natgillin/translations-raw huggingface dataset:
in paragraph (b) ‘M.A.302(e)’ is replaced by ‘point M.A.302(c)’;
I
in paragraph (d) ‘M.A.302(c) and (d)’ is replaced by ‘points M.A.302(d), (e) and (f)’.
I
In point M.B.302, ‘Article 10(3)’ is replaced by ‘Article 14(4)’.
I M.B.302 endres «artikkel 10
In point M.B.303, paragraph (a) is replaced by the following:
I M.B.303 skal
In point M.B.303, the following paragraph (i) is added:
I M.B.303 skal ny
In order to facilitate appropriate enforcement action, competent authorities shall exchange information on non-compliances identified in accordance with paragraph (h).»
For å legge forholdene til rette for egnede håndhevingstiltak skal vedkommende myndigheter utveksle informasjon om tilfeller av manglende
Point M.B.606 is replaced by the following:
M.B.606 skal lyde:
«M.B.606 Changes
«M.B.606 Endringer
In the case of direct approval of changes in accordance with point M.A.604(b), the competent authority shall verify that the procedures specified in the manual are in compliance with this Annex (Part-M) before formally notifying the approved organisation of the approval.
Ved direkte godkjenning av endringer i håndboken i samsvar med M.A.604
In the case an indirect approval procedure is used for the approval of the changes in accordance with point M.A.604(c), the competent authority shall ensure (i) that the changes remain minor and (ii) that it has an adequate control over the approval of the changes to ensure they remain in compliance with the requirements of this Annex (Part-M).»
Når det benyttes en framgangsmåte for indirekte godkjenning av endringer i samsvar med M.A.604
Point M.B.706 is replaced by the following:
M.B.706 skal lyde:
«M.B.706 Changes
«M.B.706 Endringer
In the case of direct approval of changes in accordance with M.A.704(b), the competent authority shall verify that the procedures specified in the exposition are in compliance with this Annex (Part-M) before formally notifying the approved organisation of the approval.
Ved direkte godkjenning av endringer i håndboken i samsvar med M.A.704
In point M.B.901, ‘M.A.902(d)’ is replaced by ‘point M.A.901».
I M.B.901 endres «M.A.902
Point M.B.902 is replaced by the following:
M.B.902 skal lyde:
declare the maintenance tasks (in the maintenance programme) that may be carried out by the pilot-owner in accordance with point M.A.803(c);
angi hvilke vedlikeholdsoppgaver (i vedlikeholdsprogrammet) som kan utføres av pilot-eier i henhold til M.A.803
organise the approval of the aircraft’s maintenance programme;
organisere godkjenningen av
inform the competent authority of the Member State of registry whenever the present arrangement is denounced by either party;
underrette vedkommende myndighet i registreringsmedlemsstaten når en av partene sier opp denne avtalen,
enter the certificate of release to service in the logbooks as mentioned in point M.A.803(d) when performing pilot-owner maintenance without exceeding the limits of the maintenance tasks list as declared in the approved maintenance programme as laid down in point M.A.803(c);
føre inn sertifikatet for frigivelse for bruk i loggbøkene som nevnt i M.A.803
inform the approved continuing airworthiness management organisation responsible for the management of the continuing airworthiness of the aircraft not later than 30 days after completion of any pilot-owner maintenance task in accordance with point M.A.305(a).»
underrette den godkjente organisasjonen for sikring av kontinuerlig luftdyktighet med ansvar for sikring av fartøyets kontinuerlige luftdyktighet senest 30 dager etter fullføringen av vedlikeholdet ved pilot-eier i samsvar med M.A.305
Block 19 is replaced by the following:
Felt 19 skal lyde:
Appendix III is replaced by the following:
Tillegg III skal lyde:
«Appendix III
«Tillegg III
ARC reference .................................................
ARC-referanse: .................................................
Approval reference:
Referanse for godkjenning:
Aircraft manufacturer:
Luftfartøyprodusent:
Authorisation No:
Godkjenning nr.:
Signed:
Underskrift:
Approval reference:
Godkjenningsnr:
Authorisation No:
Fullmakt nr.:
No:
Fullmakt nr.
EASA Form 15a»
EASA-skjema 15a».
