Aviation Regulations Updates - Baines Simmons
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Regs Update - Aviation Regulations Updates

Aviation Regulations Updates

General Updates

16/08/2021   EASA General Updates - August 2021

  1. Introduction

EASA Covid 19 Updates

Whilst the Covid 19 pandemic continues to cause large scale disruption 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.





1st June 2021

 EASA publishes guidelines on Maintenance of ATCO skills in relation to the COVID-19 pandemic


The European Union Aviation Safety Agency published an updated Review of Aviation Safety Issues arising from the COVID-19 pandemic.

This document highlights that “Skills and Knowledge Degradation” is one of the most important topics for the attention of aviation operators during the ramp-up of operations over the coming months.

Earlier in the pandemic a post about this subject from a general perspective was published on the Air Ops Community Site. As operations ramp up, and in consultation with its stakeholders, the Agency  published more specific guidelines on maintaining skills for Air Traffic Control Officers (ATCOs).



2nd June 2021

EASA publishes Guidance on ICAO Targeted Exemptions notification process


The European Union Aviation Safety Agency published Guidance on the implementation of the ICAO Targeted Exemptions notification process.

This document supports the EASA Member States in fulfilling their obligation as ICAO Contracting States with respect to the new system of Targeted Exemptions, which are tightly scoped and time limited State-issued exemptions to a specified subset of Standards, granted as a result of the COVID-19 pandemic.

The new system, which became applicable on June 30, 2021, will ensure that other ICAO Contracting States:
Will recognise or accept the validity of certificates and licenses affected by the special temporary measures (i.e. COVID-19 exemptions) granted by EASA Member States’ civil aviation authorities; and accept flights using such exemptions within their territory.


17th June 2021

EASA/ECDC updates air travel guidelines to factor in vaccination and latest scientific evidence


The European Union Aviation Safety Agency (EASA) and European Centre for Disease Prevention and Control (ECDC) today issued a new version of the Aviation Health Safety Protocol providing clear operational guidance and risk-based recommendations for health-safe air travel to complement the European Union’s initiatives, such as the EU Digital COVID Certificates.

The new version of the document takes into account new evidence and information such as the circulation of variants of concern (VOCs) and the rollout of the COVID-19 vaccination programmes. The new version  also emphasises  the need to keep non-pharmaceutical measures in place – such as the wearing of medical face masks, hygiene measures and physical distancing. It is intended to provide support to national authorities in the Member States and to aviation stakeholders and is based on the latest scientific evidence, epidemiological situation and policy developments.

“We have reached a significant milestone in the pandemic: a real change in approach that can allow travellers to fly again without worrying excessively that the rules may change at short notice, complicating their journey or making it impossible,” said EASA Executive Director Patrick Ky. “The industry – and passengers – have been waiting for this moment for a long time. Thanks to the expert epidemiological input from ECDC we are confident that this protocol offers practical and pragmatic guidelines for health-safe travel.”


12th July 2021

EASA updates Safety Directives for cleaning and disinfection of aircraft in COVID-19 pandemic


The European Union Aviation Safety Agency (EASA) issued updates to two Safety Directives relating to cleaning and disinfection of aircraft for operations in the current stage of the COVID-19 pandemic.

The updated documents (EASA SD 2021-04 and EASA SD 2021-05) are based on assessment of the evidence and data collected during the past year as well as the current epidemiological situation.

The Safety Directives mandate operators to fully clean and disinfect aircraft at least once every seven days – or more frequently if deemed necessary on the basis of the operator’s risk assessment based on the incidence rates in accordance with the criteria set in the Council Recommendation 2020/1475, as last updated, and variants of concern (VOCs) circulation in the territories where the aircraft is operated. The risk assessment should also take account of other mitigation measures in place (e.g. mandatory negative testing before boarding, use of vaccination/recovery certificates in the form of Digital COVID Certificate or equivalent, duration of the disinfecting effects of the substances used).

This risk-based approach incorporates the recent evidence and allows the operators and national competent authorities to customise the cleaning activities appropriately.

Operators are also mandated to clean and disinfect the aircraft after transporting a passenger or crew member exhibiting symptoms consistent with COVID-19 once they have received confirmation of having had a positive case on board.

These SDs supersede EASA SD 2020-03 and EASA SD 2020-04.


