Source: http://easa.europa.eu/the-agency/faqs/regulations
Timestamp: 2014-10-26 00:14:43
Document Index: 519828122

Matched Legal Cases: ['art-21', 'Art. 4', 'art 21', 'art 21', 'art-21', 'art 21', 'art 145', 'art 21', 'art 145', 'art 21', 'art-21', 'art 21', 'art-66', 'art-66', 'art-145', 'art-66', 'art-66', 'art-147', 'art-66', 'art-66', 'art-66', 'art-66', 'art-66', 'art-66', 'art-66', 'art-66', 'art-66', 'art-66']

Interpretation on "Maintenance release of aircraft not covered by the Basic Regulation"
Certificate of Recognition Form 149
What is the progress of a regulation towards publication? The Agency drafts regulatory material as Implementing Rules, Acceptable Means of Compliance, Guidance Material and Certification Specifications. These are available for consultation (as Terms of Reference, Notices of Proposed Amendment and Comment Response Documents). After consultation, the Implementing Rules are sent to the European Commission as Opinions.
This whole sequence is illustrated in the diagram below.
Last updated: 10/06/2014 What is the comitology procedure? Under the Treaty the European Commission is responsible for the required implementation of Community legislation in many areas. When exercising these delegated powers it is often obliged to work with national civil servants appointed by Member States in different committees. These committees, which are a forum for discussions and the voicing of opinions, are chaired by the European Commission.
For the implementation of Regulation (EC) No 216/2008 (the Basic Regulation, BR) the European Commission is assisted by the EASA committee and the Single European Sky committee. Another committee of importance as regards aviation safety is the Air Safety committee, which is best known for being the guardian of the so called ‘Safety list’ as provided by Directive 2004/36/CE of the European Parliament and of the Council of 21 April 2004 on the safety of third-country aircraft using Community airports.
The procedures which govern the work of these committees follow the standard procedures established in Regulation (EU) 182/2011 of the European Parliament and of the Council of 16 February 2011 laying down the rules and general principles concerning mechanisms for control by Member States of the Commission’s exercise of implementing powers. It replaces Decision 1999/468/EC. This Regulation introduces a new ‘comitology’ procedure, which gives somewhat amended rights to Member States to control the way the Commission uses its delegated powers. The powers conferred to the European Parliament have been reduced slightly by the new Regulation and an Appeals Committee has been introduced in case no agreement can be reached in the committee. The latest comitology regulation can be consulted using the following link.
In principle the new comitology works as follows:
For the adoption of detailed implementing rules, the basic act may provide for the application of the examination procedure or the advisory procedure, taking into account the nature or the impact of the implementing act required.
The examination procedure applies, in particular, for the adoption of:
Other implementing acts relating to:programmes with substantial implications;
The advisory procedure applies, as a general rule, for the adoption of implementing acts not falling within the ambit of the aforementioned areas. However, the advisory procedure may apply for the adoption of the implementing acts referred to there in duly justified cases.
For the adoption of EASA implementing measures in the field of ATM/ANS and aerodromes only one procedure is relevant: the examination procedure.
However, to understand comitology in conjunction with the ATM and aerodromes regulatory processes it should be taken into account that the BR still refers to the old comitology process. In particular Articles 8a (Aerodromes) and 8c (Air Traffic Controllers) refer to Article 65(4) of the BR, which reads as follows:
Where reference is made to this paragraph, Article 5a (1) to (4), and Article 7 of Decision 1999/468/EC shall apply, having regard to the provisions of Article 8 thereof.
Under the old regime this was dealt with by Single Sky and EASA committees using the Regulatory Procedure with Scrutiny.
Article 8b of the BR, however, refers to Article 5(3) of Regulation (EC) No 549/2004, which reads as follows:
This was dealt with by the Single Sky Committee under the Regulatory Procedure (without scrutiny).
As said before, the new Regulation 182/2011 repeals the old comitology Decision, however, its Article 12 indicates that:
So the regulatory procedure with scrutiny stays.
Article 13 indicates:
c. where the basic act makes reference to Article 5 of Decision 1999/468/EC, the examination procedure referred to in Article 5 of this Regulation shall apply ….
This means that the examination procedure replaces the old regulatory procedure. However, the examination procedure does not differ very much from the regulatory procedure. The whole procedure stays with the Single Sky committee and the EASA committee, even if no agreement is reached. It may in that case go to an appeal committee. In exceptional cases there may even be a consultation round by the Commission amongst the Member States. The Council is no longer involved. Parliament is involved only at a distance.
