess the distance and height of the UA;
(v) perform return to home a return-to-home (RTH) procedure — automatic or
manual;
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(vi) land (or recover); and

(vii) perform a landing procedure and a missed approach in case of fixed-wing UA; and
(viii) perform real-time monitoring of the status and endurance limitations of the UAS;
and
(2) maintain a sufficient separation from obstacles.;
(d) Flight under abnormal conditions:
(i) manage the UAS flight path in abnormal situations;
(ii) manage thea situation when the UAS positioning equipment is impaired (if the UAS used
allows the deactivation of that equipment);
(iii) manage simulate a situation of the incursion of a person into the area of operation, and
take appropriate measures to maintain safety;
(iv) manage the exit from the operation zone as defined during the flight preparation;
(v) manage simulate the incursion of a manned aircraft near the area of operation;
(vi) manage simulate the incursion of another UAS in the area of operation;
(vii) select the safeguard mechanism relevant to thea situation;
(viii) deal with a situation of a loss of attitude or position control generated by external
phenomena;
(viiviiiix) resume manual control of the UAS when the use of automatic systems renders the
situation dangerous; and
(ix) apply the recovery method following a deliberate (simulated) loss of the C2 linkcarry out
the loss of link procedure.
(e) Briefing, debriefing and feedback:
(i) shut down the UAS and secure it;
(ii) carry out a post-flight inspection and record any relevant data on the general condition
of the UAS (its systems, components, and power sources);
(iii) conduct a review of the UAS operation; and
(iiv) identify situations wheren an occurrence report is necessary, and produce the occurrence
report.
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AMC2 UAS.OPEN.030(2)(c) UAS operations in subcategory A2

and Attachment A to Chapter I of Appendix 1 ‘Remote pilot
theoretical knowledge and practical-skills examination for
STS-01REMOTE PILOT THEORETICAL KNOWLEDGE AND
PRACTICAL-SKILLS EXAMINATION FOR STS-01’
THEORETICAL KNOWLEDGE EXAMINATION FOR THE CERTIFICATE OF REMOTE PILOT COMPETENCY
AND OF THE REMOTE PILOT THEORETICAL KNOWLEDGE FOR STSs
The theoretical knowledge examination to obtain a ‘certificate of remote pilot competency’ in
subcategory A2 of the ‘open’ category (according to point UAS.OPEN.030(2)(c)) and the ‘certificate of
remote pilot theoretical knowledge’ for STSs (as per Attachment A to Chapter I of Appendix 1 of the
UAS Regulation) should be conducted:
(1) as a face-to-face examination at the facilities of the competent authority, or of the entity that
is designated by the competent authority (if that entity issues the certificate), or of the entity
recognised by the competent authority (if the certificate is issued by the competent authority);
or
(2) through an online-proctored examination provided by the competent authority, or the entity
that is designated by the competent authority (if that entity issues the certificate), or the entity
recognised by the competent authority (if the certificate is issued by the competent authority).
The examination provider should provide the participants in the exam with a clear procedure
on how to conduct such an examination as well as with a system that:
(a) allows the adequate verification of the identity of the person that takes the examination;
(b) provides a method to verify that the person that takes the examination does not use
during the examination support other than that specified in the examination procedure
(e.g. computer traffic data lock and monitoring to prevent screen sharing, mirroring and
remote desktop, video and room sound analysis).
GM1 UAS.OPEN.030(2)(c) UAS operations in subcategory A2

REMOTE PILOT COMPETENCIES REQUIRED TO OBTAIN A CERTIFICATE OF REMOTE PILOT
COMPETENCY
A remote pilot may obtain the additional theoretical knowledge that is needed to pass the additional
theoretical examination for a certificate of remote pilot competency in one of the following two ways:
(a) Competency-based training
(1) via Ccompetency-based training that covers aspects related to non-technical skills in an
integrated manner, taking into account the particular risks associated with UAS
operations.
(2) Competency-based training should be developed using the analysis, design,
development, implementation, and evaluation (ADDIE) principles.
The competency may be acquired by one of the following two ways:
(ba) Self-study, such as:
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(1) A remote pilot may undertake self-study in many ways in order to obtain a certificate of
competency. The purpose of this self-study is to acquire some basic competency and
familiarise themselves with the UA, as well as with the UAS operations they want to
conduct.
(2) Examples of self-study:
(i1) reading the manual or leaflet provided by the UA manufacturer;
(ii2) reading related information or watching instructional films; and
(iii3) obtaining information from others who have already experience in flying a UA.
(b) Study in a training facility.
TheA remote pilot may also undertake this study as classroom training, e-learning or similar
training at a training facility. Since this training is not mandated by the UAS RegulationMSs, the
national aviation authorities (NAAs) are not required to approve the training syllabiuses.
GM1GM2 UAS.OPEN.040(4) UAS operations in subcategory A3

USE OF UASs WITH A CLASS C0 OR C1 CLASS IDENTIFICATION LABEL IN SUBCATEGORY A3
Since subcategory A3 UAS operations are conducted at a 150-m distance from residential, commercial,
and industrial areas, where no uninvolved persons are endangered, subcategory A3 encompass
subcategory A1 (operations that are not conducted over assemblies of people and over uninvolved
people). Therefore, UAS operations in subcategory A3 may also be conducted with an UA with:
(a) a class C0 class identification label that complies with the requirements of Part 1 of the Annex
to Regulation (EU) 2019/945; or
(b) a class C1 class identification label that complies with the requirements of Part 1 of the Annex
to Regulation (EU) 2019/945, as well as with an active and updated direct remote identification
system and a geo-awareness function.
AMC1 UAS.OPEN.050(1) Responsibilities of the UAS operator

OPERATIONAL PROCEDURES
The UAS operator should develop procedures adapted to the type of operations they intend to
perform and to the risks involved. Therefore, written procedures should not be necessary if the UAS
operator is also the remote pilot, and the remote pilot may use the procedures defined byin the
manufacturer’s instructions in the operations manual (OM).
[…]
GM1 UAS.OPEN.050(3) Responsibilities of the UAS operator

The UAS operator must identify a remote pilot for each flight. For UAS operations in the ‘open’
category, it is forbidden to hand the control of the UA over to another command unit during the flight.
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AMC1 UAS.SPEC.030(2) Application for an operational

authorisation
APPLICATION FORM FOR ANTHE OPERATIONAL AUTHORISATION
The UAS operator should submit an application for an operational authorisation according to the
following form. The application and all the documentation referred to or attached to the application
should be stored for at least 2two years after the expiry of the related operational authorisation or
submission of application in case of refusal. The UAS operator should in a manner that ensures their
protection of the stored data protection from unauthorised access, damage, alteration, and theft. The
declaration may be complemented by the description of the procedures to ensure that all operations
are in compliance with Regulation (EU) 2016/679 on the protection of natural persons with regard to
the processing of personal data and on the free movement of such data, as required by point
UAS.SPEC.050(1)(a)(iv) of the UAS Regulation.
Application for an operational authorisation for the ‘specific’ category
Data protection: Personal data included in this application is processed by the competent authority pursuant to Regulation (EU)
2016/679 of the European Parliament and of the Council of 27 April 2016 on the protection of natural persons with regard to
the processing of personal data and on the free movement of such data, and repealing Directive 95/46/EC (General Data
Protection Regulation). Personal data will be processed for the purpose of the performance, management and follow-up of the
application by the competent authority in accordance with Article 12 of Regulation (EU) 2019/947 of 24 May 2019 on the rules
and procedures for the operation of unmanned aircraft.
If the applicant requires further information concerning the processing of their personal data or exercising their rights (e.g. to
access or rectify any inaccurate or incomplete data), they should refer to the point of contact of their competent authority.
The applicant has the right to file a complaint regarding the processing of their personal data at any time to the national data
protection supervisory authority.
New application 1. UAS operator

Amendment data authorisation NNN-OAT-xxxxx/yyy
to operational
1. UAS operator data
1.1 UAS operator registration number
1.2 UAS operator name
1.3 Name of the accountable manager
1.4 Operational point of contact
Name
Telephone
Email
2. Details of the UAS operation
2.1 Expected date of start of the operation DD/MM/YYYY 2.2 Expected end date DD/MM/YYYY
2.3 Intended location(s) of the operation
2.4 Risk assessment reference and revision SORA version __ PDRA # __-__ other _________
2.5 Level of assurance and integrity
2.6 Type of operation VLOS BVLOS
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2.7 Transport of dangerous goods Yes No
2.8 Ground risk 2.8.1 Operational area

characterisation 2.8.2 Adjacent area
2.9 Upper limit of the operational volume
A B C D E F G
2.10 Airspace volume of the intended operation
U-space Other, specify ___________
2.12.1 Operational volume ARC-a ARC-b ARC-c ARC-d
2.11 Residual air risk level
2.11.2. Adjacent volume ARC-a ARC-b ARC-c ARC-d
2.12 Operations manual reference
2.13 Compliance evidence file reference
3. UAS data
3.1 Manufacturer 3.2 Model
Aeroplane Helicopter
3.4 Max characteristic
3.3 Type of UAS Multirotor Hybrid/VTOL _____ m
dimensions
Lighter than air / other
3.5 Take-off mass _____ kg 3.6 Maximum speed _____ m/s (_____ kt)
3.7 Serial number or, if applicable, UA registration
mark
3.8 Type certificate (TC) or design verification report,
if applicable
3.9 Number of the certificate of airworthiness (CofA),
if applicable
3.10 Number of the noise certificate, if applicable
3.11 Mitigation of effects of ground impact No Yes, low Yes, medium Yes, high
3.12 Technical requirements for containment Basic Enhanced
4. Remarks
5. Declaration of compliance
I, the undersigned, hereby declare that the UAS operation will comply with:
— any applicable Union and national regulations related to privacy, data protection, liability, insurance, security, and
environmental protection;
— the applicable requirements of Regulation (EU) 2019/947; and
— the limitations and conditions defined in the operational authorisation provided by the competent authority.
Moreover, I declare that the related insurance coverage, if appliable, will be in place at the start date of the UAS operation.
Date Signature and stamp
DD/MM/YYYY
Application for operational authorisation
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Data protection: Personal data included in this application is processed by the competent authority pursuant
to Regulation (EU) 2016/679 of the European Parliament and of the Council of 27 April 2016 on the protection
of natural persons with regard to the processing of personal data and on the free movement of such data, and
repealing Directive 95/46/EC (General Data Protection Regulation). It will be processed for the purposes of
the performance, management and follow-up of the application by the competent authority in accordance
with Article 12 of Regulation (EU) 2019/947.
If you require further information concerning the processing of your personal data or exercising your rights
(e.g. to access or rectify any inaccurate or incomplete data), please refer to the contact point of the competent
authority.
The applicant has the right to make a complaint regarding the processing of the personal data at any time to
the national Data Protection Supervisor Authority.
UAS operator data
UAS data
2.3 Type certificate (if required)

2.4 Serial number or UA registration
mark (if applicable)
2.5 Certificate of airworthiness (CofA)
(if required)
2.6 Noise certificate (if required)
2.7 Configuration Aeroplane Helicopter Multirotor Hybrid/VTOL Lighter than
air/other
2.8 MTOM 2.9 Maximum 2.10 Maximum characteristic
airspeed dimensions
Operation
3.1 ConOps
3.2 Operation manual available