Appendix VI is replaced by the following:
Tillegg VI skal lyde:
Appendix VI
Tillegg VI
XX.MG.XXXX (ref. AOC XX.XXXX)
XX.MG.XXXX (ref. AOC XX.XXXX)
as a continuing airworthiness management organisation in compliance with Annex I (Part-M), Section A, Subpart G of Regulation (EC) No 2042/2003, approved to manage the continuing airworthiness of the aircraft listed in the attached schedule of approval and to issue recommendations or airworthiness review certificates after an airworthiness review as specified in point M.A.710 of Annex I to Regulation (EC) No 2042/2003 when stipulated.
er, som organisasjon for sikring av kontinuerlig luftdyktighet i
This approval does not constitute an authorisation to operate the types of aircraft referred in paragraph 1.
Denne godkjenningen utgjør ingen tillatelse til å drive de typene av luftfartøy som er
Where the continuing airworthiness management organisation contracts under its Quality System the service of an/several organisation(s), this approval remains valid subject to such organisation(s) fulfilling applicable contractual obligations.
Når organisasjonen for sikring av kontinuerlig luftdyktighet under sitt kvalitetssystem setter bort
Termination, suspension or revocation of the AOC automatically invalidates the present approval in relation to the aircraft registrations specified in the AOC, unless otherwise explicitly stated by the competent authority.
Opphør, midlertidig oppheving eller tilbakekalling av godkjenningssertifikatet for luftfartsselskap vil automatisk gjøre gjeldende godkjenning i tilknytning til luftfartøyets
Date of original issue:
Opprinnelig utstedelsesdato:
Revision No:
Revisjonsnr.:
For the Competent Authority:
For vedkommende myndighet:
Page...of:
Side ... av
[YES/NO]
[JA/NEI]
This approval Schedule is limited to that specified in the scope of approval contained in Annex I (Part-M), Section A, Subpart G of Regulation (EC) No 2042/2003 approved Continuing Airworthiness Management Exposition section:
Denne godkjenningsplanen er begrenset til det som er angitt i avsnittet om godkjenningens omfang
Page...of.................
Side ... av
‘The following constitutes the complex maintenance tasks referred to in points M.A.502(d)3, M.A.801(b)2 and M.A.801(c):’
«De kompliserte vedlikeholdsoppgavene nevnt i M.A.502
the following points 3, 4 and 5 are added:
Nye nr. 3, 4 og 5 skal lyde:
Appendix VIII is replaced by the following:
Tillegg VIII skal lyde:
«Appendix VIII
«Tillegg VIII
Details of the data referred to in the conduct of Pilot-owner maintenance must be included in the Certificate of Release to Service in accordance with point M.A.803(d).
De detaljerte opplysningene som det vises til ved utføringen av vedlikehold ved pilot-eier, må tas med i sertifikatet for frigivelse for bruk i samsvar med M.A.803
Annex II (Part-145) to Regulation (EC) No 2042/2003 is amended as follows:
I vedlegg II (del 145) til forordning (EF) nr. 2042/2003 gjøres følgende endringer:
In point 145.A.50, paragraph (a) is replaced by the following:
Nr. 145.A.50
A category B class rating means that the Part-145 approved maintenance organisation may carry out maintenance on the uninstalled engine and/or APU and engine and/or APU components, in accordance with engine/APU maintenance data or, if agreed by the competent authority, in accordance with component maintenance data, only whilst such components are fitted to the engine and/or APU.
E
Byderogation from paragraph (a), maintenance of an engine/Auxiliary Power Unit (APU) component in accordance with engine/APU maintenance data or, if agreed by the competent authority, in accordance with component maintenance data, may be performed by a B rated organisation approved in accordance with Section A, Subpart F of this Annex (Part M) or with Annex II (Part-145) only whilst such components are fitted to the engine/APU.
Som unntak fra
The approved maintenance organisation shall record all details concerning certifying staff and maintain a current list of all certifying staff together with their scope of approval as part of the organisation’s manual pursuant to point M.A.604(a)5.»
Den godkjente vedlikeholdsorganisasjonen skal registrere alle detaljer med hensyn til sertifiserende personell og inneha en ajourført liste over alt sertifiserende personell sammen med deres virkeområde for godkjenning som del av organisasjonens håndbok i henhold til M.A.604
The following component certificate of release to service statement referred to in point M.A.613 shall be included in block 13:
Følgende erklæring om sertifikatet for frigivelse for bruk for en komponent
This approval requires compliance with the procedures specified in the Annex I (Part-M) to Regulation (EC) No 2042/2003 approved continuing airworthiness management exposition.