Procedures applicable to aerodromes rules and ATCO licensing will hardly change. Procedures applicable to ATM/ANS rulemaking will stay within the SSC, with possibility of appeals committee; there is no Council involvement; Parliament’s involvement only on distance.
Last updated: 12/04/2013 What does cover regulation mean? Implementing rules are Commission Regulations. They are usually composed of a short introductory regulation, colloquially known as ‘cover regulation’, and Annexes thereto, containing the technical requirements for implementation. In the EASA system, these Annexes are usually called Parts (e.g. Part-21 is an Annex to Regulation 1702/2003).
The ‘cover’ regulation is usually short (3-4 pages) and it includes:
Considering clauses (“whereas”), explaining the principles and considerations that lead the legislator when adopting the Regulation;
the establishment of the applicability of its annex(es)
Conversion and transition measures
Last updated: 12/04/2013 Where can I find definitions for ‘shall’, ‘must’, ‘should’ and ‘may’, as used in the Agency’s rulemaking publications? This question relates to the English writing standards used in Community legislation. The following link gives access to the English Style Guide prepared by the European Commission’s Directorate-General for Translation. Guidance concerning the use of verbs in legislation can be found in paragraphs 6.14-6.22, as well as an explanation of the distinction between the verbs used in enacting or non-enacting terms. For more information click here . The Joint Practical Guide of the European Parliament, the Council and the Commission also gives guidance on the principles of drafting Community legislation, for more information click here
Last updated: 12/04/2013 What is the difference between European Community (EC) and European Union (EU) in the regulation reference? The Lisbon Treaty, the latest primary treaty at EU level, was signed on 13 December 2007 and entered into force on 1 December 2009.
Last updated: 19/05/2014 Implementing Rules are available in all of the national languages of the EASA Member States. How is the quality of these translations assured? Who is responsible for the translations? EASA is committed to facilitating the production of good quality translations. To ensure this and, where necessary, to improve, EASA has set up a Translation Working Group in 2008. This Working Group is made up of members of the National Aviation Authorities (NAAs), the Translation Centre of the EU Bodies (CdT), as well as EASA staff members. Also, EASA in cooperation with NAAs and CdT, is developing glossaries in the different aviation domains, such as Air Operations or Air Traffic Management, to enhance the quality of translations. The Member States also contribute to this project in order to capitalise on existing material and experience.
Last updated: 12/04/2013 What is the definition of an IR, AMC and CS and GM and what differences can be proposed? Implementing Rules (IR) are binding in their entirety and used to specify a high and uniform level of safety and uniform conformity and compliance. The IRs are adopted by the European Commission in the form of Regulations.
Last updated: 12/04/2013 Back to topBasic Regulation
Last updated: 28/05/2014 Will the new rules be available in all official languages of the European Union and where are the rules published? The implementing rule will be available in all official languages of the European Union. They will be published in the Official Journal of the European Union and can also be searched electronically in the database EUR-LEX. And later on also on the EASA web site.
AMC, GM and CS will be available on the website of EASA in English only.
Last updated: 12/04/2013 When talking about the extension of the scope of the Basic Regulation, does it mean that there will be more checks and that the Agency will have more operational responsibilities? Regulation (EC) No 1592/2002 of 15 July 2002 gave responsibility to the Agency for the airworthiness and environmental certification of all aeronautical products, parts, and appliances designed, manufactured, maintained or used by persons under the regulatory oversight of EU Member States. This includes all post-certification activities, such as the approval of changes to, and repairs of, aeronautical products and their components, as well as the issuing of airworthiness directives to correct any potentially unsafe situation. Furthermore, the Agency is in charge of the oversight of EU organisations involved in the design of aeronautical products, parts and appliances as well as of non-EU organisations involved in the manufacture or maintenance of such products. In these domains the Agency has taken over the certification tasks that were under the responsibility of Member States.
These new competences taken on by the EASA system allow a more comprehensive and uniform approach to safety regulation across all fields of aviation and ensure that common safety rules are applied in all phases of flight, starting from the tarmac. Last updated: 28/11/2013 Is the Agency in charge of controlling foreign aircraft? Who controls them and how? Regulation (EC) No 216/2008 of the European Parliament and of the Council of 20 February 2008 that extended the scope of Community competence to air operations, flight crew licences and aircraft used by third country operators into, within or out of the Community gave the Agency additional operational responsibilities. Regarding third country operators, the Agency is competent for the authorisation and oversight of commercial operators; for the oversight of non-commercial operators, when they need to declare their activities; and for the authorisation of third country aircraft when they or their crews do not comply with ICAO Standards.
