Aviation Regulations Updates - Baines Simmons
+44 (0)1276 855 412
Regs Update - Aviation Regulations Updates

Aviation Regulations Updates

Introduction

Aviation Regulations Updates is the industry's most comprehensive source of up-to-date European aviation regulatory information.

Updated monthly, Aviation Regulations Updates keeps you up-to-date with recent and proposed changes to EU Regulations and EASA Agency Measures relating to air operations and airworthiness. In addition, we also review and highlight information published by the UK CAA where relevant.

Material is reviewed and articles added as soon as practicable after publication by EASA, the European Commission, or the UK CAA, as applicable.


Latest Updates


EASA Technical Publications

Easy Access Rules for Air Operations – now available online as a free download

The merged and easy-to-read document includes:

Easy Access Rules for Air operations

  • the Air Operations Implementing Regulation EU 965/2012 including all its amending regulations up to EU 2018/394
  • all respective Acceptable Means of Compliance/Guidance Material (AMC/GM)
  • CS-FTL.1.

Click here to download your copy >>


Easy Access Rules for Initial Airworthiness – now available online as a free download

EASA Initial Airworthiness

Easy Access Rules for Part-21, Airworthiness and Environmental Certification. This document includes the Implementing Acts(IA) and the Acceptable Means of Compliance/Guidance Material (AMC/GM) in a merged, easy-to-read format. It will be updated within a certain time period after each substantial change to the IA and/or AMC&GM.

Click here to download your copy >>


Easy Access Rules for Part-M, Continuing Airworthiness

EASA Continuing Airworthiness

This document includes the Implementing Acts (IA) and the Acceptable Means of Compliance/Guidance Material (AMC/GM) in a merged, easy-to-read format. It will be updated within a certain time period after each substantial change to the IA and/or AMC&GM.

Click here for more information >>

 


03/02/2021   EASA General Updates - February 2021

  1. Introduction

 EASA Covid 19 Updates

Whilst the Covid 19 pandemic continues to cause mayhem within the aviation industry EASA is continuously devising methods to ensure that operations can continue as normal as possible while remaining safe and the Agency recognises there are significant matters that need to be tackled. EASA remains fully committed to meet the needs of the industry so that aviation can remain operational and safe for everyone.

The links below provide links to all EASA (multiple domain) coronavirus-related information.

https://www.easa.europa.eu/the-agency/coronavirus-covid-19

https://www.easa.europa.eu/easa-covid-19-resources

https://www.easa.europa.eu/covid-19-references

https://www.easa.europa.eu/aviation-industry-charter-covid-19


12 November 2020 - EASA Safety Conference Concludes

The aviation industry has done well so far in ensuring that safety has not been impacted by the COVID-19 pandemic, however it must remain vigilant on all technical and human factors affecting flight safety, while consistently applying and improving its processes to ensure health safety, according to speakers at this year’s EASA annual safety conference.
Meanwhile, sweeping changes to reduce the industry’s long-term environmental impact are gaining pace, despite the COVID-19 crisis, and aviation is starting to see some clear paths to becoming greener, the panellists explained. The European Union Aviation Safety Agency (EASA) held this year’s conference virtually, with well over 1,000 attendees.

EASA Executive Director Patrick Ky set the scene for the discussions by outlining how EASA had acted to safeguard the industry and its employees in response to the pandemic, outlining measures taken to mandate cleaning of aircraft and special approvals issued to allow the transport of cargo in passenger seats. By May, EASA working with the European Centre for Disease Prevention and Control (ECDC) had laid down measures for health-safe travel during the pandemic.

Ky made clear that, despite the very challenging situation, safe flying remained critically important for the industry. Passengers would simply not accept lapses in safety due to the pandemic. “We need now more than ever to be vigilant on aviation safety,” he said.

https://www.easa.europa.eu/newsroom-and-events/press-releases/aviation-must-keep-strong-focus-safety-pandemic-and-eye-greener

Videos of the conference can be found at this link

https://www.youtube.com/playlist?list=PLTfS24aKkJn4duc-Omgph6R-EpVQdRV-Z

Conference presentations from the event can be found at the link below (downloaded via zip file)

https://www.easa.europa.eu/newsroom-and-events/events/2020-easa-annual-safety-conference-road-safe-and-sustainable-recovery


24 November 2020 - EASA lays out its proposed conditions for return to service of the Boeing 737 MAX

The European Union Aviation Safety Agency (EASA) published a Proposed Airworthiness Directive (PAD) concerning the Boeing 737 MAX for public consultation, signalling its intention to approve the aircraft to return to Europe’s skies within a matter of weeks.

The Boeing 737 MAX was grounded by EASA on March 12, 2019, following two accidents with total loss of aircraft in which 346 people died. Intense work involving the dedicated attention from around 20 EASA experts over a period of around 20 months has now given EASA the confidence to declare the aircraft will be safe to fly again. The Federal Aviation Administration of the United States (FAA), State of Design for Boeing aircraft, published its final approval of the modified 737 MAX in the Federal Register on November 20, 2020.

“EASA made clear from the outset that we would conduct our own objective and independent assessment of the 737 MAX, working closely with the FAA and Boeing, to make sure that there can be no repeat of these tragic accidents, which touched the lives of so many people,” said EASA Executive Director Patrick Ky.

“I am confident that we have left no stone unturned in our assessment of the aircraft with its changed design approach,” he added. “Each time when it may have appeared that problems were resolved, we dug deeper and asked even more questions. The result was a thorough and comprehensive review of how this plane flies and what it is like for a pilot to fly the MAX, giving us the assurance that it is now safe to fly.”

https://www.easa.europa.eu/newsroom-and-events/news/easa-lays-out-its-proposed-conditions-return-service-boeing-737-max


10 December 2020 - Easy Access Rules now available as dynamic online publications

In a continuous effort to improve access to our regulatory material, as part of the EASA eRules project EASA have produced consolidated publications under the name of ’Easy Access Rules’ in PDF format. Many of you already know them as they are amongst the most downloaded documents.