Denne godkjenningen krever
Due to the expiration of the period during which Member States had the possibility to apply derogation for aircraft not involved in commercial air transport, as provided in Article 7(3)(a) of Regulation (EC) No 2042/2003, which most Member States have actually applied, the provisions of Annex I (Part-M) shall be fully applied in all Member States from 28 September 2008, unless changes are adopted in due time.
På grunn av utløpet av det tidsrommet da medlemsstatene hadde mulighet til å anvende unntak for luftfartøyer som ikke deltar i kommersiell lufttransport, som fastsatt i artikkel 7
Certifying staff shall be qualified in accordance with the provisions of Annex III, except as provided for in points M.A.606(h), M.A.607(b), M.A.801(d) and M.A.803 of Annex I and in point 145.A.30(j) of Annex II (Part 145) and Appendix IV to Annex II (Part 145).»
Sertifiserende personell skal være kvalifisert i samsvar med bestemmelsene i vedlegg III, unntatt som fastsatt i M.A.606
the provisions of Annex I, except for points M.A.201(h)(2) and M.A.708(c), shall apply from 28 September 2005;
bestemmelsene i vedlegg I, unntatt M.A.201
By derogation from paragraph (a), maintenance of a component in accordance with aircraft maintenance data or, if agreed by the competent authority, in accordance with component maintenance data, may be performed by an A rated organisation approved in accordance with Section A, Subpart F of this Annex (Part M) or with Annex II (Part-145) as well as by certifying staff referred to in point M.A.801(b)2 only whilst such components are fitted to the aircraft.
Som unntak fra
extend, under the conditions of point M.A.901(f), an airworthiness review certificate that has been issued by the competent authority or by another continuing airworthiness management organisation approved in accordance with Section A, Subpart G of this Annex (Part M);
forlenge, på vilkårene i M.A.901
By derogation from point M.A.801(b), in the case of unforeseen situations, when an aircraft is grounded at a location where no approved maintenance organisation appropriately approved under this Annex or Annex II (Part-145) and no appropriate certifying staff are available, the owner may authorise any person, with not less than three years of appropriate maintenance experience and holding the proper qualifications, to maintain according to the standards set out in Subpart D of this Annex and release the aircraft.
Som unntak fra M.A.801
notify the organisation responsible for the continuing airworthiness management of the aircraft when contracted in accordance with point M.A.201(e), or the competent authority in the absence of such a contract, within seven days of the issuance of such certification authorisation;
innen sju dager etter utstedelse av slik sertifiseringsfullmakt underrette organisasjonen med ansvar for sikring av kontinuerlig luftdyktighet for luftfartøyet når denne har kontrakt for oppgaven i samsvar med M.A.201
By derogation from points M.A.901(e) and M.A.901(i)2, for ELA1 aircraft not used in commercial air transport and not affected by point M.A.201(i), the airworthiness review certificate may also be issued by the competent authority upon satisfactory assessment, based on a recommendation made by certifying staff formally approved by the competent authority and complying with provisions of Annex III (Part-66) as well as requirements laid down in point M.A.707(a)2(a), sent together with the application from the owner or operator.
Som unntak fra M.A.901
«— The component certificate of release to service statement referred to in point M.A.613»;
«— Sertifikatet for frigivelse for bruk for en komponent
A category A class rating means that the maintenance organisation approved in accordance with Section A, Subpart F of this Annex (Part M) may carry out maintenance on the aircraft and any component (including engines and/or Auxiliary Power Units (APUs), in accordance with aircraft maintenance data or, if agreed by the competent authority, in accordance with component maintenance data, only whilst such components are fitted to the aircraft.
En k
A category B class rating means that the maintenance organisation approved in accordance with Section A, Subpart F of this Annex (Part M) may carry out maintenance on the uninstalled engine and/or APU and engine and/or APU components, in accordance with engine and/or APU maintenance data or, if agreed by the competent authority, in accordance with component maintenance data, only whilst such components are fitted to the engine and/or APU.
En k
Continuing Airworthiness Management Organisation Approval Certificate referred to in Annex I (Part-M), Subpart G
Godkjenningssertifikat for organisasjon for sikring av kontinuerlig luftdyktighet somomhandlet i vedlegg I (del M) kapittel G
This approval is limited to that specified in the scope of approval section of the approved continuing airworthiness management exposition as referred to in Annex I (Part-M), Section A, Subpart G of Regulation (EC) No 2042/2003.