The provisions for third country operators as outlined above will then become applicable from the date specified in the relevant Implementing Rules during their adoption, but not later than 8 April 2012 (article 70). Until then, the SAFA Directive and national rules of Member States continue to apply. Last updated: 28/11/2013 What is the scope of the Basic Regulation regarding aerodromes foreseen under Art. 4 Para. (3a)? [3a of amending Regulation (EC) No 1108/2009] Aerodromes, including equipment, located in the territory subject to the provisions of the treaty, open to public use and which serve commercial air transport and where operations using instrument approach or departure procedures are provided, and:
exclusively serve helicopters; shall comply with this Regulation. Personnel and organisations involved in the operation of these aerodromes shall comply with this Regulation.
Last updated: 12/04/2014 Interpretation on "Maintenance release of aircraft not covered by the Basic Regulation" Interpretation on "Maintenance release of aircraft not covered by the Basic Regulation"
Last updated: 06/08/2014 Back to topInitial Airworthiness
Can manufacturers of raw materials obtain a Production Organisation Approval (POA) under Part 21 Subpart G? (19/11/2004) The Agency has concluded after a thorough review that the current Basic Regulation and Part 21 do not provide for the approval of manufacturers of raw materials. Only organisations responsible for the manufacturing and subsequent release of a 'product' and 'parts and appliances' as defined in the Basic Regulation Article 3 (c) and (d) are required to hold a POA and are therefore eligible to apply for such an approval. ED Decision 2007/012/R introduced an amendment to AMC/GM to Part-21 bringing all AMC and GM to Part 21 back into line with the EC Regulations regarding this issue and thus removing any ambiguity. Last updated: 28/11/2013 Design Approval: FAA Supplementary Type Certificates (STC) approved by National Aviation Authorities (NAAs) before 28-09-03 are deemed to be approved by EASA. If the NAA has limited the approval in scope compared to the original FAA STC such that it does not cover all the models, how can we apply for an extension of the scope? Because Agency ED Decision 2004/04/CF automatically approves minor changes and major level 2 changes to FAA STCs when made by the STC holder on his own STC, the scope of the EASA STC is considered to be the same as the scope of the original FAA STC. Therefore there is no need for an application and the STC can be applied to all models listed on the FAA STC. Last updated: 28/11/2013 Should parts fabricated under a maintenance approval (Part 145) be marked with an EPA (European Part Approval) marking in accordance with Part 21A.804(a)(3)? A Part 145 approved organisation can only fabricate parts for its own use in accordance with approved design data (145.A.42(c)). If that data comes from the Type Certificate holder; 21A.804(a)(3) would not be applicable and those parts will not need EPA marking. If the data comes from a Supplemental Type Certificate holder, minor change approval holder or repair approval holder, the parts will have to be marked as prescribed in the applicable data which should include an EPA marking since 28/3/2004. Last updated: 28/11/2013 What is the mandate of the Agency for Environmental issues? What does the Agency concretely do? Article 6 of the Basic Regulation transposes into Community law the International standards of the International Civil Aviation Organisation (ICAO) related to the environmental certification of aeronautical products. The Agency is involved, together with the Commission, in the further development of such standards to ensure that they do take into account Community objectives in this field. Another important task of the Agency is to verify that the design of products comply with environmental requirements. The Agency shall therefore establish and notify the appropriate environmental requirements for each product for which environmental certification is required and issue the appropriate environmental certificates.
Such powers are established by articles 20(d) and (h) respectively of the Basic Regulation and further detailed in Part 21.A.18 "Designation of applicable environmental protection requirements and certification specifications" of Commission Regulation (EC) No 1702/2003 Last updated: 28/11/2013 Can "Field Loadable Software" be delivered with an EASA Form 1 and is an EASA Form 1 required for installation? First of all it should be clear that the definition of "parts and appliances" (Refer to article 3 of the Basic Regulation) includes software. This is software that is installed in an aircraft and used in operating or controlling that aircraft. The rest of this response only refers to this type of software.