23rd July 2021

EASA updates Safety Information Bulletin in relation to aircraft stored due to the COVID-19 pandemic


EASA updated Safety Information Bulletin SIB 2020-14 which 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 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’.



29th July 2021

EASA published guidelines for 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.

Issue 3 addresses the additional identified risk of Lavatory Fire Extinguishing Bottles found discharged on aircraft parked/stored for a prolonged period of time in a High-Temperature Environment


  1. EASA General & Generic Updates


28th May 2021

EASA publishes guidance on AloSP, Safety Performance Management and Safety Assurance


The European Union Aviation Safety Agency published guidance on the Acceptable Level of Safety Performance (ALoSP), Safety Performance Management and Safety Assurance.

ICAO Annex 19 requires the ICAO contracting states to establish the acceptable level of safety performance (ALoSP) to be achieved through their aviation State Safety Programmes (SSP).  This ALoSP can be achieved through the implementation and maintenance of the SSP as well as safety performance indicators and targets showing that safety is effectively managed.

States that have embarked on the SSP implementation have encountered challenges with implementing ALoSP. In addition, in Europe, the context must consider the overall objectives set out in the European Plan for Aviation Safety (EPAS) stemming from Regulation (EU) 1139/2018, which focuses on a level of safety performance to be achieved at Union level.

This paper thus provides guidelines on the (acceptable) level of safety performance and its implementation at national level within the European context. It primarily addresses the Member States, but it further elaborates on the relationship between the State and the Organisations, to collaboratively achieve defined safety objectives. Greater clarity on the concept of Safety Performance management (SPM) and Safety Assurance is given, particularly on how it should be implemented in practice at State and Industry level.


2nd June 2021

 EASA issues Safety Directive calling on Member States to mandate avoidance of Belarus airspace


 The European Union Aviation Safety Agency issued Safety Directive 2021-02, calling on the National Competent Authorities in EASA member states to instruct aircraft operators with their principal place of business in their territories that conducting operations in Belarus airspace (FIR Minsk) is no longer allowed, unless required for safe operations in unforeseen circumstances.

The safety objective of the SD, which was published in consultation with the EASA Member States and the European Commission, is to reduce the potential risk to passengers and crews that could arise from operations in this airspace. This follows the incident involving Ryanair flight FR4978 on May 23, 2021. The SD will be reviewed as circumstances require and in any case at intervals of no more than one month.

The NCAs are required to put these measures in place within two days of the effective date of the SD and to inform EASA of the steps taken.

EASA had earlier issued a Safety Information Bulletin (SIB) with respect to operations in Belarus airspace. The SIB has the status of a recommendation directly to operators, whereas the SD recommends mandatory action by the National Competent Authorities for those operators.

On the 4th June EASA stated Regrettably the Safety Directive, introduced for the safety of passengers and crews, brings additional cost and work for the airlines, many of which are represented by IATA.

However, safety remains a key driver of the activities and the mission of EASA in providing safe air travel for EU citizens in Europe and worldwide.


11th June 2021

EASA publishes Opinion on “Management of information security risks”


The European Union Aviation Safety Agency published an Opinion on Management of Information Security Risks, aimed at safeguarding the entire civil aviation system against potential safety effects caused by cyberattacks.


As information systems become more and more interconnected and are increasingly the target of malicious acts (whether directly or indirectly), the risks of such attacks, events and incidents in civil aviation are constantly increasing. The proposed new rules will make the aviation system more resilient to these information security events.

“Such attacks typically target the weakest link in the chain,” said EASA Executive Director Patrick Ky. “We need to take a holistic view to guard against situations where one weak link can compromise the entire aviation system. This Opinion is an important milestone in mitigating these emerging and growing risks.”

The Opinion defines ways to identify and manage information security risks which could affect communication technology systems and data used for civil aviation purposes, and so in turn have an impact on aviation safety. In particular, it proposes the introduction of an information security management system (ISMS) for the competent authorities - including EASA - and for organisations in all aviation domains and requires them to report incidents and vulnerabilities related to information security.

This ISMS will complement the existing management systems which these organisations and authorities already have in place.

In an indication of its breadth, the scope of organisations covered by the Opinion is listed out as follows: production and design organisations, air operators, maintenance organisations, continuing airworthiness management organisations (CAMOs), training organisations, aero-medical centres, operators of flight simulation training devices (FSTDs), air traffic management/air navigation services (ATM/ANS) providers, U-space service providers and single common information service providers, aerodrome operators and apron management service providers.