yes no
3.3 Predefined risk assessment (PDRA)
(if applicable)
3.4 If the operation complies with a PDRA published by EASA, provide all the information and
documentation identified in it.
3.5 If the operation does not comply with a PDRA published by EASA, provide the operational risk
assessment in accordance with Article 11 of Regulation (EU) 2019/947
3.6 Mitigations and operational
safety objectives (OSOs)
3.7 Insurance cover will be in place at the start of the UAS operations yes no
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I, the undersigned, hereby declare that the UAS operation will comply with:
— any applicable Union and national rules related to privacy, data protection, liability, insurance,
security and environmental protection;
— the applicable requirement of Regulation (EU) 2019/947; and
— the limitations and conditions defined in the authorisation provided by the competent authority.
Date Signature
Instructions for filling in the application form
If the application relates to an amendment to an existing operational authorisation, indicate the number of the
operational authorisation and fill out in red the fields that are amended compared to the last operational
authorisation.
1.1 The UAS operator registration number in accordance with Article 14 of the UAS Regulation.
1.2 UAS operator’s name as declared during the registration process.
1.23 Name of the accountable manager or, in the case of a natural person, the name of the UAS operator in
the case of a natural person.
1.4 Contact details of the person responsible for the operation, in charge to answer possible operational
questions raised by the competent authority.
2.1 Date on which the UAS operator expects to start the operation.
2.2 Date on which the UAS operator expects to end the operation. The UAS operator may ask for an unlimited
duration; in this case, indicate ‘Unlimited’.
2.3 Location(s) where the UAS operator intends to conduct the UAS operation. The identification of the
location(s) should contain the full operational volume and ground risk buffer (the red line in Figure 1).
Depending on the initial ground and air risk and on the application of mitigation measures, the location(s)
may be ‘generic’ or ‘precise’ (refer to GM2 UAS.SPEC.030(2)).
Ground risk buffer
Adjacent area Operational area Adjacent area
Figure 1 — Operational area and ground risk buffer
2.4 Select one of the three options. If the SORA is used, indicate the version. In case a PDRA is used, indicate
the number and its revision. In case a risk assessment methodology is used other than the SORA, provide
its reference. In this last case, the UAS operator should demonstrate that the methodology complies with
Article 11 of the UAS Regulation.
2.5 If the risk methodology used is the SORA, indicate the final SAIL of the operation, otherwise the equivalent
information provided by the risk assessment methodology used.
2.6 Select one of the two options.
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2.8 Characterise the ground risk (i.e. density of overflown population density, expressed in persons per km2,
if available, or ‘controlled ground area’, ‘sparsely populated area’, ‘populated area’, ‘gatherings of
people’) for both the operational and the adjacent area.
2.9 Insert the maximum flight altitude, expressed in metres and feet in parentheses, of the operational
volume (adding the air risk buffer, if applicable) using the AGL reference when the upper limit is below
150 m (492 ft), or use the MSL reference when the upper limit is above 150 m (492 ft).
2.10 Select one or more of the nine options. Select ‘Other’ in case none of the previous applies (i.e. military
areas).
2.11 Select one of the four options.
2.12 Indicate the OM’s identification and revision number. This document should be attached to the
application.
2.13 Indicate the compliance evidence file identification and revision number. This document should be
attached to the application.
23.1 Name of the manufacturer of the UAS.
23.2 Model of the UAS as defined by the manufacturer.
3.3 Select one of the five options.
3.4 Indicate the maximum dimensions of the UA in metres (e.g. for aeroplanes: the length of the wingspan;
for helicopters: the diameter of the propellers; for multirotors: the maximum distance between the tips
of two opposite propellers) as used in the risk assessment to identify the ground risk.
3.5 Indicate the maximum value, expressed in kg, of the UA take-off mass (TOM), at which the UAS operation
may be operated. All flights should then be operated not exceeding that TOM. The TOM may bemaybe
be different from (however, not higher than) the MTOM defined by the UAS manufacturer.
3.6 Maximum cruise airspeed, expressed in m/s and kt in parentheses, as defined in the manufacturer’s
instructions.
3.7 Unique serial number (SN) of the UA defined by the manufacturer according to standard ANSI/CTA-2063-
A-2019, Small Unmanned Aerial Systems Serial Numbers, 2019, or UA registration mark if the UA is
registered. In case of privately built UAS or UAS not bearing a unique SN, insert the unique SN of the
remote identification system.
2.3
3.8 Include the EASA TC number, or the UAS design verification report number issued by EASA, if applicable
available.
2.4 Serial number of the UA defined by the manufacturer, or the UA registration mark if the competent
authority requires the use of a UAS with an EASA TC.
2.53.9 If a UAS with an EASA TC is required by the competent authority, the UAS should have a certificate of
airworthiness (CofA).
2.63.10 If a UAS with an EASA TC is required by the competent authority, the UAS should have a noise certificate.
4 Free-text field for the addition of any relevant remark.
2.7 Configuration of the UA.
Page 17 of 65
2.8 Maximum take-off mass for which the UA is designed, expressed in kg.
2.9 Maximum cruise air speed expressed in m/s and knots in parenthesis.
2.10 State the maximum dimensions of the UA in metres (e.g. for aeroplanes: the length of the wingspan; for
helicopters: the diameter of the propellers; for multirotors: the maximum distance between the tips of 2
opposite propellers).
NOTENote 1: Section 23 may include more than one UAS. In that case, it should be filled in with the data of all
the UASs intended to be operated. If needed, fields may be duplicated.
3.1 The description of the intended operation characterising the area where it will take place (i.e. urban,
sparsely populated, industrial, etc.) and the airspace.
3.3 The number of the PDRA, if applicable.
3.6 A list of the mitigation measures and the OSOs put in place, as required by the PDRA or proposed by the
UAS operator if no PDRA is available. Sufficient information should be provided to the competent
authority to assess the robustness of the measures.
3.8 A short description of the procedures established by the UAS operator to ensure that all operations are
in compliance with Regulation (EU) 2016/679 on the protection on personal data as required by point
UAS.SPEC.050(1)(a)iv.
Note 2: The signature and stamp may be provided in electronic form.
GM1 UAS.SPEC.030(2) Application for an operational authorisation

APPLICATION FORM FOR ANTHE OPERATIONAL AUTHORISATION
[…]
(4) CONTROL AND/OR POSITIONING SYSTEM
As a general instruction for this section, in addition to the description and information deemed
necessary to define these systems, provide any certification and rating for the systems, such as
those related to electromagnetic compatibility or any other European Ddirective satisfied by
the equipment installed on the aircraft, for consideration during the specific risk assessment
conducted using the specific operations risk assessment (SORA) or any other risk
assessmentSMS methodology thatthis is followed to evaluate and authorise operations.
[…]
(6) FLIGHT TERMINATION SYSTEM
Describe and include the technical characteristics of the system, its modes of operation, system
activation and any certification and rating for the components, as well as proof of its
electromagnetic compatibility for consideration during the SORA or any other risk
assessmentSMS methodology that is followed to evaluate and authorise operations.
[…]
GM2 UAS.SPEC.030(2) Application for an operational authorisation

‘GENERIC’ VERSUS ‘PRECISE’ OPERATIONAL AUTHORISATION
According to Article 12 of the UAS Regulation, a competent authority may decide to grant a ‘generic’
operational authorisation, i.e. an operational authorisation that is applicable to an indefinite number
Page 18 of 65
of flights taking place in locations generically identified, during the period of validity of the operational
authorisation. (Contrary to the ‘generic’ operational authorisation, an operational authorisation that
is limited to the number of flights and/or to known locations identified by geographical coordinates
will be called ‘precise’ operational authorisation.)
CONDITIONS FOR ISSUING A ‘GENERIC’ OPERATIONAL AUTHORISATION
A ‘generic’ operational authorisation does not contain any precise location (geographical coordinates)
but applies to all locations that meet the approved conditions/limitations (e.g. density of population
of the operational and adjacent area, class of airspace of the operational and adjacent area, maximum
height, etc.). The UAS operator is responsible for checking that each flight they conduct:
— meets the mitigations and operational safety objectives derived from the SORA and the
requirements listed in the operational authorisation; and
— takes place in an area whose characteristics and local conditions are consistent with the GRC
and ARC classification of the SORA as approved by the NAA.
The UAS operator should anyhow check whether their MS has published a geographical zone in the
area of operation according to Article 15 of the UAS Regulation, requiring a flight authorisation (e.g.
this may be the case for the areas covered by U-Space). A flight authorisation should not be confused
with an operational authorisation.
The criteria to determine whether a UAS operator is eligible for a ‘generic’ operational authorisation
are the following:
1. The limitations regarding the operational scenario, the operational volume and the buffers
defined by the operational authorisation are expressed in such a way that it is simple for the
UAS operator to ensure compliance with those limitations.
It will usually be easier for the UAS operator to ensure compliance when the conditions are
unambiguous and not open to interpretation. This is the case, for instance, when:
— a controlled ground area is required, or the density of population is very low;
— the operation takes place in segregated airspace.
In this regard, ‘generic’ operational authorisations may be relevant for operations conducted
according to PDRA-Sxx, since the conditions are similar to the ones of the declarative STS and it
is relatively easy for the UAS operator to ensure compliance with those conditions.
As a rule of thumb, a ‘precise’ operational authorisation rather than a ‘generic’ one may be
more appropriate when the iGRC ≥ 4 or the iARC ≥ ARC-c.
2. The strategic mitigation measures, if any, are not open to interpretation or difficult to
implement.
The use of some strategic measure mitigation (M1 for GRC or Step 5 for ARC) often prompt
debate between the UAS operator and the NAA regarding the relevance/validity of the data
sources (density of population, density/type of traffic in given airspace, etc.), and the efficiency
of the proposed strategic mitigation measures. Furthermore, some of these measures are
difficult to implement and it is not always possible for the NAA to simply trust the capacity of
the UAS operator to do so.
Page 19 of 65
For instance, the following examples show measures that are difficult to implement / open to
interpretation:
— achieving a local reduction of the density of population;
— ensuring the absence of uninvolved persons in very large, controlled ground areas, or
reserving large, controlled ground areas in densely populated environments;
— starting an operation in airspace that requires a new protocol with the ANSP/ATSP, etc.
Note: In the future, qualified service for strategic deconfliction (U-space) may be a valid
mitigation measure for a ‘generic’ operational authorisation.
3. The NAA has assessed the capacity of the UAS operator to identify/assess the local conditions
The UAS operator should have a diligent and documented process to identify/assess the local
conditions and their compliance to the limitations given by the authorisation (in the operations
manual (OM)). The UAS operator should train its personnel to assess the operational volume,
buffers and mitigations in order to prepare for the next operations. The UAS operator should
also document and record the assessment of locations (e.g. in mission files), so that adherence
to this process can be verified by the NAA on a regular basis.
For simple operations where Criteria 1 and 2 are met, the NAA may decide to issue the ‘generic’
operational authorisation first and assess the robustness of the procedures through continuous
oversight.
For complex operations where Criteria 1 and 2 are not met, then the third criterion is paramount.
While the NAA may be confident enough to directly issue a ‘generic’ operational authorisation, it may
also decide to add some restrictions for the locations that are valid for the first one (or more)
operations. The UAS operator should provide evidence to the NAA that the process defined in
Criterion 3 has been followed, and the area and local conditions identified by the UAS operator comply
with the authorisation. The NAA will review the evidence (as for a ‘precise’ authorisation) and confirm
in written to the operator that their analysis is satisfactory.
Once the NAA has enough evidence or confidence that the UAS operator is able to complete the
assessments on its own, the restrictions on the location may be withdrawn.
Eventually, a LUC may be appropriate to demonstrate this capacity (see below).
DIFFERENCES BETWEEN A ‘GENERIC’ OPERATIONAL AUTHORISATION AND A LUC

An operational authorisation where the locations are generically identified may to some extent be
traced to some privileges granted to a LUC holder: the UAS operator can schedule new flights without
receiving a new operational authorisation for each of them. However, a LUC offers more flexibility
than a generic operational authorisation by allowing a UAS operator to have different level of
privileges, including the possibility to start new types of operations or use previously non-validated
types of UASs.
On the other hand, a ‘generic’ operational authorisation does not require the UAS operator to formally
implement a management system. Such a management system would be disproportionate for low-
risk operations (such as PDRA-Sxx) (see Criterion 2). However, the more requirements are derived
from the SORA and the conditions of the operational authorisations are difficult to check and to
Page 20 of 65
comply with, the more robust and reliable the processes and the organisation of the UAS operator
need to be to ensure the absence of deviation.
Eventually, a LUC becomes necessary when the risk of deviation from these procedures is high and
when deviating from the validated conditions greatly increases the risk of the operation. The LUC
management system will be needed to ensure compliance with the procedures of the UAS operator
through an independent process.
In this regard, a LUC may be more relevant than a ‘generic’ operational authorisation in the following
cases:
— for SAIL ≥ 4 operations (due to OSO#1 ‘Ensure the UAS operator is competent and/or proven’
with a ‘high’ level of robustness); or
— for SAIL ≥ 3 operations, when strategic ground risk mitigation (M1) or strategic air risk mitigation
(Step 5) is applied, to make sure that the applicant exhibitsexibits the right safety culture to
perform a location risk assessment.
AMC2 UAS.SPEC.030(3)(e) Application for an operational

authorisation
OPERATIONAL PROCEDURES WITH ‘MEDIUM’ AND ‘HIGH’ LEVEL OF ROBUSTNESS
1. Scope of this AMC
1.1. This AMC addresses the criteria for the medium and high level of robustness of the
operational procedures that are required under the following OSOs:
(a) OSO #08: Technical issue with the UAS — Operational procedures are defined,
validated and adhered to;
(b) OSO #11: Deterioration of the external systems that support the UAS operations —
Procedures are in place to handle the deterioration of the external systems that
support the UAS operations;
(c) OSO #14: Human error — Operational procedures are defined, validated and
adhered to; and
(d) OSO #21: Adverse operating conditions — Operational procedures are defined,
validated and adhered to.
These criteria may be used to also address the criteria for the medium and high levels of
robustness of the operational procedures required under the mitigation means, which
are defined in Annex B to AMC1 Article 11.
2. Criteria for the level of integrity
2.1. Criterion #1: Procedure definition
2.1.1. Annex E to AMC1 Article 11 provides the minimum elements that the operational
procedures need to appropriately cover for the intended operations.
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2.1.2. AMC1 UAS.SPEC.030(3)(e) on the OM template2 for the operational authorisation