Now these ’Easy Access Rules’ are also available as dynamic online publications!

To improve navigation, EASA have mapped all the paragraphs to the relevant regulatory material, which allows users to filter through the material and provide a view tailored to your needs. Additionally, users can look through the table of contents for quick access to the relevant sections. This new online format was also designed for tablets and mobile phones.

https://www.easa.europa.eu/newsroom-and-events/news/easy-access-rules-now-available-dynamic-online-publications


1 January 2021 – Brexit impact

The United Kingdom (UK) left the European Union (EU) on February 1, 2020. At the time, the EU and the UK agreed on a transition period lasting until December 31, 2020, during which EU law, including EU law on aviation safety, would continue to apply to the UK. The EU and the UK have used this period to negotiate an agreement on their future partnership.

Following negotiations, the European Commission has reached, on December 24, 2020, a trade and cooperation agreement with the United Kingdom on the terms of its future cooperation with the European Union. The Trade and Cooperation Agreement is applied provisionally as of 1 January 2021.

On January 1, 2021 EU aviation safety legislation, including Regulation (EU) 2018/1139 establishing EASA, no longer applies to the UK. As of that date, the UK is considered as a third country and no longer has the status of an ‘EASA Member State’.

Only two aspects of aviation safety cooperation are addressed in the future framework on trade and cooperation, namely certain simplifications on the approvals covering design and manufacture of aeronautical products.

The EU aviation safety system is based on the sharing of roles and responsibilities between the EU Member States and EASA, whereby EASA is responsible for approval of organisations located in third countries – including the UK – that wish to provide goods and services to the EU, and the Member States are responsible for approval of organisations located in the EU and the licensing of aircrew and other aeronautical personnel. It is also the Member States (and not EASA) who are responsible for implementation and oversight of aspects such as passenger rights, economic licensing of airlines and screening of passengers at EU airports.

With respect to the responsibilities of EASA the above means the following:

  • As regards organisations located in the UK, except for design and production organisations: those organisations which applied for EASA certificates under the ‘early applications’ process, are issued with those certificates by EASA on December 31, 2020, effective from January 1, 2021
  • As regards design and production organisations located in the UK they are governed by the trade and cooperation Agreement between the EU and the UK. For production, the agreement provides for mutual recognition of the production certifications and production oversight systems. For Design, whilst the agreement does not provide for mutual recognition of any certificates, it does allow for certain amount of simplification in the acceptance or validation of such certificates. The detailed technical implementing procedures implementation of the aviation safety part of the Trade and Cooperation Agreement are currently under preparation and will be provided soon.

https://www.easa.europa.eu/brexit


 15 January 2021 – European Plan for Aviation Safety 2021-2025 published

The European Union Aviation Safety Agency (EASA) published the 10th edition of the European Plan for Aviation Safety (EPAS) covering 2021 - 2025.

EPAS sets out the strategic priorities and enablers, and the main risks affecting the European aviation system, while also defining the necessary actions to mitigate the risks, with the paramount objective of further improving aviation safety.

The Plan provides a coherent and transparent framework for safety management, both at the State and the regional level.

EPAS is a key component of the Commission’s European Aviation Safety Programme (EASP), supporting the goals and objectives of the ICAO Global Aviation Safety Plan (GASP) for the benefit of all 55 in the ICAO EUR Region.

The new edition includes 170 actions, among which the rulemaking actions have been revised to alleviate the stakeholder’s burden during the unprecedented crisis the aviation sector is facing now. A new section has been included to provide more context on the COVID-19 impact on the European aviation sector. Furthermore, a new Volume III now reflects the key risk areas and the associated safety issues affecting the European aviation system.

https://www.easa.europa.eu/newsroom-and-events/news/european-plan-aviation-safety-2021-2025-published


27 January 2021 – EASA declares the Boeing 737 MAX safe to return to service in Europe

 The European Union Aviation Safety Agency (EASA) gave its seal of approval for the return to service of a modified version of the Boeing 737 MAX, mandating a package of software upgrades, electrical wiring rework, maintenance checks, operations manual updates and crew training which will allow the plane to fly safely in European skies after almost two years on the ground.

“We have reached a significant milestone on a long road,” said EASA Executive Director Patrick Ky. “Following extensive analysis by EASA, we have determined that the 737 MAX can safely return to service. This assessment was carried out in full independence of Boeing or the Federal Aviation Administration and without any economic or political pressure – we asked difficult questions until we got answers and pushed for solutions which satisfied our exacting safety requirements.  We carried out our own flight tests and simulator sessions and did not rely on others to do this for us.

“Let me be quite clear that this journey does not end here,” he added. “We have every confidence that the aircraft is safe, which is the precondition for giving our approval. But we will continue to monitor 737 MAX operations closely as the aircraft resumes service. In parallel, and at our insistence, Boeing has also committed to work to enhance the aircraft still further in the medium term, in order to reach an even higher level of safety.”