The proposed provisions include high-level, performance-based requirements, and will be supported by acceptable means of compliance (AMC), guidance material (GM), and industry standards.

The proposed measures should contribute to the creation of a seamless and consistent regulatory framework where the interfaces between security and safety are appropriately covered, and where special attention is paid to avoiding gaps, loopholes and duplications with other information security and cybersecurity requirements, such as those contained in Commission Implementing Regulation (EU) 2015/1998 and in the national requirements stemming from Directive (EU) 2016/1148 (NIS Directive).


15th June 2021

 EASA published the summary of SAFE360


 On June 8-10, 2021 EASA hosted the virtual SAFE360° conference that brought together over 2,000 industry experts to identify practical solutions to the most important safety issues faced by the industry today. The conference consisted of high-level and 360° panels as well as number of safety workshops and specialist break-out sessions.

You can download the full summary of the conference at the above link. You can also keep in touch with the latest on all the safety issues on the Air Ops Community Site.


 21st June 2021

New EU-South Asia Aviation Partnership Project launched


A new EU-South Asia Partnership Project (EU-SA APP II) was launched on June 15, 2021 for a 3-year period, following signing of the contract by EASA Executive Director of EASA, Mr Patrick Ky.

The project aims at strengthening institutional relations and cooperation between the EU and the aviation authorities of Afghanistan, Bangladesh, Bhutan, India, Maldives, Nepal, Pakistan and Sri Lanka, while supporting the implementation of aviation agreements and the sharing of best practices to promote EU standards. One objective is to raise awareness for environmental protection efforts to encourage climate action in the region.
At the same time the project will facilitate a more secure, compatible and less restricted access for European industry to the regional markets through promoting industrial exchanges to support EU competitiveness in the region.


24th June 2021

EASA issues first approval for defined drone operations to Volocopter


 The European Union Aviation Safety Agency has issued the first certificate in a new scheme under which drone manufacturers or operators can request the Agency’s design verification for a drone to be used for a particular purpose. The first such certificate was awarded to Volocopter for its VC200-2.

A design verification report approves a drone for a particular type of usage, meaning that any European operator may apply to the national aviation authority for an operational authorisation in the specific category to conduct that activity with such drone, without the need for further additional verification from EASA. This process was outlined in EASA guidelines for the design verification of drones published on April 8, 2021.

Volocopter applied on May 31, 2021 for the design verification of its enhanced containment function for the VC200-2. With the certificate, the drone can now be operated in a clearly delimited low-risk area, even if this zone is located close to an area where drone operations are at higher risk, such as a city or sports stadium.


8th July 2021

EASA continues to support aviation industry in the development of safe VTOL aircraft


EASA invites authorities, industry and stakeholders to take part once more in a consultation process, now related to the second publication of Means of Compliance (MoC) with the Special Condition for VTOL.

EASA’s objective of the consultation is to provide visibility on the content and on the range of flexibility which allows to address different architectures and design concepts for VTOL.

After the completion of the first publication in May 2021, this complementary set of proposed MOC should also enable an equal treatment of all applicants, by establishing a level playing field and ensuring that a comparable level of safety in the compliance with the objectives of the Special Condition is achieved by all designs.

It will allow the industry to gain an early insight into EASA’s interpretation and expectations from the design objectives of the Special Condition and also offer opportunities to seek clarification of the proposed MoC.

To take part in the consultation, please visit our ‘Special Condition for VTOL and Means of Compliance’ page, where you will find the necessary documents in the Downloads section. Closure of the commenting phase will be on August 30, 2021.


14th July 2021

European Commission publishes ‘Fit for 55’ legislative package


On July 14, 2021, the European Commission published its much anticipated ‘Fit for 55’ legislative package.

As part of this legislative package, the European Commission has proposed a legislation to support the uptake of sustainable aviation fuels (SAF): ReFuelEU Aviation.

If this legislative proposal is adopted, the European Union Aviation Safety Agency (EASA) will be mandated with several monitoring and reporting tasks to ensure that aircraft operators and fuel suppliers comply with the ReFuelEU Aviation reporting obligations. Annual reports provided by EASA will give an overview of the state of the market, including price information, and trends in sustainable aviation fuel production in the European Union and consumption at European Union level.