of UAS operations in the ‘specific’ category and the corresponding guidance in
GM1 UAS.SPEC.030(3)(e) should be followed to define the procedures, as they
provide more details on the elements that are referred to in point 2.1.1.
2.2. Criterion #2: Procedure complexity
2.2.1. Based on the SORA criterion of ‘procedure complexity’ for a low level of integrity,
procedures with a higher level of integrity should not be complex. This implies that
the workload and/or the interactions with other entities (e.g. air traffic
management (ATM), etc.) of remote pilots and/or other personnel in charge of
duties essential to the UAS operation should be limited to a level that may not
jeopardise their ability to adequately follow the procedures.
2.2.2. Procedures should be validated in accordance with point 3.5.
2.3. Criterion #3: Consideration of potential human error
Operational procedures should be developed to minimise human errors:
(a) each of the tasks and the complete sequence of the tasks of a procedure
should be intuitive, unambiguous, and clearly defined;
(b) the tasks should be clearly assigned to the relevant roles and persons,
ensuring a balanced workload (see point 2.2); and
(c) the procedures should adequately address fatigue and stress, considering,
among other aspects, the following: duty times, regular breaks, rest periods,
the applicable health and safety requirements in the operational
environment, handover/takeover procedures, responsibilities, and
workload.
3. Criteria for the level of assurance
3.1. The purpose of the validation process described in this AMC is to confirm whether the
proposed operational procedures are complete and adequate to ensure the safe conduct
of the intended UAS operations.
3.2. The validation process should include the following:
(a) a review of the completeness of the procedures to ensure that:
(1) all elements that are indicated in points 2.1.1 and 2.1.2 have been
addressed; and
(2) all relevant references have been considered, including but not limited to:
(i) the applicable regulations;
2 EASA is working within JARUS to amend Annex A to the SORA. When this activity will be completed (planned for 2022/Q2)
the title of Annex A will be changed to ‘Operations manual’ and it will describe how the UAS operator should develop an
operations manual with a content proportionate to SAIL of its operation. Annex A to the SORA will also replace
AMC1 UAS.SPEC.030(3)(e) and GM1 UAS.SPEC.030(3)(e).
Page 22 of 65
(ii) the requirements from the competent authority and/or other

relevant authorities or entities;
(iii) the local requirements and conditions;
(iv) the available recommended practices for the intended type of UAS
operations;
(v) the instructions from the UAS manufacturer and of any other UAS
equipment manufacturer, if applicable;
(vi) the instructions and requirements from externally provided services
that support the UAS operations, if applicable;
(vii) the results from previous experience, including tests and/or
simulations as those indicated in point (c) and (d); and
(viii) consensus-based voluntary industry standards;
(b) an expert judgement to assess the adequacy of the procedures based on:
(1) the objective(s) of each procedure;
(2) relevant key performance parameters/indicators and/or benchmarking of
options, if applicable;
(3) an assessment of the procedures’ complexity in accordance with point 2.2;
and
(4) an assessment of the effect of human factors on procedures in accordance
with point 2.3;
(c) a proof of the adequacy of the procedures through tests or practical exercise for
phases of the UAS operation other than the UA flight, which involve the UAS and/or
any external system that supports the operation;
(d) a proof of the adequacy of the contingency and emergency procedures through:
(1) dedicated flight tests conducted in an area with reduced air and ground risk
and/or representative subsystems tests; or
(2) simulation, provided it is proven valid for the intended purpose with positive
results; or
(3) any other means acceptable to the competent authority that issues the
authorisation;
(e) if the option in point (d)(3) is selected, a substantiation of the suitability of those
means for proving the adequacy of the procedures;
(f) a record of proof of the adequacy of the procedures, including at least:
(1) the UAS operator’s name and registration number;
(2) the date(s) and place(s) of tests or simulations;
Page 23 of 65
(3) identification of the means used, e.g. for tests or simulations that use actual
UASs: the type category, the name of the manufacturer, and the model and
serial number of each UA used;
(4) a description of tests or simulations conducted, including their purpose, the
expected results (including key performance parameters/indicators, where
relevant), how they were conducted, the results obtained, and conclusions;
and
(5) the signature of the person that is appointed by the UAS operator to conduct
the tests or simulations;
(g) for UAS operations that require a high level of assurance, the procedures and the
dedicated flight tests, simulations, or other means acceptable to the competent
authority, which are indicated in point 3.2, validated by the competent authority
that issues the authorisation or by an entity that is recognised by that competent
authority.
3.3. The following conditions apply to the dedicated flight tests that are indicated in
point 3.2(d)(1):
(a) the configuration of the UAS hardware and software should be identified;
(b) the UAS operator should conduct the dedicated flight tests;
(c) if no simulations as the ones indicated in point 3.2(d)(2) are conducted, the
dedicated flight tests should cover all the relevant aspects of the contingency and
emergency procedures;
(d) for UAS operations that require a high level of assurance, the dedicated flight tests
that are performed to validate the procedures and checklists should cover the
complete flight envelope or prove to be conservative;
(e) the UAS operator should conduct as many flight tests as agreed with the
competent authority to prove the adequacy of the proposed procedures;
(f) the dedicated flight tests should be conducted in a safe environment (reducing the
ground and air risks to the greatest extent possible), while ensuring the
representativeness of the tests’ results for the intended UAS operations; and
(g) the UAS operator should record the flight tests as part of the information to be
recorded as per point UAS.SPEC.050(1)(g), e.g. in a logbook, as indicated in
AMC1 UAS.SPEC.050(1)(g); such a record should include any potential issues
identified.
3.4. To ensure that the integrity criterion of point 2.2 is met, the complexity of the procedures
should be validated.
3.4.1. This validation should include:
(a) an expert judgement, as indicated in point 3.3(b); and
(b) a proof of the adequacy of the procedures, as indicated in point 3.3(c) and
(d).
Page 24 of 65
3.4.2. The UAS operator should adopt a method for the evaluation of the complexity of
the procedures by the relevant personnel, i.e. the remote pilot and/or other
personnel in charge of duties essential to the UAS operation. That method should
be adequate for the evaluation of the workload that is required by the task(s) of
each procedure.
For example, a suitable method for evaluating the workload of the remote pilot
and/or other personnel in charge of duties essential to the UAS operation may be
the ‘Bedford Workload Scale’, which was conceived as a qualitative and relatively
simple methodology for rating the pilots’ workload that is associated with the
design of an aircraft’s human–machine interface (HMI). However, this
methodology is deemed to be adequately generic to be also applicable to the tasks
associated with the operational procedures to be conducted by remote pilots
and/or other personnel in charge of duties essential to the UAS operation.
Figure 1 depicts the Bedford Workload Scale adapted to operational procedures
for UAS operations: ‘pilot’ is replaced by ‘remote crew member’ (i.e. the remote
pilot or other personnel in charge of duties essential to the UAS operation), and
‘pilot decision’ is replaced by ‘remote crew member performs a procedure task’.
A procedure may include one or more tasks.
Page 25 of 65
Figure 1 — Bedford Workload Scale adapted to operational procedures for UAS operations
Page 26 of 65
AMC3 UAS.SPEC.030(3)(e) Application for an operational

authorisation
EMERGENCY RESPONSE PLAN (ERP) WITH ‘MEDIUM’ AND ‘HIGH’ LEVEL OF ROBUSTNESS
1. Scope of this AMC
1.1. This AMC defines the content of an ERP as well as the methodology for its validation. It
may be used to meet Criterion #1 (Procedures) of Mitigation M3 — An ERP is in place,
UAS operator validated and effective of Annex B to AMC1 Article 11 for medium and high
level of robustness.
1.2. The risk assessment, as required by Article 11 of the UAS Regulation, should address the
safety risks that are associated with the loss of control of a UAS operation, which may
result in:
(a) fatal injuries to third parties on the ground;
(b) injuries to third parties in the air; or
(c) damage to critical infrastructure.
Note: As per point B.4 of Annex B to AMC1 Article 11, the loss of control of a UAS
operation corresponds to situations where the emergency procedures would not
have provided the desired effect, the UAS operation is in an unrecoverable state,
and:
— the outcome of the situation relies highly on providence; or
— the situation could not be handled via a contingency procedure; or
— there is a grave and imminent danger of fatalities.
1.3. Therefore, in line with the risk assessment, the scope of this AMC is limited to addressing
the response to emergency situations that are caused by the UAS operation, as well as
the potential consequences that are indicated in point 1.2. However, the response to
such emergency situations should not be limited to the potential risk/harm only to third
parties but also to the UAS operator’s personnel.
1.4. This AMC does not address emergency situations other than those referred to in
point 1.3. However, the UAS operator may be required to address such situations as part
of the operational authorisation3.
2. Purpose of the ERP
2.1. The UAS operator should, in cooperation with other stakeholders, if applicable, develop,
coordinate, and maintain an ERP that ensures orderly and safe transition from normal
operation to emergency and return to normal operation. The ERP should include the
actions to be taken by the UAS operator or specified individuals in an emergency, and
3 Chapter 2 Events which may activate the Emergency Response Plan of the European Helicopter Safety Team (EHEST)
Safety Management Toolkit for Non-Complex Operators — Emergency Response Plan — A Template for Industry (2nd
edition, October 2014) provides examples of emergency situations that are outside the scope of this AMC but may be
required to be addressed by the UAS operator as part of the operational authorisation
(https://www.easa.europa.eu/document-library/general-publications/ehest-safety-management-toolkit-non-complex-
operators-2nd).
Page 27 of 65
indicate the size, nature, and complexity of the activities to be performed by the UAS
operator or the specified individuals.
2.2. As for emergency procedures, an ERP is implemented by the UAS operator to address
emergency situations. However, an ERP is specifically developed to:
(a) limit any escalating effect of the emergency situation;
(b) meet the conditions to alert the relevant authorities and entities.
2.3. The ERP should contain all the necessary information about the role of the relevant
personnel in an emergency and about their response to it.
3. Effectiveness of the ERP
3.1. For the ERP to be effective, it should:
(a) be appropriate to the size, nature, and complexity of the UAS operation;
(b) be readily accessible by all relevant personnel and by other entities, where
applicable;
(c) include procedures and checklists relevant to different or specific emergency
situations;
(d) clearly define the roles and responsibilities of the relevant personnel;
(e) have quick-reference contact details of the relevant personnel;
(f) be regularly tested through practical exercises involving the relevant personnel;
and
(g) be periodically reviewed and updated, when necessary, to maintain its
effectiveness.
4. Emergency situations, response activation, procedures, and checklists
4.1. The ERP should define the criteria for identifying emergency situations, and for
identifying the main emergency situations that are likely to increase the level of harm
(escalating effect) if no action is taken.
4.2. The identified emergency situations should at least include those where one or more UA
are operated by the UAS operator and have the potential to:
(a) harm one or more persons;
(b) hit a ground vehicle, building, or facility where there are one or more persons who
might be injured as a consequence of the UA impact;
(c) harm critical infrastructure;
(d) start a fire that might propagate;
(e) release dangerous substances;
(f) hit an aircraft that carries people and/or whose crash might lead to one or more of
the situations listed in (a) to (e); and
(g) cause the UA to leave the operational volume and fly beyond the limits of:
Page 28 of 65
(1) the ground risk buffer; and/or