The Boeing 737 MAX was grounded worldwide in March 2019 following the second of two accidents within just six months, which together claimed 346 lives. The root cause of these tragic accidents was traced to software known as the MCAS (Manoeuvring Characteristics Augmentation System), intended to make the plane easier to handle. However, the MCAS, guided by only one Angle of Attack (AoA) sensor, kicked in repeatedly if that sensor malfunctioned, pushing the nose of the aircraft downward multiple times. In both accidents, pilots finally lost control of their plane, resulting in a crash with total loss of aircraft.

https://www.easa.europa.eu/newsroom-and-events/news/easa-declares-boeing-737-max-safe-return-service-europe


  1. Initial Airworthiness

 20 November 2020 - EASA updates Easy Access Rules for Acceptable Means of Compliance for the Airworthiness of Products, Parts and Appliances (AMC-20) (Amendments 18 & 19)

Amendment 18 incorporates AMC-20 as amended by ED Decision 2020/006/R on ‘Aircraft Cybersecurity’ and Amendment 19 represents AMC-20 as updated by ED Decision 2020/010/R. These consolidated, up-to-date rules are displayed in an easy-to-read format with advanced navigation features through links and bookmarks and are for free download from the EASA website.

Being generated through the eRules platform, the document will be updated regularly to incorporate further changes and evolutions to its content.

https://www.easa.europa.eu/newsroom-and-events/news/easa-updates-easy-access-rules-acceptable-means-compliance-airworthiness


26 November 2020 – NPA 2020-11 Regular update of CS 25

The objective of this Notice of Proposed Amendment (NPA) is to reflect the state of the art of large aeroplane certification and improve the harmonisation of CS-25 with the Federal Aviation Administration (FAA) regulations. To that end, this NPA proposes amendments to CS-25 following the selection of non-complex, non-controversial, and mature subjects.

In particular, this NPA proposes amendments in the following areas:

Item 1: AMC 25 Subpart H: corrections of references in the correlation table;
Item 2: Turbo-propeller vibrations;
Item 3: Fabrication methods;
Item 4: Windshield – Failure conditions with structural effects;
Item 5: Cabin safety – references to FAA AC 25-17A ‘Transport Airplane Cabin Interiors Crashworthiness Handbook’.

The proposed amendments are expected to provide a moderate safety benefit, would have no social or environmental impacts, and would provide some economic benefits by streamlining the certification process.

https://www.easa.europa.eu/document-library/notices-of-proposed-amendment/npa-2020-11


4 December 2020 - EASA and CAAS Deepen Cooperation to Make Aircraft Type Certification Process More Efficient for Industry

The European Union Aviation Safety Agency (EASA) and Civil Aviation Authority Singapore (CAAS) have updated their bilateral Working Arrangement to facilitate CAAS’ validation of EASA aircraft type certifications.

The amendment to the Working Arrangement on Airworthiness Certification will allow the two regulators to collaborate on facilitating aviation innovations, such as electric-vertical take-off and landing (eVTOL) aircraft. With immediate effect, CAAS will be able to validate EASA design approvals concurrently and in close coordination with EASA’s type certification process. It will help aviation companies in Singapore to innovate and benefit from rapidly developing aviation technologies.

“This amendment is testament to the excellent relations in aviation between Europe and Singapore. It further extends the trust we have in each other’s aviation system and our strong working relationship with CAAS,” said EASA Executive Director, Patrick Ky.

https://www.easa.europa.eu/newsroom-and-events/news/easa-and-caas-deepen-cooperation-make-aircraft-type-certification-process


14 December 2020 - NPA 2020-13 Regular update of CS-22

The objective of this Notice of Proposed Amendment (NPA) is to reflect the state of the art of the certification of sailplanes and powered sailplanes. To that end, this NPA proposes amendments to CS-22 following the selection of non-complex, non-controversial, mature subjects, and it also includes editorial corrections. The subjects have been selected in coordination with the Sailplane Development Panel (SDP).

In particular, this NPA proposes amendments for the following items:
Item 1: Addressing a safety recommendation related to the unintended opening of air brakes,
Item 2: Addressing a safety recommendation related to the operation of the cable release mechanism during launch,
Item 3: Removal of the obsolete 45° dive requirement for sailplanes approved for aerobatics,
Item 4: Additional information for winch launch tests, to address recent winch launch accidents,
Item 5: Structure requirements: State-of-the-art aerofoils and materials,
Item 6: Change of gust load factors,
Item 7: Changes to the content of the aircraft flight manual (AFM), and
Item 8: Editorial corrections.

The proposed changes are expected to increase safety and improve cost-effectiveness for sailplane and powered sailplane designers and users.

https://www.easa.europa.eu/document-library/notices-of-proposed-amendment/npa-2020-13


21 December 2020 Opinion No 04/2020 Embodiment of SMS requirements into Annex II (Part 145) to regulation (EU) 1321/2014 and into Annex I (Part 21) to Regulation 748/2012

The objective of this Opinion, with reference to ICAO Annex 19 ‘Safety Management’ as regards civil aviation and in particular the initial and continuing airworthiness domains, is to establish a safety management system (SMS) framework for design and production (Part 21) as well as maintenance organisations (Part-145), which are the remaining two domains for which ICAO Annex 19 has not been fully transposed yet into the European Union regulatory framework. In addition, Annex II ‘Essential requirements for airworthiness’ to Regulation (EU) 2018/1139 explicitly calls for design, production and maintenance organisations to implement and maintain a management system (MS), including the management of safety risks, and aim for its continuous improvement, supported by the establishment of an occurrence-reporting system.

By establishing such an MS framework, aviation safety will be enhanced through:

  • the establishment of safety policies and objectives associated with sufficient resources;
  • the systematic identification of hazards and a risk management system;
  • safety assurance systems, giving consideration to the safety performance of organisations; and
  • safety promotion and communication.

The proposal of this Opinion is in line with the regulatory concept of MS established for other domains, such as Air Operations or Aerodromes, or for continuing airworthiness management organisations (Part-CAMO).

By aligning the MS provisions across all aviation domains, it will be ensured that the organisations which have to comply with several MS requirements in different domains can implement a single MS, and that competent authorities that oversee different organisations in different domains can plan and organise their oversight activities on the basis of the same regulatory principles.

