A complete interactive reference to the EASA regulatory framework — from the Basic Regulation down to individual IRs, AMC, GM and your national authority. Click any rule ID to open it directly in the Easy Access Rules. Focus: CAT commercial air transport.
Aviation is one of the most regulated industries in the world, and for good reason. When things go wrong at 35,000 feet, the consequences are irreversible.
It started in 1944, when 52 nations signed the Chicago Convention, the founding treaty of international civil aviation. It established ICAO, the UN's aviation agency, and created the principle that every state is responsible for the safety of aircraft registered in its territory. For decades, each country wrote its own rules.
That worked until aviation went global. An aircraft built in Seattle, registered in Ireland, operated by a Dutch airline flying to Frankfurt, maintained in Warsaw: whose rules apply? The patchwork of national standards created safety gaps, unequal competition, and an administrative nightmare for operators flying across borders.
In Europe, the answer was harmonisation. The EU gradually transferred aviation safety authority to a single agency. EASA was established in 2002 and given its current powers by Regulation (EU) 2018/1139. Today, one set of rules applies to all 30 EASA member states. An AOC issued in Germany is valid across the entire EU. A pilot licensed in Spain can fly for an Estonian carrier. A Part-145 approved workshop in Portugal can maintain aircraft for any EU operator.
But aviation does not stop at EU borders. ICAO sets the global baseline through its Standards and Recommended Practices, and every member state, including all EU states, is obliged to implement them. The FAA in the United States writes its own rules based on ICAO standards but independently. A US-registered aircraft flying into European airspace does not need an EASA AOC, but must hold a Third Country Operator (TCO) authorisation issued by EASA. A European aircraft flying to the US must comply with FAA rules for US airspace. Across South America, Asia and the rest of the world, each state has its own authority, all nominally following ICAO. Bilateral agreements between the EU and third countries allow mutual recognition of certain approvals, making global operations possible under one AOC.
The framework below shows how EU rules specifically are structured, from the EU Parliament's foundational law down to the procedures in your Operations Manual.
The Basic Regulation is the legal constitution of EU aviation. It does not contain operational rules itself — instead it defines the scope of EASA authority and empowers the Commission to adopt implementing regulations (IR) for each domain. The regulation is directly applicable in all member states; no national transposition is needed.
Create a high, uniform level of safety throughout EU civil aviation while enabling a level playing field and protecting the environment.
EASA drafts opinions for the Commission, issues AMC & GM, conducts standardisation inspections of national authorities and certifies certain products directly.
Amateur-built aircraft, microlights, vintage aircraft, and operations by military, police, customs or similar state services fall outside EASA scope.
In urgent, unforeseeable circumstances, operators may apply to their competent authority (e.g. ILT) for a temporary exemption from EU rules.
Each domain below is governed by its own implementing regulation. Within each regulation, individual rules carry the IR badge (binding law). Where EASA has published accepted compliance methods, the AMC badge appears. Explanatory text is marked GM.
Air OPS is the primary regulation for anyone operating aircraft commercially in the EU. It is structured into 7 Parts. Part-ORO and Part-CAT are the backbone for CAT operators holding an AOC. Each Part contains Implementing Rules (binding), with associated AMC and GM published in the Easy Access Rules.