(2) the air risk buffer (if existing), or enter adjacent airspace where there is a risk
of collision with manned aircraft.
4.3. The ERP should establish the criteria for the activation of the respective emergency
response procedures to address the identified emergency situations.
4.4. The ERP should consider the following principles for prioritising the actions to respond to
an emergency situation:
(a) alert the relevant personnel and entities;
(b) protect the life of those affected or in danger;
(c) give first aid while awaiting the arrival of the emergency services, provided the
personnel employed by the UAS operator is qualified for that purpose;
(d) ensure the safety of the emergency responders;
(e) address secondary effects and put in place actions to reduce them (e.g. if the UA
crashes on a road, warn the other drivers in the traffic or redirect them accordingly
in order to avoid having cars colliding with the crashed UAS);
(f) keep the emergency situation under control or contained;
(g) protect property;
(h) restore the normal situation as soon as practicable;
(i) record the emergency situation and the response to it, and preserve evidence for
further investigation;
(j) remove damaged items, unless needed untouched for investigation purposes, and
restore the location of the emergency;
(k) debrief the relevant personnel;
(l) prepare any required post-emergency report or notification; and
(m) evaluate the effectiveness of the ERP and update it, if required.
4.5. As a minimum, the ERP should include procedures for:
(a) an orderly transition from the normal phase to the emergency response phase;
(b) the assignment of emergency responsibilities and roles (see point 5);
(c) coordinated action and interaction with other entities to respond to the
emergency situation; and
(d) return to normal operation as soon as practicable.
4.6. The ERP should include a procedure for recording the information on the emergency
situation and on the subsequent response. That procedure should also cover how to
gather information from a third party that reports an emergency situation caused by a
UA of the UAS operator.
Page 29 of 65
4.7. The ERP should include procedures for handling hazardous materials in an emergency
situation, if applicable.
4.8. The ERP should include checklists that:
(a) are suitable for the identified emergency situations, as per point 4.1;
(b) clearly indicate the sequence of actions and the personnel responsible to carry out
those actions; and
(c) provide the contact details of key stakeholders, as per point 5.4.
4.9. The content of the ERP should be kept up to date and reflect all organisational or
operational changes that may affect it.
5. Roles, responsibilities, and key points of contact
5.1. The UAS operator should nominate an emergency response manager (ERM) who has the
overall responsibility for the emergency response.
5.2. If the UAS operator is not a one-person entity and/or manages external personnel in an
emergency response, the UAS operator should establish an emergency response team
(ERT) that:
(a) is led by the ERM;
(b) includes a core ERT that comprises persons with a role that implies being directly
involved in responding to an emergency situation; and
(c) includes, if applicable, a support ERT that comprises ERT members who support
the core ERT in responding to the emergency situation.
5.3. The ERP should provide a clear delineation of the responsibilities in an emergency
response, including the duties of the remote pilot(s) and of any other personnel in charge
of duties essential to the UAS operation.
5.4. The ERP should establish a contact list(s) of key staff, relevant authorities, and entities
involved in an emergency response, including:
(a) the full names, roles, responsibilities, and contact details of the ERM and, if
applicable, of the ERT members, including their replacement if the nominated
persons are unavailable; and
(b) the full names, roles, responsibilities, and contact details of the relevant authorities
and entities outside the UAS operator to be contacted in case of emergency;
in addition, the single European emergency call number ‘112’ should be indicated
as an emergency contact number for UAS operations that are conducted in any of
the EASA Member States and in any other State where that number is used4.
4 Chapter 5 Reaction to an emergency call of the European Helicopter Safety Team (EHEST) Safety Management Toolkit
for Non-Complex Operators — Emergency Response Plan — A Template for Industry (2nd edition, October 2014)
(https://www.easa.europa.eu/document-library/general-publications/ehest-safety-management-toolkit-non-complex-
operators-2nd), and the ‘primary accident information sheet’ in its Section 5.1 may be a suitable reference for developing
a procedure to indicate how to gather information from a third party on an emergency involving a UA of the UAS
Page 30 of 65
5.5. The ERP should indicate the person(s) responsible for the emergency response means
(refer to point 6.2) and their contact details. The responsible person(s) should ensure that
those means are available and usable when needed.
5.6. To ensure a prompt response, the ERM and other ERT members, if applicable, should
have direct access to:
(a) the emergency response checklists that are indicated in point 4.8; and
(b) if not included in the checklists referred to in (a), the contact list(s) indicated in
point 5.4.
6. Emergency response means
6.1. The ERP should indicate the means to be used by the UAS operator to respond to an
emergency, which may include one or more of the following:
(a) facilities, infrastructure, and equipment;
(b) extinguishing means, e.g. fire extinguishers, fireproof portable electronic device
(PED) bags;
(c) personal protective equipment, e.g. protective clothing, high-visibility clothing,
helmets, goggles, gloves;
(d) medical means, including first-aid kits;
(e) communication means, e.g. phones (landline and mobile), walkie-talkies, aviation
radios, internet; and
(f) others.
6.2. The person(s) in charge of the emergency response means should have an updated
record of the available means that are indicated in point 6.1, including their number and
status (e.g. expiry date of perishable means).
7. ERP validation
7.1. If the UAS operator is a one-person entity and does not manage external personnel in an
emergency response, the UAS operator should at least ensure that:
(a) the procedures that are indicated in point 4 cover all the identified emergency
situations and that the necessary actions are reflected in the corresponding
checklist(s);
(b) the contact details in the list(s) indicated in point 5.4 are up to date; and
(c) the availability of the emergency response means that are indicated in point 6 is
checked before conducting any UAS operation, in particular that the
communication means to alert the relevant contacts (see point (b)) are
operational.
operator. Section 6.5 Crisis Log provides an example of a ‘crisis log’ that might be useful for developing a template to
record the emergency situation and the response to it.
Page 31 of 65
7.2. If the UAS operator is not a one-person entity and/or manages external personnel in an
emergency response, in addition to complying with point 7.1, the UAS operator should
conduct a tabletop exercise5 that:
(a) is established in accordance with the criteria that are indicated in the ERP to be
considered representative;
(b) is consistent with the ERP training syllabus;
(c) includes sessions where one or more scenarios of the identified emergency
situations are discussed by the exercise participants, which should include the
relevant ERT members for each of the sessions; all aspects of the ERP should be
covered once all sessions of the tabletop exercise have been completed;
(d) is guided by the ERM or any other person designated by the UAS operator to act as
a facilitator;
(e) may include the participation of third parties that are identified in the ERP; the
participation conditions for those third parties should be indicated in the ERP; and
(f) is performed with the periodicity that is indicated in the ERP.
However, if the UAS operator is a one-person entity and does not manage external
personnel in an emergency response, a tabletop exercise may not be appropriate as the
participation of third parties is not required. In such case, the conditions of point 7.1 are
deemed sufficient and proportionate to the level of simplicity of the operator and, in
principle, of the UAS operations.
For UAS operators with a more complex structure as well as for complex UAS operations,
the tabletop exercises may need to be complemented with partial emergency exercises
and/or full-scale exercises, including the corresponding drills. If the level of robustness
that is required or claimed for the ERP is high, such exercises and drills are needed.
7.3. If the level of robustness of the ERP is high:
(a) the ERP and its effectiveness with respect to limiting the number of people at risk
should be validated by the competent authority itself or by an entity designated by
the competent authority;
(b) the UAS operator should coordinate and agree on the ERP with all third parties that
are identified in the plan; and
(c) the representativeness of the tabletop exercise is validated by the competent
authority that issues the authorisation or by an entity that is designated by that
competent authority.
5 Please refer to GM2 ADR.OPS.B.005(c) Aerodrome emergency planning (see AMC and GM to Authority, Organisation and
Operations Requirements for Aerodromes), which defines the following three categories of exercises for emergency
planning:
(a) full-scale exercises;
(b) partial emergency exercises; and
(c) tabletop exercises.
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7.4. After following the procedures that are described in the ERP in a real emergency
situation, the UAS operator should conduct an analysis of the way the emergency was
managed and verify the effectiveness of the ERP.
8. ERP training
8.1. The UAS operator should provide relevant personnel, and in particular ERT members,
with ERP training.
8.2. The UAS operator should develop a training syllabus that covers all the elements of the
ERP.
8.3. The UAS operator should compile and keep up to date a record of the ERP training that is
completed by the relevant personnel.
8.4. The competent authority that issues the authorisation or an entity that is designated by
that competent authority should verify the competencies of the relevant personnel if the
level of assurance that is required or claimed for the ERP is high.
GM1 UAS.SPEC.030(3)(e) Application for an operational

authorisation
OPERATIONS MANUAL — TEMPLATE
[…]
‘7. Emergency response plan (ERP)’
See AMC3 UAS.SPEC.030(3)(e).When the UAS operator develops an ERP, the following should
be considered:
(a) it is expected to cover:
(1) the plan to limit crash-escalating effects (e.g. notify the emergency services and
other relevant authorities); and
(2) the conditions to alert ATM.
(b) it is suitable for the situation;
(c) it limits the escalating effects;
(d) it defines criteria to identify an emergency situation;
(e) it is practical to use;
(f) it clearly delineates the responsibilities of the personnel in charge of duties essential to
the UAS operation;
(g) it is developed to standards considered adequate by the competent authority and/or in
accordance with means of compliance acceptable to that authority; and
(h) when considered appropriate by the competent authority, to be validated through a
representative tabletop exercise1 consistent with the ERP training syllabus.
Page 33 of 65
AMC1 UAS.SPEC.040(1) Operational authorisation

OPERATIONAL AUTHORISATION TEMPLATE
The competent authority should produce the operational authorisation according to the following
form:
Operational authorisation for the ‘specific’ category NAA

Logo
1. Authority that issues the authorisation
1.1 Issuing authority

1.2 Point of contact
Name
Telephone
Email
Name
Telephone
Email
3. Authorised operation
3.1 Authorised location(s)
3.2 Extent of the adjacent area ____ km
3.3 Risk assessment reference and revision SORA version __ PDRA # __-__ other _________
3.4 Level of assurance and integrity
3.5 Type of operation VLOS BVLOS
3.6 Transport of dangerous goods Yes No
3.7 Ground risk 3.7.1 Operational area

characterisation 3.7.2 Adjacent area
3.8 Ground risk 3.8.1 Strategic mitigations No Yes, low Yes, medium Yes, high
mitigations 3.8.2 ERP No Yes, low Yes, medium Yes, high
3.9 Height limit of the operational volume _____ m (______ ft)
3.10.1 Operational volume ARC-a ARC-b ARC-c ARC-d
3.10 Residual air risk level
3.10.2. Adjacent volume ARC-a ARC-b ARC-c ARC-d
No Yes
3.11.1 Strategic mitigations
If yes, please describe _________________
3.11 Air risk mitigations
3.11.2 Tactical mitigation
methods
3.12 Achieved level of containment Basic Enhanced
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3.13 Remote pilot competency

3.14 Competency of staff, other than the remote pilot,
essential for the safety of the operation
3.15 Type of events to be reported to the competent
authority (in addition to those required by
Regulation (EU) No 376/2014)
3.16 Insurance No Yes
3.17 Operations manual reference
3.18 Compliance evidence file reference
3.19 Remarks / additional limitations
4. Data of authorised UAS

Aeroplane Helicopter 4.4 Maximum
4.3 Type of UAS Multirotor Hybrid/VTOL characteristic _____ m
Lighter than air / other dimensions
4.5 Take-off mass _____ kg 4.6 Maximum speed _____ m/s (_____ kt)
4.7 Additional technical requirements
4.8 Serial number or, if applicable, UA registration mark
4.9 Number of type certificate (TC) or design verification
report, if required
4.10 Number of the certificate of airworthiness (CofA), if
required
4.11 Number of the noise certificate, if required
No Yes, low Yes, medium Yes, high
4.12 Mitigation to reduce effect of ground impact
Required to reduce the ground risk Yes No
4.13 Technical requirements for containment Basic Enhanced
5. Remarks
6. Operational authorisation
____________ (UAS operator name) is authorised to conduct UAS operations with the UAS(s) defined in
Section 4 and according to the conditions and limitations defined in Section 3, for as long as it complies with
this operational authorisation, with Regulation (EU) 2019/947, and with any applicable Union and national
regulations related to privacy, data protection, liability, insurance, security, and environmental protection.
6.1 Operational authorisation number
6.2 Expiry date DD/MM/YYYY
Page 35 of 65
Date Signature and stamp

DD/MM/YYYY
NAA
Operational authorisation Log
o
1. AUTHORITY RELEASING THE AUTHORISATION
1.1 State of the UAS operator
1.2 Issuing authority
1.3 Contact person

Name
Telephone
Email

Name
Telephone
Fax
Email
2.4 Authorisation number
3. Data of authorised UAS
3.1 Brand 3.2 Model
3.3 3.3 Type certificate (TC) (if required)
3.4 Serial number or UA registration mark