It may happen that some differences in the numbering or the contents or even in the terminology used may still exist but, all in all, the same principles are intended to apply in all domains consistently. The main rationales behind these differences are that the Part 21 requirements for design and production are more product-centric whereas the requirements in other domains, such as Part-145, are more organisation-centric, and that the amount of regulatory amendments has been kept as low as possible.

 https://www.easa.europa.eu/document-library/opinions/opinion-no-042020


 23 December 2020 NPA 2020-16 Helicopter ditching and water occupant survivability

 The objective of this Notice of Proposed Amendment (NPA) is to mitigate the safety risks linked to the operation of helicopters for extended time periods over water.

Previous studies and accident investigations into helicopter ditching and water impact events had highlighted the need to enhance the certification specifications for helicopters (CS-27, CS-29) in order to improve the level of safety of future helicopter designs. As part of RMT.0120, changes were introduced to CS-27 and CS-29 at Amendment 5 to improve the probability of survival for occupants in the event of either a helicopter ditching or a survivable water impact.

An assessment has been conducted by the European Union Aviation Safety Agency (EASA) of the appropriateness of requiring design improvements to existing helicopter designs and the in-service helicopter fleet based on the above-mentioned specifications introduced in CS-27 and CS-29.

Based on that assessment, this NPA proposes to amend Part-26 and CS-26 to require the following design improvements [1]:

  • Easier identification of the operating mechanisms for emergency ditching underwater exits;
  • Provision of remote life raft deployment;
  • Substantiated sea conditions for capsize resistance in the rotorcraft flight manual (RFM);
  • Verified easy opening force for emergency ditching underwater exits;
  • Life raft attachment means of a sufficient length to prevent damage to the life raft;
  • Easy access to life preservers;
  • Automatic illumination of emergency ditching underwater exits;
  • Improved ratio of passengers to emergency ditching exits;
  • Verified robustness of existing emergency flotation systems to resist damage in the event of a water impact;
  • Automatic deployment and arming (if required) of the emergency flotation system.

In addition, this NPA also proposes some minor improvements to the certification specifications for new applications for certification for ditching and emergency flotation to improve the clarity of the previous amendments.

The proposed amendments are expected to increase safety with a minimal economic impact on helicopter operators and helicopter manufacturers.

https://www.easa.europa.eu/document-library/notices-of-proposed-amendment/npa-2020-16


29 January 2021 – NPA 2021-01 Rotorcraft Chip Detection Systems

The objective of this Notice of Proposed Amendment (NPA) is to ensure that the chip detection systems installed in rotorcraft rotor drive systems achieve an acceptable minimum level of effectiveness.

This NPA proposes to introduce new objective-based certification specifications (CSs) for the performance of chip detection systems, and the associated acceptable means of compliance (AMC) and guidance material (GM).

Ultimately, the target is for rotorcraft rotor drive systems to feature systems capable of effectively detecting ferromagnetic particles indicating the incipient failure or degradation of internal gearbox components.

The proposed amendments are expected to increase the safety of rotorcraft rotor drive systems by improving their designs.

https://www.easa.europa.eu/document-library/notices-of-proposed-amendment/npa-2021-01


  1 February 2021 - EASA publishes updated Easy Access Rules for Part-26

This revision from February 2021 updates the applicable rules resulting from Regulation (EU) 2020/1159 and ED Decision 2020/023/R, with the following three topics: the ageing aircraft, conversion of class D cargo compartments, and the reduction of runway excursion.

https://www.easa.europa.eu/newsroom-and-events/news/easa-publishes-updated-easy-access-rules-part-26


  1. Continuing Airworthiness

 20 November 2020 - Guidelines: Return to service of aircraft from storage in relation to the COVID-19 pandemic

In order to support the safe return to normal operations (RNO) and to supplement the already published FAQs in continuing airworthiness, EASA has developed the guidelines for de-storage aircraft with the support of industry and national competent authorities.

This document raises awareness of possible hazards and suggest mitigations following the potential risks of aircraft returning to service after storage, emphasising the need to consider the particularities of each case and the communication with the relevant organisations and competent authorities.

https://www.easa.europa.eu/sites/default/files/dfu/guidelines_for_de-storage_aircraft_scenario_covid19.pdf


1 December 2020 – NPA 2020-12 Review of Part 66

The objective of this Notice of Proposed Amendment (NPA) is to address some shortcomings that have been identified in the EASA maintenance licensing system, which impact on the effectiveness and efficiency of the current Part-66 requirements.

In particular, the objective of the amendments proposed with this NPA is to:

  • facilitate the type-rating endorsement for aircraft without a Part-147 type training, referred to as well as ‘legacy aircraft’;
  • enhance the efficiency of the on-the-job training (OJT) that is affected by the lack of its mutual recognition between licensing authorities which, consequently, creates duplication of administrative efforts;
  • reduce the deficit of the practical skills of maintenance staff; and
  • update the basic knowledge syllabus.

In addition, this NPA provides a suitable solution for maintenance licences with regard to new products that are certified by EASA without adding a new licence type.

https://www.easa.europa.eu/document-library/notices-of-proposed-amendment/npa-2020-12


21 December 2020 Opinion No 04/2020 Embodiment of SMS requirements into Annex II (Part 145) to regulation (EU) 1321/2014 and into Annex I (Part 21) to Regulation 748/2012

The objective of this Opinion, with reference to ICAO Annex 19 ‘Safety Management’ as regards civil aviation and in particular the initial and continuing airworthiness domains, is to establish a safety management system (SMS) framework for design and production (Part 21) as well as maintenance organisations (Part-145), which are the remaining two domains for which ICAO Annex 19 has not been fully transposed yet into the European Union regulatory framework. In addition, Annex II ‘Essential requirements for airworthiness’ to Regulation (EU) 2018/1139 explicitly calls for design, production and maintenance organisations to implement and maintain a management system (MS), including the management of safety risks, and aim for its continuous improvement, supported by the establishment of an occurrence-reporting system.