| ARO.GEN.105 | Scope Defines the scope of Part-ARO — applicable to competent authorities of member states overseeing organisations and persons subject to Reg. 965/2012. Each member state designates a competent authority for this purpose. | IRGM |
| ARO.GEN.200 | Management system The authority must have its own SMS and quality system for oversight activities. | IRAMCGM |
| ARO.GEN.300 | Oversight The authority must verify continuous compliance of certificate holders through audits and inspections. | IRAMC |
| ARO.GEN.350 | Findings and corrective actions Level 1 (immediate safety) and Level 2 (significant non-compliance) findings — timelines for closure. | IRGM |
| ARO.OPS.100 | Procedure for issuance of AOC How the authority processes an AOC application, what documentation it reviews, and what it must assess before granting the certificate. | IRAMC |
| ARO.OPS.110 | Oversight of operators — surveillance Minimum annual oversight cycle — how frequently audits and ramp checks must occur based on operator risk profile. | IRAMC |
| ARO.RAMP.100–145 | Ramp inspection programme Procedure for unannounced ramp inspections of aircraft, including items inspected (documents, equipment, crew, aircraft condition) and follow-up for findings. Basis for SAFA inspections. | IRAMCGM |
| ORO.GEN.005 | Scope Establishes which organisations are subject to Part-ORO requirements. | IR |
| ORO.GEN.110 | Operator responsibilities The operator is responsible for the safe operation of aircraft and for complying with applicable law. Must ensure crew and other personnel are trained and competent — the basis for FOO/dispatcher training requirements. | IRAMCGMOM-A |
| ORO.GEN.115 | Competent authority Identifies which authority (e.g. ILT) supervises the operator — normally the authority of the state where the operator is established. | IR |
| ORO.GEN.120 | Means of compliance Operators may use published AMC or propose an alternative means of compliance (Alt-AMC). The authority must be notified before implementation of an Alt-AMC. | IRGM |
| ORO.GEN.130 | Changes to the organisation Certain changes (e.g. accountable manager, fleet changes, new routes) require prior approval or notification to the competent authority. | IRAMCGM |
| ORO.GEN.135 | Continued validity An AOC remains valid as long as the operator continues to comply with applicable requirements. Non-compliance triggers suspension or revocation. | IR |
| ORO.GEN.140 | Access The operator must grant the competent authority access to all facilities, aircraft, records and personnel at any time for oversight purposes. | IR |
| ORO.GEN.155 | Occurrence reporting Mandatory reporting of accidents, serious incidents and certain occurrences to the authority and to ECCAIRS. Operator must have an internal reporting system. | IRAMCGMOM-A / SMS |
| ORO.GEN.160 | Record-keeping Minimum retention periods for operational records: crew records (3 yrs after last entry), journey logs (3 yrs), occurrence reports, training records. | IRAMC |
| ORO.GEN.200 | Management system (SMS) CAT operators must establish and maintain an SMS including: safety policy, hazard identification, risk assessment, safety promotion, emergency response plan and compliance monitoring (Quality Assurance). | IRAMCGMOM-A / SMS |
| ORO.GEN.205 | Contracted activities When operational tasks are outsourced (e.g. ground handling, fuelling, maintenance), the operator remains responsible. Contracts must ensure contracted parties comply with applicable rules. | IRAMCGM |
| ORO.GEN.210 | Personnel requirements Sufficient qualified personnel must be available. Key positions include Accountable Manager, Nominated Person Operations (NP OPS / HOO), Nominated Person Airworthiness, NP Ground Operations, NP Safety. | IRAMCGMOM-A |
| ORO.GEN.215 | Facility requirements Operator must maintain adequate facilities — offices, briefing rooms, OCC — appropriate to the scale and nature of the operation. | IRAMC |
| ORO.AOC.100 | Application for an AOC Documents required for initial AOC application: OM, MEL, SMS documentation, evidence of financial fitness, key personnel qualifications, operations specifications. | IRAMC |
| ORO.AOC.110 | Scope of operations The AOC specifies aircraft types, areas of operation and any special approvals. Operations outside AOC scope are not permitted. | IR |
| ORO.AOC.115 | Leasing Dry lease-in, dry lease-out, wet lease-in and wet lease-out — each with specific conditions and authority approval requirements. Key for fleet flexibility. | IRAMCGM |
| ORO.AOC.135 | Wet lease-in of third-country operator aircraft Special requirements for wet leasing from non-EASA operators — additional authority approval required, must demonstrate equivalent safety. | IRAMC |
| ORO.MLR.100 | Operations Manual (OM) Every CAT operator must maintain an OM in 4 parts: A (General), B (Aircraft-specific), C (Routes & aerodromes), D (Training). Must be accepted/approved by competent authority (ILT). | IRAMCGMOM-A/B/C/D |