Aircraft operators might report directly to EASA on difficulties in accessing SAF at a given European Union airport for lack of adequate airport infrastructure, which will enable EASA to assess the situation and inform the European Commission on EU airports that do not fulfil their obligations. The overall goal of the ReFuelEU Aviation initiative is to set out harmonised rules at European Union level, to maintain a competitive level playing field, to increase the uptake of SAF by operators and the increase distribution at Union airports. With the vision to make Europe the first climate-neutral continent by 2050 and to reduce emissions by 55% in 2030, the comprehensive package covers a number of initiatives linked to the European Green Deal’s climate actions.


15th July 2021

Save the date for 2021 EASA Annual Safety Conference


Save the date for this year’s EASA Annual Safety Conference scheduled for November 10, 2021 with the focus on “Safety in Air Traffic Management”.

The one-day virtual event is organised in cooperation with the Slovenian Presidency of the EU Council and in partnership with Eurocontrol. Visit the dedicated events page to find out more about how to register. There is no registration fee. Further information on the agenda will be published early September.


5th August 2021

The EASA Annual Safety Review 2021 is now available!


Despite the extraordinary challenges created by the pandemic, the EASA Annual Safety Review 2021 shows that the aviation safety system remains resilient but under pressure. The overall safety picture for EASA Member States is relatively stable. As activity ramps up with the loosening of COVID-related restrictions, the situation must be closely monitored.

This edition of the Annual Safety Review is unusual. The normal annual process of safety performance monitoring compares the review year’s safety figures with those of the previous 5 to 10 years. Due to the unique situation in 2020, it is much more difficult to make a review and draw definitive conclusions about the safety performance of the European aviation system. Some trends will have to be monitored over the next few years as the impact and recovery path from the pandemic become clearer.

For the remainder of 2021 particularly, the aviation sector and all its stakeholders will need to continue their effort to find a common path towards a safe and sustainable recovery. EASA stands ready to play a central part in this joint activity.


  1. Initial Airworthiness


16th June 2021

 EASA publishes Decision to improve rotorcraft safety


In a further step to improve rotorcraft safety by mitigating the risk of human error at the design stage and to better support the investigation of rotorcraft accidents and incidents, EASA published ED Decision 2021/010/R.


The introduction of systematic considerations related to Human Factors during the rotorcraft design process is expected to reduce the risk of design-related errors attributable to human factors that may lead to or contribute to an accident or incident.

With reference to investigation of rotorcraft accidents and incidents, certification specifications and acceptable means of compliance (AMCs) have been created or amended to:

  • support compliance with the operational rules requiring the recording of data link communications,
  • improve the serviceability of flight recorders and the audio quality of cockpit voice recorders (CVR) recordings, ensuring a better data analysis related to accidents or incidents.


6th July 2021

Commission Delegated Regulation (EU) 2021/1088


Commission Delegated Regulation (EU) 2021/1088 of 7 April 2021 amending Regulation (EU) No 748/2012 as regards updating the references to the environmental protection requirements (Text with EEA relevance)


7th July 2021

 EASA publishes Easy Access Rules for Large Aeroplanes (CS-25) (Amendments: 22, 23, 24, 25, and 26)



14th July 2021

ED Decision 2021/011/R - Implementation of the latest CAEP amendments to ICAO Annex 16 Volumes I, II, and III — CAEP/11


 Commission Delegated Regulation (EU) 2021/1087 amending Article 9(2) of Regulation (EU) 2018/1139 was adopted on 7 April 2021. This amendment incorporates the latest amendments to Volumes I, II and III of Annex 16 to the Chicago Convention to align the European Union (EU) regulatory framework with the International Civil Aviation Organization (ICAO) Standards and Recommended Practices (SARPs).

Commission Delegated Regulation (EU) 2021/1088, amending Commission Regulation (EU) No 748/2012, was adopted by the European Commission on 7 April 2021. This amendment aligns the certification procedures for environmental protection with Volumes I, II and III of Annex 16 to the Chicago Convention.

The objective of this Decision is to support the application of these two Regulations by also aligning the related acceptable means of compliance (AMC) & guidance material (GM) and certifications specifications (CS) with the latest amended ICAO SARPs in Volumes I, II and III of Annex 16 to the Chicago Convention as well as with the guidance material in the related ICAO Doc 9501 Environmental Technical Manual (ETM).