By establishing such an MS framework, aviation safety will be enhanced through:

  • the establishment of safety policies and objectives associated with sufficient resources;
  • the systematic identification of hazards and a risk management system;
  • safety assurance systems, giving consideration to the safety performance of organisations; and
  • safety promotion and communication.

The proposal of this Opinion is in line with the regulatory concept of MS established for other domains, such as Air Operations or Aerodromes, or for continuing airworthiness management organisations (Part-CAMO).

By aligning the MS provisions across all aviation domains, it will be ensured that the organisations which have to comply with several MS requirements in different domains can implement a single MS, and that competent authorities that oversee different organisations in different domains can plan and organise their oversight activities on the basis of the same regulatory principles.

It may happen that some differences in the numbering or the contents or even in the terminology used may still exist but, all in all, the same principles are intended to apply in all domains consistently. The main rationales behind these differences are that the Part 21 requirements for design and production are more product-centric whereas the requirements in other domains, such as Part-145, are more organisation-centric, and that the amount of regulatory amendments has been kept as low as possible.

 https://www.easa.europa.eu/document-library/opinions/opinion-no-042020


  1. Air Operations, Aircrew and Medical

13 November 2020 - Cabin crew recurrent training guidelines in the context of COVID-19

The pandemic has resulted in crew training centres operating at low capacities, due to health restrictions and social distancing requirements. In the current circumstances, air operators may not be able to train their crews with the traditional classroom methods used pre-COVID-19.

Therefore, EASA has developed COVID-19 guidelines to address the conduct of cabin crew recurrent training, proposing different training methods and mitigation measures that could be used for the duration of the pandemic. These guidelines are not intended to change the existing regulatory requirements.

The guidelines are addressed to competent authorities and air operators with the aim of ensuring continuity of cabin crew recurrent training.

https://www.easa.europa.eu/newsroom-and-events/news/cabin-crew-recurrent-training-guidelines-context-covid-19


14 December 2020 – NPA 2020-14 Simpler, lighter and better Part FCL requirements for general aviation

General aviation (GA) is a high priority for the European Union Aviation Safety Agency (EASA), which dedicates effort and resources towards creating simpler, lighter and better rules for GA. Recognising the importance of GA and its contribution to a safe European aviation system, EASA, in partnership with the European Commission and other stakeholders, has created the GA Road Map. In this context, the EASA Rulemaking Task RMT.0678 addresses several topics related to flight crew licensing in the GA domain.

With RMT.0678 Subtask 2, the objective of this Notice of Proposed Amendment (NPA) is to address miscellaneous efficiency and proportionality issues in Annex I (Part-FCL) to Commission Regulation (EU) No 1178/2011 with regard to GA. The existing Part-FCL requirements and the related acceptable means of compliance (AMC) and guidance material (GM) have been revised, and new requirements as well as new AMC and GM have been introduced in order to address several topics and issues, such as:

  • new flight crew licensing requirements for small single-pilot single-engine aeroplanes with electric propulsion;
  • the possibility for student pilots to change from LAPL training to PPL training during the training course with credits;
  • the optional integration of the night rating training in aeroplanes into the PPL(A) training course;
  • the revision of the mountain rating revalidation requirements;
  • clarifications in the training syllabi for the LAPL(A) and the PPL(A) related to spin avoidance training;
  • the revision of the requirements for revalidation training flights for the LAPL(A) and for single-pilot single-engine class ratings;
  • the revision of the revalidation requirements for helicopter type ratings;
  • the deletion of text from the AMC and GM to Part-FCL related to flight crew licensing for balloons and sailplanes;
  • text clarifications, improvements, and corrections.

The proposed amendments are expected to increase the efficiency and proportionality of numerous Part-FCL requirements and to update Part-FCL in the context of electric-propulsion aeroplanes used in GA.

https://www.easa.europa.eu/document-library/notices-of-proposed-amendment/npa-2020-14


16 December 2020 – NPA 2020-15 Update of flight simulation training device requirements

The objective of this Notice of Proposed Amendment (NPA) is to amend the EU regulatory framework with a view to maintaining a high level of aviation safety by applying an innovative approach to the capabilities classification of future flight simulation training devices (FSTDs) that ensures harmonisation with the guidance established in Doc 9625 ‘Manual of Criteria for the Qualification of Flight Simulation Training Devices’ by the International Civil Aviation Organization (ICAO). In addition, it aims at introducing a paradigm shift into the regulatory framework for initial (Flight Crew Licensing (FCL)) and recurrent (Air Operations (OPS)) pilot training. Further to the paradigm proposed, training providers are required to identify the device capabilities (referred to as ‘FSTD capability signature’ (FCS)) based on analysing regulatory training task objectives against FSTD features and fidelity levels. The identified FCS is subsequently matched with training devices available on the market having at least the same FCS. This allows training providers to use the most appropriate and latest innovative training devices. The application of features and fidelity level criteria enables:

  • more flexibility in obtaining training credits by using other types of training devices — different from a full flight simulator (FFS);
  • improvement of the visibility from the training side on the capabilities of the different devices; and
  • the use of new technologies in training thereby improving safety by making a clear link between FCL (type rating training) and OPS (operator recurrent training) and the Certification Specifications for Aeroplane Flight Simulation Training Devices (CS-FSTD(A)).