| ORO.MLR.105 | Minimum Equipment List (MEL) Operator must establish a MEL derived from the MMEL. MEL must be accepted by the authority. The MEL defines what equipment may be inoperative and under what conditions flight may still proceed. | IRAMCGM |
| ORO.MLR.110 | Journey log (Technical log) Content requirements for the journey log — defect recording, fuel uplift, flight times and tech log entries. Must be kept for ≥3 months. | IRAMC |
| ORO.MLR.115 | Operational flight plan (OFP) Required content of the OFP. The OFP is the dispatcher's/FOO's primary output — it must contain fuel calculation, alternate selection, weather summary and route information. | IRAMC |
| ORO.FC.100 | Composition of flight crew Minimum crew required — determined by aircraft type certificate and OFP. Commander must hold appropriate type rating and current recency. | IRAMC |
| ORO.FC.115 | Initial operator check & LIFUS Before operating unsupervised, new crew must complete operator-specific training and Line Flying Under Supervision (LIFUS). | IRAMCOM-D |
| ORO.FC.120 | Conversion training and checking Requirements when a crew member converts to a new aircraft type — includes simulator training requirements and proficiency check (OPC). | IRAMCOM-D |
| ORO.FC.135 | Recurrent training and checking Annual/biennial recurrent training including emergency & safety equipment, simulator sessions and line checks. Basis for ATQP programmes. | IRAMCGMOM-D |
| ORO.FC.200 | Crew Resource Management (CRM) All flight crew must receive initial and recurrent CRM training. Content specified in AMC — covers threat & error management, communication, decision-making. | IRAMCGMOM-D |
| ORO.FC.220 | LVO pilot qualification Special qualification required for CAT II/III operations. Linked to SPA.LVO approval and specific simulator training requirements. | IRAMC |
| ORO.FC.240 | ETOPS crew qualification Pilots operating ETOPS routes require specific training and currency. Linked to SPA.ETOPS approval. Includes extended diversion training. | IRAMC |
| ORO.CC.100 | Number and composition of cabin crew Minimum cabin crew numbers based on aircraft configuration (1 per 50 pax seats, at least 1 per floor-level exit). Operator may require more. | IRAMC |
| ORO.CC.115 | Cabin Crew Attestation (CCA) Every cabin crew member must hold an attestation issued by the operator confirming completion of initial safety training. The attestation must be carried during duty and presented to the authority on request. | IRAMCOM-D |
| ORO.CC.125 | Initial and operator conversion training Structured training programme before a new cabin crew member may operate unsupervised. Content includes safety equipment, evacuation, first aid, CRM and security. | IRAMCOM-D |
| ORO.CC.140 | Recurrent training Annual recurrent including practical drills, safety equipment checks, CRM and SEP. Must be documented and records maintained. | IRAMCOM-D |
| ORO.FTL.100 | Applicability and definitions Defines FDP (Flight Duty Period), flight time, rest period, acclimatised state, night hours and other core concepts used throughout the FTL scheme. | IRGM |
| ORO.FTL.105 | Fatigue management responsibilities Both operator and crew share responsibility for fatigue management. Operator must publish rosters in advance; crew must declare fit for duty. | IRAMCOM-A |
| ORO.FTL.110 | Flight duty period (FDP) Maximum FDP varies with number of sectors, start time and augmentation. Detailed tables in AMC2 — critical for roster planning. | IRAMC |
| ORO.FTL.115 | Extension of FDP Conditions under which FDP may be extended (e.g. in-flight rest, unforeseen operational circumstances) and associated rest requirements. | IRAMC |
| ORO.FTL.120 | Rest periods Minimum rest before FDP. Reduces with short rest and recovers with extended rest. Hotel accommodation standards apply. | IRAMC |
| ORO.FTL.210 | Fatigue Risk Management System (FRMS) Alternative to prescriptive FTL limits — operators may apply to use a science-based FRMS. Requires authority approval and ongoing data collection. | IRAMCGM |
| CAT.GEN.MPA.100 | Admission to flight deck Conditions under which non-crew may be admitted. Commander's authority is final. | IR |
| CAT.GEN.MPA.105 | Documents and manuals carried List of documents that must be on board each flight: ARC, noise certificate, OFP, weather and NOTAM information, MEL, journey log, licences, etc. | IRAMC |
| CAT.GEN.MPA.135 | Dangerous goods Acceptance, carriage and notification of dangerous goods following ICAO Technical Instructions. Operator must establish DG acceptance procedures. | IRAMCOM-A |
| CAT.OP.MPA.100 | Aerodrome operating minima Operators must establish aerodrome operating minima for take-off and landing. Factors: aircraft category, navaid type, RVR, cloud, obstacle clearance. Cannot be lower than state minima. | IRAMCGMOM-A / OM-C |