(for certified UAS)
3.5 Certificate of airworthiness (CofA) (if

required)
3.6 Noise certificate (if required)
Page 36 of 65
3.7 Requirements for continuing

airworthiness
4. Limitations and conditions for the UAS operation
4.1 Authorised location(s)
4.2 Authorised airspace risk level
4.3 Operational limitations
4.4 Mitigation measures
4.5 Remote pilot competency
4.6 Competency of other staff essential

for the safety of the operation
4.7 Records to be kept
4.8 Type of events to be reported to the

competent authority according to
Regulation (EU) No 376/2014
4.9 Expiry date
The……………………. (2.2) is authorised to conduct UAS operations with the UAs defined in Section 3
and according to the conditions and limitations defined in Section 4, if it complies with this
authorisation, as well as with Annex IX to Regulation (EU) 2018/1139 and its implementing rules.
Date, signature and stamp
Instructions for filling in the operational authorisation form
1.1 Name of the competent authority that issues the operational authorisation, including the name of the
State of the UAS operator.
1.2 Identification of the issuing competent authority.
1.32 Contact details of the competent authority staff person of responsible for issuing the authorisation the
file.
2.1 Registration information of the UAS operator registration number in accordance with Article 14 of the
UAS Regulation.
2.2 UAS operator’s registered first name, as registered in the UAS operator registration database. and
surname or, in the case of a legal entity, the business name.
2.3 The cContact details of the person responsible for the UAS operation, in charge to answer possible
operational questions raised by the competent authority. details include the telephone and fax numbers,
including the country code, and the email address at which the accountable manager and the safety
manager can be contacted.
2.4 Reference number, as issued by the competent authority.
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3.1 Location(s) where the UAS operator is authorised to operate. The identification of the location(s) should
contain the full operational volume and ground risk buffer (the red line in Figure 2). Depending on the
initial ground and air risk and on the application of mitigation measures, the location(s) may be ‘generic’
or ‘precise’ (refer to GM2 UAS.SPEC.030(2)). When the UAS operation is conducted in a MS other than
the State of registration, the competent authority of the MS of registration should specify the location(s)
only after receiving confirmation from the State of operation, according to Article 13 of the UAS
Regulation.
Ground risk buffer
Adjacent area Operational area Adjacent area
Figure 2 — Operational area and ground risk buffer
3.2 Provide the maximum distance in km to be considered for the adjacent area, starting from the limits of
the ground risk buffer.
3.3 Select one of the three options. If the SORA is used, indicate the version. In case a PDRA is used, indicate
the number and its revision. In case a risk assessment methodology is used other than the SORA, provide
its reference. In this last case, the UAS operator should demonstrate that the methodology complies with
Article 11 of the UAS Regulation.
3.4 If the risk methodology used is the SORA, indicate the final SAIL of the operation, otherwise the equivalent
information provided by the risk assessment methodology used.
3.7 Characterise the ground risk (i.e. density of overflown population density, expressed in persons per km2,
if available, or ‘controlled ground area’, ‘sparsely populated area’, ‘populated area’, ‘gatherings of
people’) for both the operational and the adjacent area.
3.8.1 Select one of the four options. In case the risk assessment is based on the SORA, this consists in
M1 mitigation.
3.8.2 Select one of the four options. In case the risk assessment is based on the SORA, this consists in
M3 mitigation.
3.9. Insert the maximum flight altitude, expressed in metres and feet in parentheses, of the approved
operational volume (adding the air risk buffer, if applicable) using the AGL reference when the upper limit
is below 150 m (492 ft), or use the MSL reference when the upper limit is above 150 m (492 ft).
3.11.1 Select one of the two options.
3.11.2 Describe the tactical mitigation methods to be applied by the UAS operator.
3.13 Specify the type of the remote pilot certificate, if required; otherwise, indicate ‘Declared’.
3.14 Specify the type of the certificate for the staff, other than the remote pilot, essential for the safety of the
operation, if required; otherwise, indicate ‘Declared’.
Page 38 of 65
3.15 List the type of events that the UAS operator should report to the competent authority, in addition to
those required by Regulation (EU) No 376/2014, if applicable.
3.17 Indicate the OM’s identification and revision number.
3.18 Indicate the compliance evidence file identification and revision number.
3.19 Additional limitations defined by the competent authority.
4. Only the UAS features/characteristics required to be used for the operation should be identified in the
form (e.g. in case the UAS qualifies for enhanced containment but the operation requires a basic
containment, and the operator developed consistent procedures, then the basic containment should be
ticked).
34.1 Name of the manufacturer of the UAS.
34.2 Model of the UAS as defined by the manufacturer.
4.3 Select one of the five options.
4.4 Indicate the maximum dimensions of the UA in metres (e.g. for aeroplanes: the length of the wingspan;
for helicopters: the diameter of the propellers; for multirotors: the maximum distance between the tips
of two opposite propellers) as used in the risk assessment to identify the ground risk.
4.5 Indicate the maximum value, expressed in kg, of the UA take-off mass (TOM), at which the UAS operation
may be operated. All flights should then be operated not exceeding that TOM. The TOM maybe be
different from (however, not higher than) the MTOM defined by the UAS manufacturer.
4.6 Maximum cruise airspeed, expressed in m/s and kt in parentheses, as defined in the manufacturer’s
instructions.
4.7 List any additional technical requirements established by the competent authority.
4.8 Unique serial number (SN) of the UA defined by the manufacturer according to standard ANSI/CTA-2063-
A-2019, Small Unmanned Aerial Systems Serial Numbers, 2019, or the UA registration mark if the UA is
registered. In case of privately built UAS or UAS not equipped with a unique SN, insert the unique SN of
the remote identification system.
3.34.9 Include the EASA TC number, or the UAS design verification report number issued by EASA, as required
by the competent authority requires the use of a UAS with an EASA TC.
3.4 Serial number of the UA defined by the manufacturer or UA registration mark if the competent authority
requires the use of a UAS with an EASA TC.
3.54.10 If a UAS with an EASA type certificate (TC) is required, the UAS should have a certificate of airworthiness
(CofA) and a noise certificate, and the competent authority should require compliance with the
continuing airworthiness continuing-airworthiness rules.
4.11 If a UAS with an EASA TC is required, the UAS should have a noise certificate.
4.12 Select one of the four options of the first row. In case the risk assessment is based on the SORA, this
consists in M2 mitigation. Even if the UAS may be equipped with such system, this mitigation may not be
required in the operation to reduce the ground risk. In this case, in the second row select ‘NO’. If the
mitigation is instead used to reduce the ground risk, select ‘YES’ and the operator is required to include
in the OM the related procedures.
5 Free-text field for the addition of any relevant remark.
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6.1 Reference number of the operational authorisation, as issued by the competent authority. The number
should have the following format:
NNN-OAT-xxxxx/yyy
Where:
— ‘NNN’ is the ISO 3166 Alpha-3 code of the Member State that issues the operational
authorisation;
— ‘OAT’ is a fixed field meaning ‘operational authorisation’;
— ‘xxxxx’ are up to 12 alphanumeric characters defining the operational authorisation number; and
— ‘yyy’ are 3 alphanumeric characters defining the revision number of the operational
authorisation; each amendment of the operational authorisation will determine a new revision
number.
6.2 The duration of the operational authorisation may be unlimited; in this case, indicate ‘Unlimited’.
The authorisation will be valid for as long as the UAS operator complies with the relevant requirements
of the UAS Regulation and with the conditions defined in the operational authorisation.
4.1 Locations where the UAS operation has been authorised.
4.2 Characterisation of the authorised airspace (i.e. low risk — ARC-a, medium risk — ARC b, high risk — ARC
C).
4.3 List the operational limitations, including at least:
1.the maximum height;

2.limitations on the payload;
3.limitations on the operations (i.e. the possibility to hand over to another remote pilot during the flight);
4.the minimum contents of the OM;
5.the methodology to verify the operational procedures;
6.the need for an emergency response plan (ERP);
7.the maintenance requirements; and
8.the record-keeping requirements.
4.4 List the mitigation measures (including the definition of a specific authorised flight path, if applicable) 6.
4.5 The minimum competency required for the remote pilot and the methodology to assess it.
4.6 The minimum competency required for the staff essential for the operation (i.e. maintenance staff, the
launch and recovery assistant, UA AO, etc.) and the methodology to assess it.
Note 1: In section 4, more than one UAS may be listed. If needed, the fields may be duplicated.
Note 2: The signature and stamp may be provided in electronic form. The quick response (QR) code should
provide the link to the national database where the operational authorisation is stored.
6 In case of cross-border UAS operations, this information will be revised by the NAA of the Member State of operation.
Page 40 of 65
GMAMC1 UAS.SPEC.050(1)(d) and UAS.SPEC.050(1)(e)

Responsibilities of the UAS operator
THEORETICAL KNOWLEDGE SUBJECTS FOR THE TRAINING OF THE REMOTE PILOT AND ALL
PERSONNEL IN CHARGE OF DUTIES ESSENTIAL TO THE UAS OPERATIONTRAINING FOR IN THE
‘SPECIFIC’ CATEGORY
(a) The ‘specific’ category may cover a wide range of UAS operations with different levels of risk
and a wide range of UAS designs, in particular in terms of level of automation. The following
guidelines may, therefore, have to be adapted considering the level of automation and the level
of involvement of the remote pilot in the management of the flight. The UAS operator is,
therefore, required to identify the competency required for the remote pilot and all the
personnel in charge of duties essential to the UAS operation, according to the outcome of the
risk assessment. This AMC covers the theoretical knowledge subjects while
AMC2 UAS.SPEC.050(1)(d) covers the practical knowledge subjects applicable to all UAS
operations in the ‘specific’ category. In addition, for both theoretical and practical knowledge
subjects, the UAS operator should select the relevant additional modules from
AMC3 UAS.SPEC.050(1)(d), as applicable to the type of the intended UAS operation. The UAS
operator should achieve a level of robustness consistent with the assurance integrity level (e.g.
SAIL) of the intended UAS operation.
(b) Additional topics to cover areas under national competence, such as national regulations for
security, privacy and data protection, may be added by the national competent authority. In
case of operations conducted in a MS other the State of registration, these additional topics
may be defined as local conditions required by the MS of operation.
(bc) When the UAS operation is conducted according to aone of the STSs that are listed in
Appendix 1 to the Annex of the UAS Regulation, the UAS operator mustshould ensure that the
remote pilot has the competency that is defined in the STSs. In all other cases, the UAS operator
mayshould propose to the competent authorityNAA, as part of the application, a theoretical
knowledge training course for the remote pilot based on the elements that are listed in
AMC1 UAS.OPEN.020(4)(b), and in UAS.OPEN.0340(32), in AMC1 UAS.OPEN.030(2)(c) and in
Attachment A to the Annex of the UAS Regulation, which are relevant for the intended
operation, complemented by the following elements listed belowsubjects. The UAS operator
may use the same listed topics to propose also for the personnel in charge of duties essential
to the UAS operation a theoretical knowledge training course with competency-based
theoretical training specific to the duties of that personnel.
(1) airAviation safety:
(i) remote pilot records;
(ii) logbooks and associated documentation;
(iii) good airmanship principles;
(iv) aeronautical decision-making;
(v) ground safety;
(vi) aviationair safety;
Page 41 of 65
(vii) air proximity reporting; and

(viii) advanced airmanship:
(A) manoeuvres and emergency procedures; and
(B) general information on unusual conditions (e.g. stalls, spins, vertical lift
limitations, autorotation, vortex ring states);.
(2) aAviation regulations:
(i) introduction to the UAS Regulation with focus on the ‘specific’ category;
(ii) risk assessment, introduction to the SORA; and
(iii) overview of the STSs and the PDRA;.
(3) nNavigation:
(i) navigational aids (e.g. GNSS) and their limitations (e.g. GNSS);
(ii) reading maps and aeronautical charts (e.g. 1:500 000 and 1:250 000,
interpretation, specialised charts, helicopter routes, U-space service areas, and
understanding of basic terms); and
(iii) vertical navigation (e.g. reference altitudes and heights, altimetry);.
(4) hHuman performance limitations:
(i) perception (situational awareness in BVLOS operations); and
(ii) fatigue:
(A) flight durations within work hours;
(B) circadian rhythms;
(C) work stress; and
(D) vision problems; and
(ED) commercial pressures; and
(iii) attentiveness:
(A) eliminating distractions; and
(B) scan techniques;
(iv) medical fitness (health precautions, alcohol, drugs, medication, etc.); and
(v) environmental factors such as vision changes from orientation to the sun.;
(5) Airspace operating principlesoperational procedures:
(i) airspace classifications and operating principles;
(ii) U-space;
(iii) procedures for airspace reservation;
(ivii) aeronautical information publications (AIPs); and
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(iv) NOTAMs.; and

(v) mission planning, airspace considerations and site risk-assessment:
(A) measures to comply with the limitations and conditions applicable to the
operational volume and the ground risk buffer for the intended operation;
and
(B) BVLOS operations. Use of UA VOs;
(6) General knowledge of UASs and external systems that support the operation of UASs
general knowledge:
(i) differences between autonomy levels (e.g. automatic versus autonomous
operations);
(ii) loss of signal and system failure protocols — understanding the condition and
planning for programmed responses such as returning to home, loiter, landing
immediately;
(iii) equipment to mitigate air and ground risks (e.g. flight termination systems); and
(ivii) flight control modes;
(v) the means to monitor the UA (its position, height, speed, C2 link, systems status,
etc.);
(vi) the means of communication with the VOs; and
(vii) the means to support air traffic awareness.
(7) mMeteorology:
(i) obtaining and interpreting advanced weather information:
(A) weather reporting resources;
(B) reports;
(C) forecasts and meteorological conventions appropriate for typical UAS flight
operations;
(D) local weather assessments (including sea breeze, sea breeze front, and
urban heat island);
(E) low-level charts; and
(F) METAR, SPECI, TAF;
(ii) regional weather effects — standard weather patterns in coastal, mountain or
desert terrains; and
(iii) weather effects on the UA (wind, storms, mist, variation of wind with altitude, wind
shear, etc.).; and
(8) Technical and operational mitigation measures for air risks:emergency response plan
(ERP) —
(i) operations for which airspace observers (AOs) are employed; and
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(ii) principles of detect and avoid (DAA).