Marking of this Field Loadable Software must be in accordance with Subpart Q of Part-21. For practical reasons the marking could be on the software "container" (e.g. the CD carrying the software). Last updated: 28/11/2013 What is the definition of "Critical parts"? The term "critical part" or "critical component" is used in various EASA requirements, certification specifications and also in the EU-US bilateral, however it is not always defined. A general definition does not exist. There are currently basically three different definitions:
in the EU-US bilateral: A "Critical component" means a part identified as critical by the design approval holder during the product type validation process, or otherwise by the exporting authority. Typically, such components include parts for which a replacement time, inspection interval, or related procedure is specified in the Airworthiness Limitations section or certification maintenance requirements of the manufacturer's maintenance manual or Instructions for Continued Airworthiness. Each of the above definitions should be used only within their own context and for their own purpose i.e. the definition of the bilateral is only relevant for the automatic acceptance of PMA parts and repair design from the US. Where the term "critical part" is not defined the dictionary meaning of "critical" should be used i.e. crucial, decisive, important, etc. For the application of Part 21A.805 critical parts are those identified as such by the design approval holder, which for rotorcraft, engines, propellers and APUs as a minimum should be those using the definitions of the relevant CS. Last updated: 28/11/2013 Back to topContinuing Airworthiness
Other activities within maintenance organisations do not need Part-66 licences. Last updated: 28/11/2013 Which are the Part-66 licences? In a Part-145 approved organisation, the different categories of Part-66 licences are:
Last updated: 28/11/2013 For personnel studying a qualification at a University or a degree in a country outside of the EU: I am studying aeronautics and I wish to obtain an EASA Part-66 licence? May I get a credit or may I get a licence based on my degree? No, unless the basic knowledge got outside of the EU is acquired in a Part-147 training organisation approved by EASA, according to 66.B.405. Last updated: 28/11/2013 I hold a Part-66 or a national licence issued by my country, may I get a Part-66 licence valid in EU by conversion? No, unless:
Last updated: 28/11/2013 I hold a JAR-66 licence, may I get a Part-66 licence by conversion in accordance with the conversion process in 66.A.70? The holder of a JAR-66 licence may get a Part-66 licence by conversion only when the licence has been issued by a JAA Member State which has successfully completed the JAR-66 Review Board process. If a country is not in the list shown in this EASA document, no conversion can be made.
The holders of a JAR-66 licence issued from a country not in this list are not eligible to a conversion. They are required to demonstrate compliance with all requirements. Last updated: 28/11/2013 I have completed my EASA Part-66 modules for B1 and I have passed all the exams, but I still lack experience to get my licence. Is there a time limit to get the licence ? Will the certificate expire in a few years if I do not get the experience? According to Commission Regulation (EU) No 1149/2011 of 21 October 2011 (amending Regulation (EC) No 2042/2003), the basic examinations shall be passed and experience shall be acquired within the ten years preceding the application for an aircraft basic licence.
The new regulation also states that for the purpose of time limits related to basic knowledge examinations, basic experience acquired before the Regulation applies, the origin of time shall be the date by which this Regulation applies, which is 01/08/2012 (which means until 31/07/2022). Last updated: 28/11/2013 Can I get a Part-66 licence with Annex II aircraft endorsed on my licence? Type ratings should be endorsed on the Part-66 licence in accordance with the list of type ratings shown in the ED Decision posted under the Aircraft type ratings for Part-66 aircraft maintenance licence page.
However, a Part-66 licence includes a page whose title is: ‘Annex to EASA Form 26’ and this page is dedicated to national privileges. When an aircraft is under the remit of the Member State, then such aircraft may be endorsed under these provisions. This is typically the case of Annex II aircraft. Last updated: 28/11/2013 Is there a requirement to have 6 months’ experience every 2 years to maintain the validity of the Part-66 licence? If I don’t meet anymore the 6 months’ requirement, how can I get back my right to exercise my privileges. If so, on which aircraft may I demonstrate this experience ? The requirement of 6 months’ experience within the preceding 2 years is only for the validity of the certification authorisation. The licence itself is valid 5 years from the last renewal. Only the certification privileges are affected by the recency of experience.
Definition of ‘similar’ aircraft is provided by the AMC to 66.A.20(b)2. Last updated: 28/11/2013 If I cannot demonstrate 6 months of maintenance experience, do I lose my licence? No, you lose only your rights to exercise your privileges of certifying staff or support staff. The licence remains valid. Last updated: 28/11/2013 Back to top
Management Board & Advisory Board
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