| CAT.OP.MPA.105 | En-route operating minima Minimum meteorological conditions for VFR en-route segments (if applicable). | IR |
| CAT.OP.MPA.150 | Fuel and oil supply Fuel planning methodology: taxi fuel + trip fuel + contingency + alternate fuel + final reserve + additional fuel (+ extra fuel). This rule defines each component. Central to the FOO/dispatcher workflow. | IRAMCGMOM-A / OM-B |
| CAT.OP.MPA.155 | Selection of aerodromes Rules for selecting departure, destination and alternate aerodromes. Conditions requiring a destination alternate — and exceptions (e.g. isolated aerodrome, in-flight re-routing alternate). | IRAMCGMOM-A / OM-C |
| CAT.OP.MPA.175 | Pre-flight conditions Commander must be satisfied with meteorological conditions, aircraft condition, NOTAM and ATC status before commencing flight. Dispatcher/FOO brief satisfies part of this requirement. | IRAMC |
| CAT.OP.MPA.180 | Operational flight plan Commander must not depart without a completed OFP. Defines the required content — the output of the FOO/dispatcher's pre-flight work. | IRAMCOM-A |
| CAT.OP.MPA.190 | Ground de-/anti-icing Operator must establish ground de-icing procedures. No take-off permitted if contamination is present without confirmed clean aircraft check. | IRAMCOM-A |
| CAT.OP.MPA.200 | Refuelling with passengers on board Safety conditions required during fuelling with pax on board — seat belt sign off, exits accessible, crew at stations. | IR |
| CAT.POL.MAB.100 | Applicability — Performance A Multi-engine turbine aeroplanes must comply with Performance Class A. One-engine-out performance must be demonstrated at all phases. | IRAMC |
| CAT.POL.MAB.105 | Take-off Field length requirements (TORA, TODA, ASDA), climb gradient requirements per segment, and obstacle clearance. Performance class A aeroplanes must meet net flight path requirements. Performance calculations are embedded in the OFP. | IRAMCOM-B |
| CAT.POL.MAB.120 | En-route — one engine inoperative Engine-out drift-down requirements. Aircraft must be able to clear terrain with ≥1000 ft margin. Determines usable route segments and diversion options. | IRAMC |
| CAT.POL.MAB.130 | Landing Landing distance must not exceed 60% of LDA on a dry runway. On wet runways a higher factored distance applies. Separate requirements for contaminated runways and for alternate aerodrome landing performance. | IRAMCOM-B |
| CAT.IDE.A.100 | Instruments & equipment — general All equipment must be approved, installed and maintained per applicable airworthiness standards. Inoperative equipment governed by MEL. | IRAMC |
| CAT.IDE.A.125 | GPWS / TAWS Ground Proximity Warning System mandatory. Forward-looking capability (TAWS class A) required for turbine aircraft above 5700 kg or >9 pax seats. | IR |
| CAT.IDE.A.130 | Airborne collision avoidance (TCAS II) TCAS II mandatory for turbine aircraft with >19 pax seats or MTOM >5700 kg. Crew must follow RA instructions. | IR |
| CAT.IDE.A.190 | Flight data recorder (FDR) FDR required — parameters, recording duration (25 hrs) and performance standards defined. Must be crash- and fire-protected. Basis for safety investigations. | IRAMC |
| CAT.IDE.A.195 | Cockpit voice recorder (CVR) CVR required — minimum 2-hour recording duration. Linked to FDR for accident investigation. Must not be erased within 60 days following an occurrence. | IR |
| CAT.IDE.A.285 | Oxygen supply Supplemental oxygen requirements for crew and passengers at cabin altitude above 10,000 ft / 13,000 ft depending on duration. Emergency descent procedures linked. | IRAMC |
| SPA.ETOPS | Extended-range twin-engine operations Routes where the diversion time exceeds 60 min at single-engine speed. Requires aircraft approval, crew training, maintenance programme extensions and OCC monitoring requirements. | IRAMC |
| SPA.LVO | Low-visibility operations (CAT II / III) Take-off below 400m RVR and/or landing below DH 200 ft / RVR 550m. Requires aircraft, navaid, aerodrome, crew and operator approval. | IRAMC |
| SPA.RVSM | Reduced vertical separation minimum Operations between FL290–FL410 at 1000 ft separation. Requires aircraft height-keeping approval and crew awareness training. | IRAMC |
| SPA.PBN | Performance-based navigation (RNP AR) RNP AR APCH allows curved approaches to minima below standard ILS. Requires aircraft, crew and operator approval. Significant fuel/noise benefits. | IRAMC |
Covers the full lifecycle of a pilot licence — from student to ATPL. Includes medical standards (Part-MED), authority requirements (Part-ARA) and training organisation requirements (Part-ORA). Operator training requirements in ORO.FC are separate but closely linked.
LAPL, PPL, CPL, MPL, ATPL. Type ratings (TR), class ratings, instrument ratings (IR). Revalidation and renewal requirements.