(9) Operational procedures:
(i) mission planning, airspace considerations, and site risk assessment:
(A) measures to comply with the limitations and conditions applicable to the
operational volume and to the ground risk buffer for the intended UAS
operation;
(B) UAS operations over a controlled ground area;
(C) BVLOS operations;
(D) use of UA VOs;
(E) importance of on-site inspections, operation planning, pre-flight and
operating procedures;
(ii) multi-crew cooperation (MCC):
(A) coordination between the remote pilot and other personnel (e.g. AOs) in
charge of duties essential to the UAS operation;
(B) crew resource management (CRM):
(a) effective leadership;
(b) working with others.
(10) Managing data sources regarding:
(i) where to obtain the data from;
(ii) the security of the data;
(iii) the quantity of the data needed; and
(iv) the impact on the storage of data.
(8c) emergency response plan (ERP) —- the UAS operator should provide its personnel with
competency-based theoretical training covering the ERP that includes the related proficiency
requirements and recurrent training.
(d) Both the training and the assessment should be appropriate to the level of automation of the
intended UAS operation.
(c) The UAS operator may define additional aspects from the subjects mentioned in point (b) based
on the UAS operations intended to be conducted:
(1) operational procedures;
(i) mission planning, airspace considerations and site risk-assessment — operations
over a controlled ground area;
(ii) multi crew cooperation (MCC):
(A) coordination between the remote pilot and other personnel in charge of
duties essential to the UAS operation (i.e. VO);
Page 44 of 65
(B) crew resource management (CRM):

(a) effective leadership; and
(b) working with others;
(2) UAS general knowledge — the means supporting BVLOS operations:
(i) the means to monitor the UA (its position, height, speed, C2 Link, systems status,
etc.);
(ii) the means of communication with VOs; and
(iii) the means to support air traffic awareness.
AMC2 UAS.SPEC.050(1)(d) and UAS.SPEC.050(1)(e) Responsibilities

of the UAS operator
PRACTICAL-SKILLS TRAINING FOR THE REMOTE PILOT AND ALL PERSONNEL IN CHARGE OF DUTIES
ESSENTIAL TO THE UAS OPERATION IN THE ‘SPECIFIC’ CATEGORY
(a) Regarding the practical-skills training and assessment for the remote pilot, the UAS operator
should consider the competencies that are defined in AMC2 UAS.OPEN.030(2)(b),
complemented by the items listed below. The UAS operator should adapt the practical-skills
training to the characteristics of the intended UAS operation and the functions available on the
UAS. The UAS operator may use the same listed topics and may provide a practical training
course also for all other personnel in charge of duties essential to the UAS operation.
Appropriate simulators may be used to conduct some or all the tasks.
(1) Preparation of the UAS operation:
(i) implement the necessary measures to comply with the limitations and conditions
applicable to the operational volume and to the ground risk buffer for the intended
UAS operation in accordance with the OM procedures;
(ii) follow the necessary procedures for UAS operations in controlled airspace,
including a protocol to communicate with the ATC and obtain clearance and
instructions, if necessary;
(iii) confirm that all necessary documents for the intended UAS operation are on-site;
(iv) brief all participants on the planned UAS operation;
(v) perform visual airspace scanning; and
(vi) if AOs are employed, place them appropriately and brief them on the deconfliction
scheme that includes phraseology.
(2) Preparation for the flight:
(i) ensure that all safety systems and functions, if installed on the UAS, including its
height and speed limitation systems, flight termination system, and triggering
system, are operational; and
Page 45 of 65
(ii) know the basic actions to be taken in the event of an emergency, including issues
with the UAS, or a mid-air collision hazard arising during the flight.
(3) Flight under abnormal conditions:
(i) manage a partial or a complete power shortage of the UA propulsion system, while
ensuring the safety of third parties on the ground;
(ii) manage a situation of a non-involved person entering the operational volume or
the controlled ground area, and take appropriate measures to maintain safety; and
(iii) react to, and take the appropriate corrective actions for, a situation where the UA
is likely to exceed the limits of both the flight geography (contingency procedures)
and of the operational volume (emergency procedures) as they were defined
during the flight preparation.
(4) In general, emphasis should be placed on the following:
(i) normal, contingency, and emergency procedures;
(ii) skill tests combined with periodic proficiency checks;
(iii) operational experience (with on-the-job training counting towards proficiency);
(iv) pre-flight and post-flight procedures and documentation;
(v) recurrent training (UAS / flight training device (FTD)); and
(vi) remote pilot incapacitation.
(b) The practical-skills training may be conducted with the UAS or on an FTD. Scenario-based
training (SBT) with highly structured, real-world experience scripts for the intended UAS
operation should be used to fortify personnel’s learning in an operational environment and
improve situational awareness. SBT should include realistic normal, abnormal, and emergency
scenarios that are drafted considering specific learning objectives.
(c) The practical-skills training is checked during the assessment and can be provided using the
actual UAS or an FTD appropriate to the intended UAS operation.
(d) Initial and recurrent training
(1) The UAS operator should ensure that specified minimum requirements regarding the
time of the initial and recurrent training (e.g. duration and number of flight hours) are
provided for in a manner that is acceptable and approved by the competent authority.
(2) Depending on the training course, each of the topics shown in Table 1 below may require
only overview training or in-depth training. In-depth training should be interactive and
should include discussions, case-study reviews, and role play, as deemed necessary to
enhance learning. In case of change or update of the SW/HW of the UAS, depending on
the size of the changes, the UAS operator should define the level of training.
Page 46 of 65
Topic Initial training Change of UAS Change of remote Recurrent

pilot/crew training
Situational awareness and error In-depth In-depth Overview Overview

management
Organisational safety culture, In-depth Not required In-depth Overview

operational procedures, and
organisational structure
Stress management, fatigue, In-depth Not required Not required Overview

and vigilance
Decision-making In-depth Overview Not required Overview
Automation and philosophy of As required In-depth In-depth As required

the use of automation
Specific UAS type-related As required In-depth Not required for As required

differences the same UAS type)
Case-based studies In-depth In-depth In-depth As required
Table 1 — Level of the practical-skills training in several topics depending on initial training,
recurrent training, or change of UAS / remote pilot / remote crew
AMC3 UAS.SPEC.050(1)(d) Responsibilities of the UAS operator

UAS OPERATION-SPECIFIC ENDORSEMENT MODULES
Depending on the type and risk of the intended UAS operation, the UAS operator may propose, as
part of the application for an operational authorisation, additional theoretical knowledge training in
combination with the practical-skills training that is specific to the intended UAS operation as
described in the OM.
The practical-skills training should at least contain the practical competencies that are described in
AMC2 UAS.OPEN.030(2)(b) ‘UAS operations in subcategory A2’, which may include relevant
emergency and contingency procedures. However, the UAS operator may adapt that training to the
level of automation of the UAS.
During the practical-skills training, the remote pilot should list the relevant emergency and
contingency procedures, which are defined in the OM and are peculiar to flight over known populated
areas or over assemblies of people or increased air risk, in a given area of operation, and should
describe the basic conditions for each kind of emergency as well as the related recovery techniques
to be applied during flight for the emergencies that are defined in the OM. Depending on the criticality
of the situation and on the available time to react, the remote pilot should memorise some
procedures, while for other procedures, they may consult a checklist. The emergency and contingency
procedures may involve also other personnel; in that case, the UAS operator should define the
practical-skills training needed for them.
Page 47 of 65
The remote pilot only needs to complete the relevant operation-specific endorsement modules that
reflect the intended UAS operation. For example, in case of transport of cargo, the remote pilot should
complete the related training module ‘Transport and/or dropping of cargo’; however, if the cargo
contains dangerous goods, then the remote pilot should also complete the training module ‘Transport
of dangerous goods’.
The assurance level of the operation-specific endorsement modules is determined by the related
assurance integrity level (e.g. SAIL) according to the respective specific operational risk assessment.
Relevant UAS operation-specific endorsement modules should be reflected in the documentation of
the remote pilot’s competencies.
The following UAS operation-specific endorsement modules and the areas to be covered are
recommended:
(a) night operations;
(b) overflight (flight over known populated areas or over assemblies of people);
(c) BVLOS operations;
(d) low-altitude (below 500 ft) operations;
(e) flights in non-segregated airspace;
(f) transport and/or dropping of cargo;
(g) transport of dangerous goods;
(h) operations with multiple UASs and swarms;
(i) UA launch and recovery using special equipment;
(j) flying over mountainous terrain.
Note: The ‘Rationale’ in grey-font italics under the ‘Learning objectives’ column is provided for
explanatory purposes and does not form part of the proposed rule text.
Operation-specific Areas to be covered Learning objectives

endorsement modules
Night operations General Recognise the meaning of the definition of ‘night’ or

other similar wording that is used for night flight.
Rationale: In Regulation (EU) No 1178/2011 (the
‘Aircrew Regulation’), ‘night’ for manned aviation
‘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’.
Some national laws use the sunset and sunrise times
for the definition of a night flight. ‘Sunset’ is defined
as the daily disappearance of the upper limb of the
sun below the horizon. This time depends on the
latitude and longitude of the viewpoint. There are
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endorsement modules
many websites and apps to find out the sunset and
sunrise times at a specific location.
Recognise the benefits of illuminating the
operational area, especially during the critical
phases of take-off and landing.
Recognise that during night flight it is hard to
estimate the distance between the UA and other
obstacles if visibility is only ensured by the lights of
the UA.
Recognise that a visual obstacle avoidance system
may be less accurate in night-time operations.
Understand that if the sight of the UA is lost at night,
return-to-home (RTH) should be immediately
followed.
Rationale: During daytime, it is sometimes difficult
to see the position of the UA, which is even more
difficult at night.
Recognise that an infrared radiation (IR) camera
allows one to see enough at night. Turning off the
front green flashing lightlights might improve the
view because there will be no reflection in the on-
board camera.
Recognise that the IR camera does not help in case
of rain/humidity, and that the IR visibility
significantly decreases.
Explain the use of the green flashing light at night.
Explain the use of navigation lights, position lights,
anti-collision lights, and other lights for UA
controllability.
Explain the use of lights (e.g. navigation, position, or
anti-collision lights) for recognising the presence of
manned aircraft.
Rationale: Those lights show where the UA is
positioned and the direction in which the UA is
aligned.
For manned aircraft, a red navigation light is located
on the leading edge of the left-wing tip and a green
navigation light on the leading edge of the right-
wing tip (for helicopters, on the left and right sides of
the cockpit). A white navigation light is positioned on
the tail as far aft as possible. High-intensity strobe
lights are also located in those positions. They are
used as anti-collision lights and flash twice after a
short break. A red rotating beacon is also part of the
anti-collision lights.
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endorsement modules
Degradation of visual acuity Recognise that flying the UA at night degrades visual
perception.
Recognise night myopia, caused by the increasing
pupil size. At low-light levels, without distant objects
to focus on, the focusing mechanism of the eye may
go to a resting myopic position.
If night-vision goggles are used, know how they
function.
Night illusions Define the term ‘night illusion’.

Recognise and overcome visual illusions that are
caused by darkness, and understand the
physiological conditions that may degrade night
vision.
State the limitations of night vision techniques at
night and by day.
Altered visual-scanning State the limitations of the different visual-scanning

techniques techniques at night and by day.
Rationale: Despite the value of electronic means of
conflict detection, physical lookout remains an
important defence against the loss of visual
separation for all types of aircraft.
To avoid collisions, the remote pilot should visually
scan effectively from the moment the UA starts
moving until it comes to a stop at the end of the
flight. Collision threats are present everywhere.
Before take-off, the remote pilot should visually
check the take-off area to ensure that there are no
other objects. After take-off, the remote pilot should
continue to visually scan to ensure a safe departure
of the UA with no obstacles.
Altered identification of Explain the effect of obstacles on the take-off

obstacles distance that is required at night.
Rationale: The remote pilot should know the flight
area where the UA will fly at night. Objects look
different and power lines are nearly invisible at
night. It is, therefore, advisable that the remote pilot
conduct a test flight during the daytime.
Overflight (flight over Identification of populated Explain the definition of ‘populated area’ and
known populated areas and assemblies of ‘assemblies of people’.
people
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endorsement modules
areas or over
Optimising flight paths to Explain the effects of the following variables on the
assemblies of people)
reduce risk of exposure flight path and take-off distances:
— take-off procedure;
— obstacle clearances both laterally and
vertically;
— understand the lethality of a UAS including
debris area through flying parts after a crash;
and
— recognise the importance of a defined
emergency landing area.
Likely operating sites and Recognise the different operating sites and
alternative sites alternative sites on the route of the overflight.
Adequate clearance for wind Explain how the wind changes at very low height due
effects, especially in urban to its interaction with orography and buildings.
environment
Obstructions (wires, masts, Explain the effect of obstacles on the required take-
buildings, etc.) off distance.
Interpret all available procedures, data, and
information regarding obstructions that could be
encountered during overflight.
Avoiding third-party Explain how to avoid third-party interference with

interference with the UA the UA.
Minimum separation Explain the importance of minimum separation

distances from persons, distances from persons, vessels, vehicles, and
vessels, vehicles, and structures.
structures
Impact of electromagnetic Describe the physical phenomenon ‘interference’.