This NPA proposes the amendment of:

the acceptable means of compliance (AMC) and guidance material (GM) to Appendix 9 to Annex I (Part-FCL) to Regulation (EU) No 1178/2011 (the ‘Aircrew Regulation’) by introducing a training matrix that defines the fidelity levels required to achieve the type-specific training objectives for each training task;

Annex VI (Part-ARA) and Annex VII (Part-ORA) to the Aircrew Regulation and the associated AMC and GM; in particular, amendments are proposed to the qualification certificate (QC) and the equipment and specifications list (ESL) is introduced;

CS-FSTD(A); in particular, as regards changes to the simulator levels. Furthermore, the structure of the CS has been reviewed to facilitate the set-up of standards in accordance with the European Union Aviation Safety Agency (EASA) rulemaking principles.

The proposed amendments are expected to maintain safety, promote more cost-effective training and ensure alignment with ICAO. The stakeholders mostly affected by the proposed changes will be aircraft manufacturers, FSTD data providers, FSTD manufacturers and organisations operating FSTDs. Competent authorities (CAs) and approved training organisations (ATOs) will be affected in a varying degree, depending on the type and qualification of the FSTD and its use in training.

https://www.easa.europa.eu/document-library/notices-of-proposed-amendment/npa-2020-15


 21 December 2020 - EASA updates the Easy Access Rules for Cabin Crew Data (CS-CCD) (Issue 2)

Issue 2 incorporates CS-CCD as amended by ED Decision 2020/015/R ‘Regular update of the Certification Specifications and Guidance Material for Cabin Crew Data’. These consolidated, up-to-date rules are displayed in an easy-to-read format with advanced navigation features through links and bookmarks and are for free download from the EASA website.

Being generated through the eRules platform, the document will be updated regularly to incorporate further changes and evolutions to its content.

https://www.easa.europa.eu/newsroom-and-events/news/easa-updates-easy-access-rules-cabin-crew-data-cs-ccd-issue-2


  1. EU Aviation Rule Structure

  1. Regulatory Authorities

19 November - EASA published two new sets of Guidelines in the domains of Air Operations and Aircrew in the context of the COVID-19 pandemic

These two Guidelines will support national competent authorities in the continued use of Article 71 of Regulation (EU) 2018/1139 for granting exemptions from the applicable requirements of Regulation (EU) No 965/2012, Regulation (EU) No 1178/2011, Regulation (EU) 2018/395, and Regulation (EU) 2018/1976.

https://www.easa.europa.eu/newsroom-and-events/news/easa-has-published-two-new-sets-guidelines-domains-air-operations-and


  1. Third Country Operators

5 January - Exemptions allowing third country operators (TCOs) transportation of cargo in passenger compartments

Following the disruptions caused by COVID-19 to the transportation of goods, some operators have been granted exemptions issued by their competent authorities allowing for the transportation of cargo in the passenger cabin of large aeroplanes. Based on the issued exemptions and a review of the related documentation, the European Union Aviation Safety Agency (EASA) has posed no objection to this kind of operations in an effort to support the transport of medical supplies and other important goods as efficiently as possible.

EASA will continue to pose no objection to such operations provided that adequate mitigation actions have been put in place and the alleviation/exemption follows the below limitations:

Transport products such as medical supplies, PPE as well as other cargo which is vital and essential for the functioning of sensitive supply chains affected by the COVID-19 pandemic.

Carriage of dangerous goods in the passenger cabin is not authorised, with the exception of vaccines cooled by dry ice.

Carriage of mix passengers and cargo in the cabin at the same time is not authorised

Targeted ramp inspections will be conducted by EASA and EASA MS NAAs to check the proper implementation of the above limitations TCOs flying to, from or within EASA Member States.

The transportation of cargo in the passenger cabin of large aeroplanes beyond already approved stowage areas is usually not covered by the approval of the aircraft. In addition, the main manufacturers, in cooperation with the certification authorities have now come out with viable safety solutions and eventual modifications to mitigate the risks introduced by this situation. In case TCOs are considering the transport of any other goods they should ensure full compliance with such certification standards and implement any necessary design changes. Provided there is evidence that an application for a major change or STC has been made to the design authority, EASA will allow the operations to continue for the time necessary to complete the technical investigations for the associated design change approval and subsequent installation.

Exceptions to these rules will only be considered on a case-by-case basis and will be evaluated on the urgency of the COVID-19 related needs, the inexistence of any other means of transportation and the intended operation.

https://www.easa.europa.eu/newsroom-and-events/news/exemptions-allowing-third-country-operators-tcos-transportation-cargo


  1. Unmanned Airborne Systems

26 November 2020 – Get ready for the new drones regulation!

The new European Drone regulation is coming into force December on 31, 2020, a milestone for the drones community. As a result, drone operations for commercial or leisure purposes, will be subject to the same conditions across Europe.

The European Union Aviation Safety Agency (EASA) has put together a wide package of information to help drone pilots prepare for this.

https://www.easa.europa.eu/newsroom-and-events/news/get-ready-new-drones-regulation


17 December 2020 - EASA publishes regulatory framework for drone service deliveries

The European Union Aviation Safety Agency has published the full regulatory framework setting the parameters for drone services such as parcel delivery in urban areas, railway and power lines inspection, or delivery of essential supplies into crisis zones.

The framework enables unmanned aircraft system (UAS) operations in urban environment categorised as medium risk in the specific category. It comprises the Agency Decision amending the risk assessment methodology with regard to flight over-populated areas and assemblies of people, and the Airworthiness Standards known as Special Condition Light UAS Medium Risk.

The standards are the result of a proposal published in July and take into account the comments received from stakeholders. Standards for the operations characterised by a high risk in the specific category are scheduled to be published by EASA in 2021.