To achieve the above-mentioned objective, this Decision amends the AMC & GM to Part 21, CS-34, CS-36 and CS-CO2.

The amendments are expected to ensure a high uniform level of environmental protection and to provide a level playing field for all actors in the aviation market.


 15th July 2021

EASA releases Easy Access Rules for CS-25 (Amendment 26) as dynamic online publication



 22nd July 2021

Info-Session on new certification specifications addressing Human Factors in rotorcraft design


 EASA is organising an info session on new certification specifications addressing Human Factors in Rotorcraft design, following through on the explanatory note included in the ED Decision on this. The session has the following objectives:

  • Ensure that all the affected stakeholders have an adequate understanding of the aim of the new certification specification and of the associated means of compliance and guidance material.
  • Share with the affected stakeholders the EASA expectations, common errors, and best practices.
  • Allow affected stakeholders to raise questions to facilitate the implementation phase.

This info session will be conducted via webex and will be split into two half-days.


  1. Continuing Airworthiness


 1st July 2021

 EASA publishes updates to Easy Access Rules for Continuing Airworthiness


The European Union Aviation Safety Agency (EASA) published the updated Easy Access Rules for Continuing Airworthiness (Revision from July 2021).


12th July 2021

AMC/GM to Part-T - Issue 1



  1. Air Operations, Aircrew and Medical


31st May 2021

 ED Decision 2021/008/R - Amendment of requirements for flight recorders and underwater locating devices — Certification specifications, acceptable means of compliance, and guidance material for locating an aircraft in distress


The objective of this Decision is to facilitate the implementation of point CAT.GEN.MPA.210 ‘Location of an aircraft in distress — Aeroplanes’ of Annex IV (Part-CAT) to Regulation (EU) No 965/2012 (‘Air OPS Regulation’).

This Decision amends certification specifications (CSs), acceptable means of compliance (AMC), and guidance material (GM), to support the implementation of point CAT.GEN.MPA.210. The scope of this Decision includes air operations (Air OPS), initial airworthiness (IAW), and air traffic management (ATM).

The amendments are expected to increase safety as they will facilitate locating an accident scene. This will increase the chances of rescuing accident survivors, and accelerate the collection of evidence that is necessary for determining the accident causes. In addition, these amendments are expected to ensure consistency with the existing requirements on flight recorders, emergency locator transmitters (ELTs), and low-frequency (8.8 kHz) underwater locating devices (ULDs).


1st July 2021

 EASA launches European Aero-Medical Repository (EAMR)


 The European Union Aviation Safety Agency (EASA) launched the European Aero-Medical Repository (EAMR), adding an additional tool to enhance flight safety by allowing traceability of commercial pilots’ medical certificates. The repository is intended to help aero-medical examiners (AMEs) to fulfil their obligations and provides support to the National authorities with their oversight and administrative work in the field of aviation medicine for commercial aviation.

Following the Germanwings accident both the Germanwings Task Force led by EASA and the French Bureau d'Enquêtes et d'analyses pour la sécurité de l'Aviation civile (BEA) recommended to find a balance between medical confidentiality and public safety and to create a European aeromedical data repository to facilitate the sharing of aeromedical information and tackle the issue of pilot non-declaration.

The EAMR enables aero-medical examiners (AMEs), aero-medical centres (AeMCs) and medical assessors (MAs) of EASA Member States’ National Competent Authorities (NCAs) to exchange information regarding the medical certification of commercial pilots.

AMEs, AeMCs and the MAs of the NCAs can access information on commercial pilots’ medical certificates and any historical changes to the status of these medical certificates, as well as a minimal set of data to allow positive identification of the applicant, while respecting patient confidentiality and ensuring protection of personal data. In accordance with ARA.MED.160 Exchange of information on medical certificates through a central repository, the NCAs, AMEs and AeMCs shall use the EAMR to exchange medical certificate information.