interference, i.e.
Explain in which situations electromagnetic
high-intensity radio
interference could occur, particularly with regard to
transmissions
electromagnetic emissions and signal reflections
peculiar to an urban environment. Explain their
impact on the UAS system (i.e. C2 link GNSS quality,
etc.)
Crowd control strategies and Explain the importance of ensuring that no one is
public access endangered within the take-off and landing area.
Describe the different crowd control strategies.
Explain the importance of having knowledge of
public access.
BVLOS operations Operation planning: Explain the operation planning for BVLOS
airspace, terrain, obstacles, operations:
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endorsement modules
expected air traffic, and — check the flying conditions (e.g. geographical
restricted areas zone, NOTAM) and obstacles along the planned
route;
— secure the necessary documentation before
the BVLOS operation;
— know and comply with the local conditions in
the area where the BVLOS operation takes
place;
— ensure communication with the air traffic
controller (ATCO), depending on the type of
airspace within which the BVLOS operation is
planned to be conducted;
— plan the BVLOS operation including flight route
and response to contingency and emergency
events;
— in uncontrolled airspace, check the actual
traffic level of manned traffic along the planned
route, including low-level traffic such as
paragliders, hang gliders, helicopters, model
aircraft, seaplanes and other possible traffic;
— in uncontrolled airspace, verify that the UAS
operation has been notified to manned aviation
using, e.g. NOTAM, or other means used by
manned aviation;
— how to employ airspace observers (AOs), when
needed;
— consider the C2 link limitations (e.g. maximum
range and presence of obstacles); and
— use of conspicuity devices or traffic information
/ detection of incoming aircraft / deconfliction
and emergency manoeuvres.
Sensor systems and their State the limitations of the different sensor systems.
limitations
Rationale: UASs that are used for BVLOS operations
should maintain precise positioning to avoid traffic
conflict and to successfully carry out their mission.
Environmental features, such as tunnels and urban
canyons, can weaken GNSS signals or even cause
them to be lost completely. To maintain accuracy in
GNSS-denied environments, UA may use real-time
kinematic (RTK) capable inertial navigation systems
(INSs) that provide information from accelerometers
and gyroscopes to accurately estimate position,
velocity, heading, and attitude.
Cooperative and Identify the cooperative and non-cooperative

non-cooperative aircraft detect-and-avoid (DAA) sensor/system capabilities
(airspace surveillance) for UA, if applicable.
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endorsement modules
Rationale: Cooperative and non-cooperative DSAA
capabilities are key enablers for UA to safely and
routinely access all airspace classes.
Roles and responsibilities of Explain the traffic alert system and traffic collision
the remote pilot to remain avoidance system (TCAS) phraseologies, and how
clear of collision these systems work.
Identify the roles and responsibilities of the remote
pilot to remain clear of collision.
Explain the collision avoidance methodology that is
used in the operation to keep the UA clear of other
traffic.
Rationale: Collision avoidance is emerging as a key
enabler for UAS operations in civil airspace. The
operational and technical challenges of UAS collision
avoidance are complicated by the wide variety of UA,
of their associated missions, and of their ground
control capabilities. Numerous technological
solutions for collision avoidance are being explored
in the UAS community.
Command, control and Know the definition of ‘C3’.

communication (C3) link
Understand the relation between communications
performance and limitations
and effective command and control (C2).
Understand the basic C3 structure.
Understand the use of true and relative motion
displays.
Understand the problems inherent in C3.
Rationale: C3 cannot be accomplished without two-
way communications. C3 would be impossible unless
the remote pilot can collect feedback in some form.
Basic to any C3 system is the incorporation of a
reliable communications network.
Signal or communications Understand the impact of signal or communications

latency for the C2 link latency on the C2 link.
Explain what can cause, and how to detect, a signal
or communications latency.
Describe the actions that are required following a
signal or communications latency.
Rationale: BVLOS control may require a satellite
communications link that implies a level of signal
delay, or signal latency, which may impact on the
accuracy of the BVLOS operation.
Planning for the loss of C2 Understand the impact of a loss of C2 link.

link or for system failure
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endorsement modules
Explain what can cause, and how to detect, a system
failure.
Describe the actions that are required following a
loss of C2 link.
Describe how to plan the contingency routes in case
of a loss of the C2 link.
Rationale: It is of utmost importance to keep track of
the UASs in civil airspace, and to know what happens
if the C2 link between the remote pilot’s ground
control station and the UAS is disrupted. In such a
loss-of-the-C2-link situation, the UA usually flies on a
pre-programmed contingency route based on its
flight altitude, orientation, and bearing. The absence
of situational awareness and direct communication
from the UA makes it difficult or impossible for the
ATCOs to discover the real position of the UA and
identify if the pre-programmed contingency route is
properly followed impairing the possibility to clear
the traffic along its intended route.
Interpreting separate data Interpret different data sources to identify whether

sources during flight the UA follows the planned route.
Crew resource management Explain the importance of CRM for BVLOS

(CRM) operations.
Low-altitude (below Air traffic management Describe the ATM procedures for low-altitude
500 ft) operations (ATM) procedures operations.
Radio communications and Define the meaning of ‘standard words and

phraseology phrases’.
Recognise, describe, and use the correct standard
phraseology for each phase of a visual flight rules
(VFR) flight.
Explain the selective calling (SelCal) system and
aircraft communications addressing and reporting
system (ACARS) phraseologies.
Explain the traffic alert and collision avoidance
system (TCAS) phraseologies.
Situational awareness Keep situational awareness, especially with low-

level manned aircraft and, if necessary, employ
airspace observers (AOs).
Advanced aviation Explain the meaning of low-altitude operations

terminology related terminology.
Flight in non- Clear roles and Describe the relationship between the initiating
segregated airspace responsibilities causes (or threats), the hazard (top (main) event),
the risk mitigations (the controls and barriers), and
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endorsement modules
the potential consequential results (loss states)
when conducting a flight in a non-segregated
airspace.
Wake turbulence State the wake turbulence categories for UA.

State the wake turbulence separation minima.
Transport and/or Weight and balance Describe the relationship between UA mass and
dropping of cargo structural stress.
Describe why mass should be limited to ensure
adequate margins of strength.
Describe the relationship between UA mass and
aircraft performance.
Describe why UA mass should be limited to ensure
adequate aircraft performance.
Depending on the type of operation, describe the
relationship between centre-of-gravity (CG) position
and stability/controllability of the UA.
Describe the consequences if the CG is in front of the
forward limit.
Describe the consequences if the CG is behind the
aft limit.
Describe the relationship between CG position and
aircraft performance.
Describe the effects of the CG position on the
performance parameters (speed, altitude,
endurance, and range).
Be familiar with the abbreviations regarding mass
and balance, e.g. (maximum) take-off mass
((M)TOM), (maximum) landing mass ((M)LM), basic
empty mass (BEM), dry operating mass (DOM),
operating mass (OM), and zero-fuel mass (ZFM).
Describe the effects of changes in the load when
dropping an object.
Describe the effects of an unintended loss of the
load.
Rationale: Mass and balance are extremely
important for a UA. A UA that is not in balance may
become difficult to control. Therefore, the overall
balance should be considered when adding
payloads, attaching gimbals, etc.
Load securing and awareness Calculate the MTOM and the MLM.
of dangerous goods
Explain the reasons for restraining or securing cargo
loads.
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endorsement modules
Describe the basic methods of restraining or
securing loads.
Explain why the transport of dangerous goods by air
is subject to an additional training module.
State that certain articles and substances, which
would otherwise be classified as dangerous goods,
may be exempted if they are part of the UA
equipment.
Rationale: The safe operation of the UAS requires to
weigh all cargo in the UA (or provide an accurate
estimate of weight using ‘standard’ values), load it
correctly, and secure it to prevent loss or movement
of the cargo during the flight.
Loading should be performed in accordance with the
applicable regulations and limitations. The UAS
operator’s loading procedures should be in
accordance with the instructions given by the person
that has the overall responsibility for the loading
process for a particular UA flight. These loading
instructions should match the requirements for
cargo distribution that are included in the UA load
and trim sheet.
Transport of dangerous Safe transport of dangerous Explain the terminology relevant to dangerous
goods goods goods.
Be able to recognise dangerous goods and
understand their labelling.
Be able to interpret the documentation related to
dangerous goods.
Recognise dangerous goods by using ‘safety data
sheets’ and the consumer labelling of the Globally
Harmonized System of Classification and Labelling of
Chemicals (GHS).
Explain that the provisions for the transport of
dangerous goods by air are included in ICAO Doc
9284 ‘Technical Instructions for the Safe Transport
of Dangerous Goods by Air’.
State the emergency/reporting procedures in case
of an event with dangerous goods, including that in
the event of a dangerous-goods-related emergency
regarding the UA, the remote pilot should inform
the ATC organisation of the transport of dangerous
goods.
Explain the principles of compatibility and
segregation of dangerous goods.
Explain the special requirements for loading
radioactive materials.
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endorsement modules
Explain the use of the dangerous goods list.
Explain the procedures for collecting safety data,
e.g. reporting accidents, incidents, and occurrences
with dangerous goods.
Note: The learning objectives should be derived
from the Technical Instructions and should be
commensurate with the personnel responsibilities.
Operations with Limitations related to human Understand the human performance limitations in
multiple UASs and factors an operation with multiple UASs, including UAS
swarms swarms.
List the vital actions that the remote pilot and the
persons who assist the remote pilot should perform
in case of an emergency descent of the
multiple/swarming UASs.
CRM Explain the importance of CRM for operations with

multiple UASs and swarms.
Navigating multiple Describe how to navigate multiple platforms.

platforms
Recognising system failures Describe the different failures that may potentially
occur during multiple/swarming UAS operations.
Explain what to do in the event of a failure.
Recognise that the remote pilot can override the
system in the event of a failure.
Emergency containment List the different emergency containment

procedures procedures and describe the basic conditions for
each kind of emergency.
Describe the recovery techniques in the event of
engine or battery failure during multiple/swarming
UAS operations.
UAS launch and Operating procedures Explain the specific procedures for launch and
recovery using special recovery operations.
equipment
Explain the impact on the UA’s behaviour when the
systems for launch and recovery are operated from
a moving vehicle, including ships.
Recognising failures Describe the different failures that may occur during
launch and recovery operations.
Explain what to do in the event of a failure.
Describe the cases where the remote pilot can
override the system in the event of a failure.
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endorsement modules
Flying over hilly Temperature inversions Describe the following:

environment
— the effect of thermic-induced turbulence near
the Earth’s surface;
— surface effects;
— diurnal and seasonal variations;
— the effect of clouds; and
— the effect of wind.
Rationale: The temperature can affect the density
altitude. If the UA flies on a hot and humid day, the
remote pilot will experience poor UA performance:
as the temperature increases, the air molecules
spread out. As a result, the propellers or motors of
the UA do not have much air to grab on to.
Orographic lifting Describe the effect of exploiting orographic lifting

(i.e. slope or ridge) and the actions required.
Describe the vertical movements, wind shear, and
turbulence, which are typical of hilly environment.
Rationale: Orographic lifting occurs when an air
mass is forced from a low elevation to a higher
elevation as it moves over rising terrain. As the air
mass gains altitude, it quickly cools down
adiabatically, which can raise the relative humidity
to 100 %, create clouds and, under the right
conditions, cause precipitation7.
Higher winds through passes Describe the effects of wind shear and the actions
required when wind shear is encountered at take-off
and approach.
Describe the precautions to be taken when wind
shear is suspected at take-off and approach.
Describe the effects of wind shear and the actions
required following entry into strong downdraught
wind shear.
Describe the influence of a mountainous area on a
frontal passage.
Rationale: In mountainous environment, the wind
blows smoothly on the windward side of the
mountain. On the leeward side, the wind follows the
contours of the terrain and can be quite turbulent:
this is called a katabatic wind. The stronger the wind,
the higher the downward pressure. Such a wind will
push the UA down towards the surface of the
mountain. If the remote pilot does not know how to
7 For examples of such service providers, see the footnote in E.6 ‘OSOs related to the deterioration of external systems
supporting UAS operations’ of Annex E to AMC1 Article 11 of the UAS Regulation.
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endorsement modules
recognise a downdraft, which is downward moving
air, the situation can become quite challenging.
Mountain waves Explain the origin and formation of mountain waves.