“With the publication of these documents, European drone operators can now safely operate drones in populated areas,” EASA Executive Director Patrick Ky said. “This is a matter of concern and interest for many European citizens and we are pleased to now have the needed regulatory framework in place to allow industry to go ahead and implement new innovative service solutions.”

https://www.easa.europa.eu/newsroom-and-events/news/easa-publishes-regulatory-framework-drone-service-deliveries

 

13 January 2021 - EASA publishes updated Easy Access Rules for Drones

This Revision from January 2021 updates the Easy Access Rules for Drones based on ED Decision 2020/022/R amending the AMC and GM to Commission Implementing Regulation (EU) 2019/947 and to Part-UAS. The Decision clarifies the conditions for authorising UAS operations over populated areas and assemblies of people in the ‘specific’ category, ensures the interoperability of the EASA Member States’ national registration systems for UAS operators and for certified UAS that require registration, and introduces new predefined risk assessments (PDRAs) and improves the existing PDRA.

https://www.easa.europa.eu/newsroom-and-events/news/easa-publishes-updated-easy-access-rules-drones


  1. Ground Handling

  1. Aerodromes

 11 Nov 2020 - EASA published the updated Easy Access Rules for Aerodromes (Revision from November 2020).

These consolidated, up-to-date rules are displayed in an easy-to-read format with advanced navigation features through links and bookmarks and are for free download from the EASA website.

The Revision from November 2020 incorporates the updated Acceptable Means of Compliance (AMC) and Guidance Material (GM) to Annex IV (Part ADR.OPS) of Commission Regulation (EU) No 139/2014, which are annexed to ED Decision 2020/009/R.

Being generated through the eRules platform, the document will be updated regularly to incorporate further changes and evolutions to the content.

https://www.easa.europa.eu/newsroom-and-events/news/easy-access-rules-aerodromes-updated-0


17 November 2020 – NPA 2020-10 Regular Update of aerodrome rules

The objective of this Notice of Proposed Amendment (NPA) is to maintain a high level of safety for the aerodrome design and operations and to ensure alignment with Amendment 15 (ICAO State Letters AN/1.2.28-20/35 of 3 April 2020) to ICAO Annex 14, Volume I and Amendment 3 (ICAO State Letter AN /27-20/25 of 10 June) to ICAO Doc 9981 ‘PANS-Aerodromes’. In addition, the NPA addresses findings raised to EASA following the International Civil Aviation Organization (ICAO) Universal Safety Audit Programme (USOAP) and findings from standardisation visits conducted by EASA, especially in the area of aeronautical data related to aerodromes.

This NPA proposes changes to existing organisational and operational requirements of Regulation (EU) No 139/2014 and the related Acceptable Means of Compliance (AMC) and Guidance Material (GM), as well as the introduction of new ones.

In particular, the proposed changes concern the following:

The implementation of the safety programmes and the establishment of safety committees by the aerodrome operator, by creating a runway safety team and assigning clear responsibilities and tasks;

  • the provision of certain aerodrome data by the aerodrome operator, aligning with Commission Implementing Regulation (EU) 2020/469, and transposition of the relevant SARPS in ICAO Annex 14, Volume I, including the introduction of the new methodology for evaluation of the pavement strength (ACR/PCR);
  • establishment of provisions regarding disabled aircraft removal and overload operations, to address ICAO USOAP findings to EASA;
  • establishment of certain provisions regarding aerodrome works safety and suspension or closure of runway operations in accordance with ICAO Doc 9981 ‘PANS-Aerodromes’;
  • provisions for the identification of (a) hot spot(s) at the aerodrome; and
  • revision of the rule related to the operation of higher code letter aircraft following the changes to the methodology of the aerodrome reference code.

Furthermore, the NPA proposes changes to the Certification Specifications (CS) of CS-ADR-DSN, stemming mainly from Amendment 15 to ICAO Annex 14 Volume I.

The proposed amendments are expected to enhance safety and improve alignment with ICAO. In addition, the provisions on aerodrome data will improve the quality of information published in the Aeronautical Information Publication (AIP) and the provisions on disabled aircraft removal and overload operations will support the regularity of operations and the provisions related to aerodrome works safety, designation of hot spot(s), and suspension of runway operations will improve runway safety.

https://www.easa.europa.eu/document-library/notices-of-proposed-amendment/npa-2020-10


  1. ATM/ANS

 27 November 2020 - Easy Access Rules for Safety (Key) Performance Indicators – (S(K)PI) – Third Reference Period (RP3)

The publication supports the ATM Performance Scheme and contains the rules and procedures for measuring the ATM Performance – Safety Key Performance Area (KPA), easy-to-read format with advanced navigation features through links and bookmarks.

It covers the EU Single Sky framework, Regulation (EC) No 549/2004; the RP3 Commission Implementing Regulation, Commission Implementing Regulation (EU) 2019/317; and the related guidance material (GM) for measuring the Safety KPI, Effectiveness of Safety Management (EoSM), which is applicable to air navigation service providers (ANSP) participating in the scheme, and for measuring the safety performance indicators (runway incursions and separation minima infringements) applicable at airport, national and EU-wide levels.  While the Safety KPA guidance has been written by EASA under RMT.0723, the guidance is a European Commission document and has been published by the Commission at https://webgate.ec.europa.eu/eusinglesky/node_en.