Class 1 (commercial), Class 2 (private), LAPL medical. AeMC and AME examination requirements. Colour vision, hearing, mental health.
Approved Training Organisations (ATO) and Declared Training Organisations (DTO) — management, approval, oversight and syllabi requirements.
This regulation defines how aircraft remain airworthy throughout their life. The operator (via CAMO) manages the airworthiness programme; Part-145 organisations perform the physical maintenance; Part-66 licenses the technicians.
Planning maintenance, controlling ADs and SBs, managing the MEL, issuing Airworthiness Review Certificates and overseeing the maintenance programme.
Organisations approved to perform line and base maintenance on commercial aircraft. Required for CAT operators — either in-house or contracted.
Categories A, B1, B2, B3, C. Defines knowledge, experience and examination requirements for certifying maintenance staff.
AMC and GM are published by EASA and are integrated into the Easy Access Rules alongside each IR. They are technically voluntary — but in practice essential. If an operator follows an AMC, compliance with the associated IR is automatically presumed. An alternative approach (Alt-AMC) requires prior agreement with the competent authority (ILT).
Legally binding. Published in the Official Journal of the EU. Non-compliance can result in enforcement, suspension of certificates or prosecution. Example: ORO.GEN.200 mandates an SMS.
Not binding, but following it creates legal presumption of compliance. Departing from AMC requires a documented alternative approach agreed with ILT. Example: AMC1 ORO.GEN.200 provides the SMS framework structure.
Explanatory only. Clarifies intent and meaning. Does not create a presumption of compliance. Valuable for understanding EASA's intent when developing procedures and manuals.
Technical design standards used for product certification. CS-25 (large aeroplanes), CS-ACNS (avionics), CS-E (engines). Primarily relevant for design organisations and manufacturers, not operators.
💡 Practical tip: Use the EASA Easy Access Rules
The Easy Access Rules present each IR with its associated AMC and GM directly beneath it — formatted as a single, searchable online document. This is the most practical way to read and work with the regulations. Available free at easa.europa.eu.
EU regulations are directly applicable — they do not require national transposition. However, the national authority is responsible for implementation: it issues certificates and approvals, oversees organisations and enforces the rules. EASA monitors national authorities through standardisation inspections to ensure consistent application across member states.
Once you select your country, this section will show your national authority's name, responsibilities and links.
AOC and Operations Specifications, MEL, OM (acceptance), Alternative Means of Compliance, SPA approvals, key personnel (Nominated Persons), CAMO and Part-145 approvals.
Annual oversight programme based on risk profiling. Includes base audits, ramp inspections (SAFA) and unannounced visits. Findings are issued as Level 1 (safety-critical) or Level 2.
Level 1 findings require immediate corrective action. Persistent non-compliance can lead to AOC suspension or revocation. Criminal prosecution is possible under national law for serious breaches.
When urgent, unforeseeable circumstances prevent compliance with EU rules, an operator may apply to their NAA for a temporary exemption under Article 71 of the Basic Regulation.
The operator must translate every applicable regulatory requirement into documented procedures. The Operations Manual is the primary vehicle — required by ORO.MLR.100. All personnel must comply with the content of the OM; the ILT verifies this during oversight. The table below shows how each OM part maps to the underlying regulations.
Company structure, key personnel, SMS, quality system, FTL scheme, dangerous goods policy, security, occurrence reporting, ground operations, fuel policy.
Checklists, normal/abnormal/emergency procedures, performance data, MEL overview, mass & balance, systems descriptions. One section per aircraft type.
Route qualification, aerodrome operating minima, alternate selection criteria, area-specific procedures (MNPS, polar, overwater), ETOPS planning (if applicable).
Training syllabi for flight crew (initial, conversion, recurrent), cabin crew (SEP, CRM, first aid), and other operational staff (FOO/dispatcher, load controller). Training records management.
Safety policy, hazard identification, risk assessment methodology, safety objectives, safety promotion, emergency response plan, occurrence reporting scheme, safety performance indicators.
Derived from MMEL published by aircraft manufacturer. Accepted by ILT. Defines what equipment may be deferred and under what conditions. Managed by CAMO.
Revision 24 was published 27 March 2026 and incorporated three regulatory instruments. Below is a plain-language summary of what changed and which rules are affected.
EASA cannot change a rule overnight. Every amendment to an implementing regulation must go through a structured process defined in Article 115 of the Basic Regulation. This transparency is by design — it gives operators, pilots and industry the opportunity to comment before rules become binding.
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