3rd August 2021

Comment Response Documents 2018-06 (and subparts), 2020-02, 2019-08 and 2019-09 ref AWOPS issued



 5th August 2021

Commission Implementing Regulation (EU) 2021/1296


Commission Implementing Regulation (EU) 2021/1296 of 4 August 2021 amending and correcting Regulation (EU) No 965/2012 as regards the requirements for fuel/energy planning and management, and as regards requirements on support programmes and psychological assessment of flight crew, as well as testing of psychoactive substances

Related Opinion 02/2020



6th July 2021

 EASA publishes updates to Easy Access Rules for Air Operations


The European Union Aviation Safety Agency (EASA) published the updated Easy Access Rules for Air Operations (Revision 15)


16th July 2021

 Airspace of Iran



  1. EU Aviation Rule Structure


6th July 2021

 Commission Delegated Regulation (EU) 2021/1087


 Update to the EASA Basic Regulation

Commission Delegated Regulation (EU) 2021/1087 of 7 April 2021 amending Regulation (EU) 2018/1139 of the European Parliament and of the Council, as regards updating the references to the provisions of the Chicago Convention (Text with EEA relevance)


  1. Regulatory Authorities


  1. Third Country Operators


  1. Unmanned Airborne Systems

14th July 2021

NPA 2021-09 - Regular update of the AMC and GM to Regulation (EU) 2019/947 on the rules and procedures for the operation of unmanned aircraft


The objective of this Notice of Proposed Amendment (NPA) is to maintain a high level of safety for unmanned aircraft system (UAS) operations in the ‘open’ and ‘specific’ categories.

This NPA proposes to amend some of the existing, and introduce new, acceptable means of compliance (AMC) and guidance material (GM) to Regulation (EU) 2019/947 on the rules and procedures for the operation of UASs, as follows:

  • new AMC and GM for the definition of ‘geographical zones’;
  • revised forms for the application and issue of operational authorisations in the ‘specific’ category;
  • new AMC defining the procedure to be applied by UAS operators and the competent authorities for cross-border operations, including the related forms;
  • new AMC and GM for the standard scenarios (STSs);
  • new AMC to comply with the mitigations requirements and meet the operational safety objectives (OSOs) that are defined in the specific operations risk assessment (SORA);
  • new AMC that provide the syllabus for training modules for remote pilots that operate in the ‘specific’ category; and
  • revision of the AMC following feedback received from national aviation authorities (NAAs) and UAS operators.

In particular, the AMC and GM for the geographical zones are the outcome of the UAS Geographical Zones Task Force (TF) which was established based on the input of the MAB providing procedures and guidelines for Member States (MSs) to create zones in order to protect areas where the safety, security or privacy risk is higher.

Both the amended and the new AMC and GM are expected to maintain safety as regards UAS operations in the ‘open’ and ‘specific’ categories, and increase the harmonisation of UAS operations across the European Union by providing a consistent and correct interpretation of the regulatory material.


16th July 2021

Commission Implementing Regulation (EU) 2021/1166


 Commission Implementing Regulation (EU) 2021/1166 of 15 July 2021 issued amending Implementing Regulation (EU) 2019/947 as regards postponing the date of application for standard scenarios for operations executed in or beyond the visual line of sight

  1. Ground Handling


  1. Aerodromes


29th June 2021

EASA publishes multiple updates to Easy Access Rules for Aerodromes


EASA published the updated Easy Access Rules for Aerodromes (Revision from June 2021).

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 June 2021 is updated with the implementing rules (IRs), acceptable means of compliance (AMC), guidance material (GM), and certification specifications (CSs) for aerodromes regarding the provision of apron management services, runway safety, and aeronautical data by incorporating Regulations (EU) 2020/469(EU) 2020/1234, and (EU) 2020/2148, as well as ED Decisions 2020/021/R2021/003/R, and 2021/004/R.


  1. ATM/ANS


24th June 2021

NPA 2021-08 - Enhanced mobility options and streamlined qualifications for air traffic controllers


This Notice of Proposed Amendment (NPA) proposes enhanced mobility options for instructors, assessors and student air traffic controllers (ATCOs), facilitates licensing in cases of dynamic cross-border sectorisation (e.g. FINEST project), proposes simplification of the ATCO rating and rating endorsement structure and updates the ATCO basic and rating training syllabi.

These proposed amendments contribute to responding to the recommendations of the Wise Persons Group, when calling for the revision of the current requirements governing ATCO licensing and training. They create a less fragmented qualification system and thus enable the application of more harmonised European training standards, hence allowing more flexibility in the use of the ATCO resources. Clarifications stemming from implementation feedback and alignment with Regulation (EU) 2017/373 (ATM/ANS Regulation) are also considered.