Denne godkjenningen er begrenset til det som er angitt i avsnittet om godkjenningens omfang i den godkjente håndboken for sikring av kontinuerlig luftdyktighet som
is critically safety related, whose incorrect performance will drastically affect the airworthiness of the aircraft or is a flight safety sensitive maintenance task as specified in point M.A.402(a) and/or;
er kritisk og for sikkerheten og  feilaktig utføring på dramatisk måte vil påvirke luftfartøyets luftdyktighet, eller det er en flysikkerhetsfølsom vedlikeholdsoppgave som nærmere angitt i M.A.402
is carried out in compliance with an Airworthiness Directive or an Airworthiness Limitation Item, unless specifically allowed in the AD or the ALI and/or;
blir utført i
The maintenance data as specified in point M.A.401 must be always available during the conduct of Pilot-owner maintenance and must be complied with.
Vedlikeholdsdata som angitt i M.A.401 skal alltid være
The Pilot-owner must inform the approved continuing airworthiness management organisation responsible for the continuing airworthiness of the aircraft (if applicable) not later than 30 days after completion of the Pilot-owner maintenance task in accordance with point M.A.305(a).»
Pilot-eier skal eventuelt underrette den godkjente organisasjonen for sikring av kontinuerlig luftdyktighet med ansvar for kontroll av luftfartøyets kontinuerlige luftdyktighet senest 30 dager etter fullføringen av vedlikeholdet ved pilot-eier i samsvar med M.A.305
A category A class rating means that the maintenance organisation approved in accordance with Annex II (Part-145) may carry out maintenance on the aircraft and any component (including engines and/or Auxiliary Power Units (APUs), in accordance with aircraft maintenance data or, if agreed by the competent authority, in accordance with component maintenance data, only whilst such components are fitted to the aircraft.
E
To this end, the contribution of the transport sector to climate change and its negative impacts should be reduced, in particular congestion, which impedes mobility, and air and noise pollution, which create health and environmental damage.
For dette formål bør transportsektorens bidrag til klimaendringer og dens negative virkninger reduseres, særlig trafikkopphoping, som hindrer framkommeligheten, og luft- og støyforurensning, som forårsaker helse- og miljøskader.
To optimise the transport system accordingly, the common transport policy should use a variety of instruments to improve transport infrastructure and the use of technologies and to enable the more efficient management of transport demand through, in particular, the promotion of the renewal of the fleet, a more efficient use of infrastructures and co-modality.
For å optimere transportsystemet i samsvar med dette bør den felles transportpolitikk benytte et utvalg virkemidler for å forbedre transportinfrastrukturen og bruken av teknologi samt muliggjøre en mer effektiv styring av transportbehovet, særlig gjennom å fremme en fornyelse av vognparken, en mer effektiv bruk av infrastrukturer og sammodalitet.
This calls for a stepwise approach in all transport modes, taking into account their particular characteristics.
Dette krever en trinnvis tilnærming for alle transportformer, der det tas hensyn til deres særtrekk.
Transport modes have already started to internalise external costs and the relevant Union legislation either phases in such internalisation or at least does not prevent it.
Transportformene har allerede begynt å internalisere eksterne kostnader, og det relevante unionsregelverket faser enten inn internaliseringen eller forhindrer den i det minste ikke.
In the road transport sector, tolls calculated as distance-based charges for the use of infrastructure constitute a fair and efficient economic instrument to achieve a sustainable transport policy, since they relate directly to the use of infrastructure, the environmental performance of vehicles and the place and time of use of vehicles and can therefore be set at a level which reflects the cost of pollution and congestion caused by the actual use of vehicles.
I veitransportsektoren er bompenger beregnet som avstandsbaserte avgifter for bruk av infrastrukturen et rettferdig og effektivt økonomisk virkemiddel for å oppnå en bærekraftig transportpolitikk, ettersom de direkte knyttes til bruken av infrastrukturen, kjøretøyenes miljøprestasjoner og tid og sted for bruk av kjøretøyene, og de kan derfor fastsettes til et nivå som gjenspeiler kostnadene ved forurensningen og trafikkopphopningen forårsaket av den faktiske bruken av kjøretøyene.
Moreover, tolls do not create any distortion of competition within the internal market since they are payable by all operators irrespective of their Member State of origin or establishment and in proportion to the intensity of use of the road network.
Dessuten fører ikke bompenger til konkurransevridning på det indre marked, ettersom de må betales av alle transportører uansett hjemstat eller etableringsstat og i forhold til hvor mye de bruker veinettet.
Moreover, tolls do not create any distortion of competition within the internal market since they are payable by all operators irrespective of their Member State of origin or establishment and in proportion to the intensity of use of the road network.
