Part-CC (EASA Cabin Crew)

Part-CC is the section of the European aircrew framework that governs cabin crew. It is contained in Annex V to Commission Regulation (EU) No 1178/2011, alongside Part-FCL for flight crew and Part-MED for medical requirements, and it is organised into three subparts.

Subpart GEN carries the general requirements: the competent authority (CC.GEN.001), the scope of the annex (CC.GEN.005), how an applicant applies for a cabin crew attestation (CC.GEN.015), the minimum age (CC.GEN.020), the privileges and the conditions attached to them (CC.GEN.025), and the documents and record-keeping an attestation holder must maintain (CC.GEN.030). Subpart CCA covers the attestation itself — its issue (CC.CCA.100), its validity (CC.CCA.105), and its suspension and revocation (CC.CCA.110). Subpart TRA covers training: the provision of training (CC.TRA.215), the initial training course and the examination that closes it (CC.TRA.220), and aircraft type or variant qualifications (CC.TRA.225). Appendix 1 to Part-CC sets out the content of that initial course and its examination.

The division of labour between Part-CC and Part-ORO is the thing most often misread. Part-CC is about the person. It defines the credential a cabin crew member carries between employers and the initial training that earns it. Part-ORO Subpart CC is about the operator, and it defines the training an operator must give its own cabin crew before and during service: the initial training course (ORO.CC.120), aircraft type specific and operator conversion training (ORO.CC.125), differences training (ORO.CC.130), familiarisation (ORO.CC.135), recurrent training (ORO.CC.140) and refresher training (ORO.CC.145), together with the conduct of those courses and their associated checking (ORO.CC.115).

So a cabin crew member's record has two halves that are maintained by different parties and for different reasons. The attestation, and the initial course behind it, belong to the individual and travel with them. Everything the operator adds — type qualifications, conversion, differences, recurrent cycles and the checks that close them — belongs to the operator's training and checking programme and is evidenced to the competent authority as part of that operator's oversight. An organisation that trains cabin crew for third parties works under Part-CC; an operator training its own crew works under both.

The record-keeping obligation at CC.GEN.030 is the part that most often surprises people coming from a flight crew background. A pilot's licence is a single document issued by an authority and revalidated against defined checks. A cabin crew member's evidence is distributed: the attestation itself, the initial course and examination behind it, and then a running set of operator-held qualifications and checks that determine what they may actually be assigned to on any given day. Keeping that coherent is less a filing problem than a currency-tracking one, and it is the reason cabin crew records tend to need the same machinery as flight crew records rather than a simpler version of it.

For a cabin crew training organisation, Part-CC defines the product. The initial training course and its examination are prescribed in an appendix, which means the syllabus is not a matter of house style and the examination is not informal — a candidate either completed an approved course and passed, or did not, and the attestation depends on the record showing it.

For an operator, Part-CC is the entry condition and Part-ORO Subpart CC is the ongoing obligation. The practical burden is not the initial course, which happens once, but everything that recurs afterwards. A cabin crew member flying more than one type carries a qualification per type, a recurrent cycle that has to stay current, and a set of checks whose validity has to be demonstrable on the day they are rostered. The moment a recurrent item lapses, the crew member is no longer assignable to duty, which makes the record a rostering constraint rather than a filing obligation.

That is why cabin crew records tend to be the part of an operator's compliance that spreadsheets survive least well: they are per person, per type, per cycle, and they are read under time pressure.

Aviatize's syllabus engine is not limited to flight events, so a cabin crew initial course, a type or conversion course, and a recurrent cycle are all structured the same way a pilot syllabus is — as course structures with theory events, practical elements, examinations and results recorded against the individual.

The Compliance & Auditing and Digital Data & Records modules then hold the parts that recur: qualifications and checks as documents with validity dates and expiry alerts, four-eyes approval on changes, and role-based access to the crew file. Because validity is tracked rather than remembered, a lapsing recurrent item surfaces before it becomes a rostering problem rather than after.

Courses are configured to the operator's or the training organisation's own approved programme rather than shipped as a fixed Part-CC template.