The document will be updated regularly to incorporate further changes and evolutions to the implementing rules (IR), delegated rules (DR), and GM.

https://www.easa.europa.eu/newsroom-and-events/news/easy-access-rules-safety-key-performance-indicators-skpi-third-reference-0


5 January 2021 - EASA’s updated Easy Access Rules for Air Traffic Management/Air Navigation Services published

This revision from January 2021 updates the applicable rules resulting from ED Decision 2020/020/R that amends the AMC and GM to Subpart A of Annex XIII (Part-PERS) to Commission Implementing Regulation (EU) 2017/373. More precisely, it updates the training objectives for air traffic safety electronics personnel (ATSEP) basic and qualification training syllabi and, therefore, improves the initial training content. It also introduces editorial and structural changes, provides updates of regulatory references, and makes improvements to AMC and GM that are not directly related to training objectives.

https://www.easa.europa.eu/newsroom-and-events/news/easas-updated-easy-access-rules-air-traffic-managementair-navigation

 

 

 

 


28/09/2020   EASA Covid 19 Updates - September 2020

Whilst the Covid 19 pandemic continues to cause mayhem within the aviation industry EASA is continuously devising methods to ensure that operations can continue as normal as possible while remaining safe and the Agency recognises there are significant matters that need to be tackled. EASA remains fully committed to meet the needs of the industry so that aviation can remain operational and safe for everyone.


 

https://www.easa.europa.eu/newsroom-and-events/news/easa-publishes-guidance-allowing-virtual-classroom-instruction-and

New guidelines in relation to the COVID-19 pandemic addressed to European aviation training providers and competent authorities are now available for download.

The guidance details how to conduct theoretical parts of required training for aviation personnel in the domains of Aircrew, Continuing Airworthiness, Air Operations, and Air Traffic Controllers’ licences and certificates in a virtual classroom


 

https://www.easa.europa.eu/newsroom-and-events/news/commission-implementing-regulations-postponing-dates-application-certain

The European Commission published two Commission Implementing Regulations, postponing the dates of application of certain measures in the context of the COVID-19 pandemic.

Air Operations
Commission Implementing Regulation (EU) 2020/1176 of 7 August 2020 amending Implementing Regulation (EU) 2019/1387 as regards postponing dates of application of certain measures in the context of the COVID-19 pandemic.
Air Traffic Management / Air Navigation Services
Commission Implementing Regulation (EU) 2020/1177 of 7 August 2020 amending Implementing Regulation (EU) 2020/469 as regards postponing dates of application of certain measures in the context of the COVID-19 pandemic.


 

https://www.easa.europa.eu/newsroom-and-events/news/easa-publishes-safety-information-bulletin-sib-2020-14-relation-aircraft

Safety Information Bulletin SIB 2020-14 is addressed to continuing airworthiness management organisations (CAMOs), maintenance organisations (MOs), and competent national airworthiness authorities (NAAs) in relation to aircraft that have been stored due to the COVID-19 pandemic.

The SIB was issued following reports of unreliable speed and altitude indications during the first flight(s) following the aircraft leaving storage, caused by contaminated air data systems resulting from obstruction of pitot probes and static port orifices.

The SIB provides recommendations for cleaning and inspecting the pitot static system during the return back to service of aircraft, along with recommendations for oversight. It should be read in conjunction with the EASA Guidance on ‘Return to service of aircraft from storage in relation to the COVID-19 pandemic’.


 

https://www.easa.europa.eu/newsroom-and-events/news/easa-completes-its-boeing-737-max-test-flights

The European Union Aviation Safety Agency (EASA) has been working steadily, in close cooperation with the FAA and Boeing, to return the Boeing 737 MAX aircraft to service as soon as possible, but only once it is convinced it is safe.

EASA has been working with the FAA and Boeing to schedule its flight tests, a process which has been hindered by COVID-19 travel restrictions between Europe and the United States.

These test flights have now been completed and they took place in Vancouver, Canada due to COVID-19 travel restrictions.


 

https://www.easa.europa.eu/newsroom-and-events/news/european-aviation-associations-and-easa-join-promote-harmonised-safe-air

European Aviation Associations and the European Union Aviation Safety Agency (EASA) agreed to strengthen efforts to ensure a consistent and safe travel experience for passengers during the COVID-19 pandemic.

The COVID-19 pandemic and the associated travel restrictions have had a devastating impact on air traffic and put at risk millions of jobs that rely on air connectivity. As Europe seeks to reopen, it is essential that operations are marked by consistent implementation of passenger safety procedures across the continent.

EASA and the European Centre for Disease Prevention and Control (ECDC) have developed protocols for the measure’s airports, airlines and operators should adopt to ensure a safe return to normal operations.


 

https://www.easa.europa.eu/newsroom-and-events/news/easa-publishes-practical-scenarios-support-return-normal-operations-air

Following the publication of guidelines on the importance of resilient air operators' management systems in the COVID-19 recovery phase, EASA has complemented the approach by publishing two practical scenarios.

The first practical scenario addresses a legacy or low cost operator restarting its activity; the second one addresses a charter operator.

A third scenario, which will address “business operators”, will be ready by end of July 2020. All scenarios were agreed with a task force composed of representatives of EASA, authorities and airlines.


16/07/2020   EASA Covid 19 Updates

Whilst the Covid 19 pandemic continues to cause mayhem within the aviation industry EASA is continuously devising methods to ensure that operations can continue as normally as possible while remaining safeand the Agency recognises there are significant matters that need to be tackled. EASA remains fully committed to meet the needs of the industry so that aviation can remain operational and safe for everyone.  

https://www.easa.europa.eu/the-agency/coronavirus-covid-19 

https://www.easa.europa.eu/easa-covid-19-resources 

https://www.easa.europa.eu/covid-19-references 

As a result of the above in June 2020 EASA has published guidelines for air operators on the role of operator’s management system in the COVID-19 recovery phase. A team of experts from EASA, industry representatives and national authorities worked together to develop a document aimed at supporting air operators in identifying the safety threats associated with their return to normal operation.  

https://www.easa.europa.eu/newsroom-and-events/news/easa-published-guidelines-air-operators-role-operators-management-system