State the conditions necessary for the formation of
mountain waves.
Describe the structure and properties of mountain
waves.
Explain how mountain waves may be identified
through their associated meteorological
phenomena.
Explain that mountain wave effects may exceed the
performance or structural capability of the UA.
Explain that mountain wave effects may be
propagated from low to high levels.
Indicate the turbulent zones (mountain waves,
rotors) on a drawing of a mountain chain.
High- and low-pressure Describe the movements of fronts and pressure

patterns systems, and the life cycle of a midlatitude
depression.
State the rules for predicting the direction and the
speed of movement of fronts.
State the difference in the speed of cold and warm
fronts.
State the rules for predicting the direction and the
speed of frontal depressions.
Density altitude effects Define pressure altitude and air density altitude.
Explain the effects of all-up mass (AUM), pressure,
temperature, density altitude, and humidity.
Explain the influence of density altitude on the
equilibrium of forces and moments in a stable hover,
if applicable.
Rationale: Higher-density altitude means thinner air,
and thinner air means that the remote pilot will
experience poor UA performance. The propellers or
motors of the UA do not have much air to grab on to.
Lower-density altitude means thicker, denser air,
and higher UA performance.
This knowledge is very important when the remote
pilot flies in a mountainous or other high-elevation
environment.
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AMC1 UAS.SPEC.050(1)(e)(ii) Responsibilities of the UAS operator

INFORMATION ABOUT THE UAS OPERATOR’S MANUAL
The UAS operator should ensure that the personnel in charge of duties essential to the UAS operation
apply the procedures contained in the operator’s manual.
GM1 UAS.SPEC.050(1)(d)(iii) Responsibilities of the UAS operator

COORDINATION OF THE UAS OPERATOR WITH THE DESIGNATED ENTITY(IES)
For UAS operations that require an operational authorisation, the training of the remote pilots must
be provided in coordination with the entity(ies) that is (are) designated by the competent authority,
only if the competent authority has nominated entities that meet the applicable criteria to provide
the required training. If the competent authority has not designated any entity, then such
coordination is not required.
GM21 UAS.LUC.030(2)(g)(vi) Safety management system

[…]
GM21 UAS.LUC.030(2)(g)(viii) Safety management system

[…]
AMC1 UAS.LUC.030(2)(g)(v) Safety management system

COMPLIANCE MONITORING
[…]
(b) The compliance monitoring manager should:
[…]
(3) not be one of the other persons referred to in UAS.LUC.030(2)(cd).
AMC1 UAS.LUC.030(2)(g)(vi) Safety management system

SAFETY RISK MANAGEMENT
[…]
(h) respond to emergencies using an ERP that reflects the size, nature, and complexity of the
activities performed by the organisation, considering AMC3 UAS.SPEC.030(3)(e). The ERP
should:
(1) contain the action to be taken by the UAS operator or the specified individuals in an
emergency;
(2) provide for a safe transition from normal to emergency operations and vice versa;
Page 60 of 65
(3) ensure coordination with the ERPs of other organisations, where appropriate; and
(4) describe emergency training/drills, as appropriate.
AMC2AMC21 UAS.LUC.040 LUC manual

GENERAL
The LUC manual may contain references to the OM, where an OM is compiled in accordance with
GMAMC1 UAS.SPEC.030(3)(e).
[…]
LUC MANUAL TEMPLATE
Operator’s name
Table of contents
1. Introduction (the information under Chapter 1O, points 1-6 of the OM may be duplicated here
or simply referenced into the OM)
[…]
AMC1 UAS.STS-01.020(1)(e)(i) UAS operations in STS-01 and

UAS.STS-02.020(7)(a) UAS operations in STS-02
CERTIFICATE OF REMOTE PILOT THEORETICAL KNOWLEDGE
Upon receipt of proof that the remote pilot has successfully completed the theoretical knowledge
examination, the competent authority or the entity that is designated by the competent authority
should provide the remote pilot with a certificate of remote pilot theoretical knowledge in the format
that is depicted in the figure below. The certificate may be provided in electronic form.
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The remote pilot identification number that is provided by the competent authority, or the entity that
is designated by the competent authority, which issues the certificate of remote pilot theoretical
knowledge should have the following format:
NNN-RP-xxxxxxxxxxxx
Where:
— ‘NNN’ is the ISO 3166 Alpha-3 code of the competent authority that issues the proof of
completion;
— ‘RP’ is a fixed field meaning ‘remote pilot’; and
— ‘xxxxxxxxxxxx’ are 12 alphanumeric characters (lower-case only) defined by the competent
authority that issues the proof of completion.
Example: (FIN-RP-123456789abc)
The QR code provides a link to the national database where the information related to the remote
pilot is stored. Through the ‘remote pilot identification number’, all information related to the training
of the remote pilot can be retrieved by authorised bodies (e.g. competent authorities, law
enforcement authorities, etc.) and authorised personnel.
If the remote pilot provides the declaration of the practical-skills self-training as defined in point
UAS.OPEN.030(2)(c), before passing the theoretical knowledge examination, the competent authority
may include in the certificate also ‘subcategory A2’.
AMC1 UAS.STS-01.020(1)(e)(ii) UAS operations in STS-01 and

UAS.STS-02.020(7)(b) UAS operations in STS-02
REMOTE PILOT PRACTICAL TRAINING FOR STSs
The instructor should gradually compile a ‘progress booklet’ to allow the monitoring of the training
and the continuous evaluation of the practical skills of the student remote pilot.
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The progress booklet should be signed by the student remote pilot at the end of each practical training
cycle. A record of the booklet should be kept for 5 years.
When the student remote pilot reaches the desired level of competence, the organisation that
provides the practical training issues an attestation of practical training.
GM1 UAS.STS-01.020(1)(e)(ii) UAS operations in STS-01 and

UAS.STS-02.020(7)(b) UAS operations in STS-02
REMOTE PILOT PRACTICAL TRAINING FOR STSs
Practical training for STSs is provided as a ‘continuous evaluation’ of the student remote pilot by:
(1) either a UAS operator that has declared compliance with:
(a) the relevant STS(s) (the one(s) for which training and assessment are provided); and
(b) the requirements of Appendix 3 to the Annex to the UAS Regulation; or
(2) an entity that has declared compliance with the requirements of Appendix 3 to the Annex to
the UAS Regulation.
GM1 UAS.STS-01.020(1)(c) UAS operations in STS-01

GROUND RISK BUFFER
The values for determining the size of the ground risk buffer that are indicated in the table of
point UAS.STS-01.020(1)(c)(i)(C) should be considered as minimum values. However, additional
margins should be considered depending on factors that may increase the distance travelled by the
UA, e.g. UA flight characteristics, such as autorotation capability, wind, remote pilot’s reaction time,
etc.
AMC1 UAS.STS-01.030(1)&(3) and UAS.STS-02.030(1)&(3)

The UAS operator should comply with the conditions for a ‘medium’ level of robustness of
AMC2 UAS.SPEC.030(3)(e) as regards:
— the operational procedures contained in the OM, indicated in UAS.STS-01.030(1) and
UAS.STS-02.030(1); and
— the contingency and emergency procedures, indicated in UAS.STS-01.030(3) and UAS.STS-
02.030(3).
The flight test to verify the adequacy of the contingency and emergency procedures may be conducted
in subcategory A3 of the ‘open’ category. In that case, the UAS operator should ensure that the UAS
operation complies with the ‘open’ category requirements.
Page 63 of 65
AMC1 UAS.STS-01.030(4) and UAS.STS-02.030(4) Responsibilities of

the UAS operator
EMERGENCY RESPONSE PLAN (ERP)
The UAS operator should develop an ERP in compliance with the conditions for a ‘medium’ level of
robustness as per AMC3 UAS.SPEC.030(3)(e).
GM1 UAS.STS-01.030(5)&(6) and UAS.STS-02.030(5)&(6)

EXTERNALLY PROVIDED SERVICES
‘External service’ should be understood as any service that is provided by an external service provider
to the UAS operator and which is:
— necessary to ensure the safety of a UAS operation; and
— provided by a service provider other than the UAS operator8.
GM1 UAS.STS-02.020(3) UAS operations in STS-02

FLIGHT VISIBILITY
Point UAS.STS-02.020(3) requires a minimum flight visibility of 5 km to ensure that the remote pilot
and/or the AO(s) can adequately visually scan the operational volume and surrounding airspace to
detect well in advance any incoming manned aircraft and identify any risk of collision with that aircraft.
‘Flight visibility’ should be understood as the shortest distance from the remote pilot’s position, or
from the position of each of the AOs (if employed), at which unlighted objects may be seen and
identified at day and prominently lighted objects may be seen and identified at night. It should be
considered in all directions.
Before starting the intended UAS operation, the UAS operator should gather all relevant information
that may affect the UAS flight visibility.
Other aspects that should be considered are, for example, the light conditions (including the sun or
other intense lights that may blind the remote pilot and/or the AO(s)), the presence of natural or
artificial obstacles, the cloud ceiling level, the presence of smoke, etc.
AMC1 UAS.STS-02.050(2) Responsibilities of the airspace observer

MAINTAINING AWARENESS OF THE UA
The airspace observer should be provided with clear and concise information on the geographical
position of the UA, its speed, and its height above the surface or take-off point.
Page 64 of 65
The airspace observer may use the same system provided to the remote pilot to comply with the
requirement in Part 17 point (3) of the UAS Regulation.
GM1 Appendix 2 Operational declaration

GM1 Appendix 2 Operational declaration
OPERATIONAL DECLARATION FORM: UAS MANUFACTURER, UAS MODEL AND UAS SERIAL NUMBER
If the UAS operator intends to conduct UAS operations that are covered by the STS that uses different
UASs (not used at the same time in the same location and all bearing the appropriate class
identification label), the UAS operator is not required to submit a separate operational declaration
form for each UAS.
In such a case, the information on the ‘UAS manufacturer’, the ‘UAS model’, and the ‘UAS serial
number’ for each UAS should be provided in the corresponding fields of the operational declaration
form. For example, for two different UASs from different manufacturers:
UAS manufacturer UAS model UAS serial number
UAS #1
UAS #2
If the UAS operator intends to provide practical-skills training and conduct practical-skills assessments
of remote pilots that operate in an STS, information on the manufacturer, the model, and the serial
number of the UAS that is used for such training and assessment should also be included in the
operational declaration form even if the UAS is used only for training and assessment purposes.
Page 65 of 65

AMC & GM To The Annex To Regulation (EU) 2019-947 - Issue 1 - Amendment 2

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AMC and GM to the Annex Annex II to Decision 2022/002/R

to Regulation (EU) 2019/947

Acceptable Means of Compliance and Guidance Material to the Annex

‘AMC and GM to the Annex to Regulation (EU) 2019/947 — Issue 1, Amendment 2’

This document shows deleted, new or amended text as follows:

Note to the reader

GM1 UAS.OPEN.010 General provisions

AMC1 UAS.OPEN.020(4)(b) and UAS.OPEN.040(3) UAS operations in

(i) normal procedures; and

AMC2 UAS.OPEN.020(4)(b) and UAS.OPEN.040(3) UAS operations in

AMC1 UAS.OPEN.020(5)(c) and (d), UAS.OPEN.030(3) and

AMC1 UAS.OPEN.030(2) UAS operations in subcategory A2

AMC1 UAS.OPEN.030(2)(b) UAS operations in subcategory A2

AMC2 UAS.OPEN.030(2)(b) UAS operations in subcategory A2

(vi) land (or recover); and

AMC2 UAS.OPEN.030(2)(c) UAS operations in subcategory A2

GM1 UAS.OPEN.030(2)(c) UAS operations in subcategory A2

GM1GM2 UAS.OPEN.040(4) UAS operations in subcategory A3

AMC1 UAS.OPEN.050(1) Responsibilities of the UAS operator

GM1 UAS.OPEN.050(3) Responsibilities of the UAS operator

AMC1 UAS.SPEC.030(2) Application for an operational

Application for an operational authorisation for the ‘specific’ category

New application 1. UAS operator

2.7 Transport of dangerous goods Yes No

2.8 Ground risk 2.8.1 Operational area

Application for operational authorisation

2.3 Type certificate (if required)

3.2 Operation manual available

— the applicable requirement of Regulation (EU) 2019/947; and

Instructions for filling in the application form

1.2 UAS operator’s name as declared during the registration process.

Ground risk buffer

Adjacent area Operational area Adjacent area

Figure 1 — Operational area and ground risk buffer

2.6 Select one of the two options.

2.7 Select one of the two options.

23.1 Name of the manufacturer of the UAS.

23.2 Model of the UAS as defined by the manufacturer.

3.3 Select one of the five options.

3.11 Select one of the four options.

3.12 Select one of the two options.

4 Free-text field for the addition of any relevant remark.

2.7 Configuration of the UA.

3.3 The number of the PDRA, if applicable.

Note 2: The signature and stamp may be provided in electronic form.

GM1 UAS.SPEC.030(2) Application for an operational authorisation

GM2 UAS.SPEC.030(2) Application for an operational authorisation

DIFFERENCES BETWEEN A ‘GENERIC’ OPERATIONAL AUTHORISATION AND A LUC

AMC2 UAS.SPEC.030(3)(e) Application for an operational

2.1.2. AMC1 UAS.SPEC.030(3)(e) on the OM template2 for the operational authorisation

(ii) the requirements from the competent authority and/or other

AMC3 UAS.SPEC.030(3)(e) Application for an operational

(1) the ground risk buffer; and/or

GM1 UAS.SPEC.030(3)(e) Application for an operational

AMC1 UAS.SPEC.040(1) Operational authorisation

Operational authorisation for the ‘specific’ category NAA

1. Authority that issues the authorisation

1.1 Issuing authority

3.7 Ground risk 3.7.1 Operational area