Dessuten fører ikke bompenger til konkurransevridning på det indre marked, ettersom de må betales av alle transportører uansett hjemstat eller etableringsstat i forhold til hvor mye de bruker veinettet.
It could reduce congestion and local pollution by encouraging the use of cleaner vehicle technologies, optimising logistic behaviour and reducing empty returns.
Den kan redusere trafikkopphopningen og lokal forurensning gjennom å oppmuntre til bruk av renere kjøretøyteknologi, optimere logistikkatferden og redusere antall kjøretøyer som kjører tomme tilbake.
A clear and transparent implementation of the charging schemes could lead to a better functioning of the internal market.
En tydelig og åpen gjennomføring av avgiftsordningene kan føre til et mer velfungerende indre marked.
The external-cost element included in tolls should be permitted to be added to the cost of use of infrastructure, provided that certain conditions are respected in the calculation of costs so as to avoid undue charging.
Det eksterne kostnadselementet inkludert i bompenger bør kunne legges til kostnaden for bruk av infrastrukturen, forutsatt at visse vilkår oppfylles ved beregningen av kostnadene, for å unngå at det pålegges uberettigede avgifter.
Congestion has a negative impact, in that for the road users in general, it means a loss of time and a waste of fuel.
Trafikkopphopningen har negative virkninger for trafikanter generelt ettersom den innebærer sløsing med tid og drivstoff.
Directive 2002/49/EC of the European Parliament and of the Council of 25 June 2002 relating to the assessment and management of environmental noise (
Europaparlaments- og rådsdirektiv 2002/49/EF av 25. juni 2002 om vurdering og håndtering av ekstern støy(
If an authority is designated by a Member State to set the external-cost charge, it should have no vested interest in setting the amount at an undue level and should therefore be independent from the body which collects and manages toll revenue.
Dersom en myndighet utpekes av en medlemsstat til å fastsette avgiften for eksterne kostnader, bør den ikke ha noen egeninteresse av å fastsette beløpet på et urimelig nivå, og den bør derfor være uavhengig av organet som krever inn og håndterer bompengene.
In cross-border projects, the application of this provision should be agreed upon by the Member States concerned and by the Commission.
I prosjekter på tvers av landegrensene bør de berørte medlemsstatene og Kommisjonen være enige om anvendelsen av denne bestemmelsen.
To avoid an undue charging of users, an external-cost charge should not be combined with a mark-up unless the external costs exceed the amount of the mark-up already levied.
For å unngå at brukere pålegges uberettigede avgifter, bør en avgift for eksterne kostnader ikke kombineres med en avgiftsforhøyelse med mindre de eksterne kostnadene overskrider avgiftsforhøyelsen som allerede er foretatt.
Subject to the relevant provisions of the Treaty on the Functioning of the European Union on State Aid, incentive measures should be permitted for trips involving expensive modal transfers, such as road-sea-road, in the interest of territorial cohesion and the accessibility and competitiveness of peripheral, landlocked and island regions.
Med forbehold for de relevante bestemmelsene om statsstøtte i traktaten om Den europeiske unions virkemåte, bør stimuleringstiltak tillates for reiser som omfatter kostbare skifter av transportform, som vei-sjø-vei, for å fremme territorial utjevning samt forbedre tilgangen til og konkurranseevnen i randområder, innestengte områder og øyområder.
It should be possible to permit discounts or reductions of the infrastructure charge under certain circumstances for any category of users, such as frequent users or users of electronic toll systems.
Det bør kunne tillates rabatter på eller nedsettelser av infrastrukturavgiften på visse vilkår for alle brukerkategorier, for eksempel hyppige brukere eller brukere av elektroniske bompengesystemer.
While decisions on national public expenditure, including the use of revenues generated under this Directive, are, in line with the principle of subsidiarity, a matter for Member States, the additional revenue generated from external-cost charges, or the equivalent in financial value of these revenues, in accordance with the transport policy objectives of this Directive, should be used to benefit the transport sector and to promote sustainable mobility in general.
Selv om beslutninger om nasjonale offentlige utgifter, herunder bruk av inntekter generert i henhold til dette direktiv, i samsvar med nærhetsprinsippet er en sak for medlemsstatene, bør de ekstra inntektene fra avgifter for eksterne kostnader, eller en økonomisk verdi tilsvarende disse inntektene, i samsvar med de transportpolitiske mål i dette direktiv anvendes til fordel for transportsektoren og fremme bærekraftig mobilitet generelt.