The simplified rating and rating endorsement system, as well as the guidance material on the use of the ICAO location indicator in the unit endorsement should ease the licence administration for both air navigation service providers (ANSPs) and competent authorities. The ATCO initial training will be streamlined and potentially shortened; the number of training courses reduced. Training organisations will need to update their training courses, but they will in the long term gain benefits from the more flexible use of resources, including the involvement of instructors and assessors. Competent authorities will also benefit from the alignment of the authority requirements with the ones in the ATM/ANS Regulation.

This main sub-NPA is accompanied by six sub-NPAs containing the updated initial training content.


1st July 2021

EASA updates the Easy Access Rules for Air Traffic Management/Air Navigation Services (Regulation (EU) 2017/373)


The European Union Aviation Safety Agency (EASA) published the updated Easy Access Rules for Air Traffic Management/Air Navigation Services (ATM/ANS) (Revision from July 2021).

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

The Easy Access Rules for ATM/ANS are updated with ED Decision 2021/008/R amending the Acceptable Means of Compliance (AMC) and Guidance Material (GM) to Part-CNS of Regulation (EU) 2017/373. A new AMC introduces the conditions that apply to surveillance providers providing the transmission service for locating an aircraft in distress. The amendments are expected to improve safety as they will facilitate locating an accident scene.


  1. Balloons & Sailplanes


  1. SERA


07/06/2021   EASA General Updates - June 2021

  1. Introduction

 EASA Covid 19 Updates

Whilst the Covid 19 pandemic continues to cause large scale disruption 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.





30th April 2021

EASA updates Review of Aviation Safety Issues Arising from the COVID-19 Pandemic


In June, 2020 the European Union Aviation Safety Agency (EASA) published a review of aviation safety issues arising from the COVID-19 pandemic. Throughout the pandemic the Agency has worked closely with Member State regulators and industry partners to continually monitor the safety situation so that guidance and safety promotion material has been able to evolve to the needs of the industry.

EASA has now published an updated review of safety issues to support the industry in their preparations for an increase in flying activity over the coming months. Organisations and Member States should evaluate the applicability of the safety issues listed in the review to their own organisation and, where applicable, capture them in their SMS. Safety issues are set out in the following areas:

  • Management Systems
  • Human Performance
  • Training, Checking and Recency
  • Outdated Information
  • Infrastructure and Equipment
  • Financial Impacts on Safety

The review identified the following new safety issues in addition to those previously identified:

  • Unusual approach profiles in the pandemic circumstances (Unstable approaches)
  • Increase of cyber-security issues related to the pandemic situation
  • Transfer of pilots from one fleet to another resulting in low hours on type
  • Maintenance of electrical systems and visual aids at aerodromes
  • Decreased funding of aviation regulatory authorities
  • Reduction in training effectiveness due to COVID-19 restrictions
  • Rapid growth of cargo operations during the pandemic
  • Reduction in Contracted Fees to Ground Handling Service Providers
  • Knowledge transfer missed for new generation aviation personnel
  • ANSPs returning to operations after being closed for several months
  • Carriage of hand sanitiser in the cabin.

Further information on the review and material on individual safety issues can be found on the EASA Air Ops Community Site.

  1. EASA General & Generic Updates

9th February 2021

 EASA released the second package of Easy Access Rules as dynamic online publications


 In their continuous effort to improve access to our regulatory material, EASA eRules project has been producing consolidated publications under the name of ’Easy Access Rules’ in PDF format. They are well-known among the stakeholders and belong to our most downloaded documents.

EASA has started to make available these ’Easy Access Rules’ also as dynamic online publications.  The format of those publications is designed also for tablets and mobile phones and allows to filter through the content in order to get the view tailored to your needs.

22nd February 2021

EASA launched information sessions to support implementation phase of ageing aircraft structure rule


The European Union Aviation Safety Agency (EASA) launched information sessions to support the implementation phase of the ageing aircraft structure rule, which was published on August 06, 2020 by the European Commission, refer to Regulation (EU) 2020/1159.

This Regulation amends the additional airworthiness specifications contained within Commission Regulation (EU) 2015/640 (Part 26) with respect to three topics that EASA proposed through opinions 12/2016 for ageing aircraft structures and 04/2019 for reduction of runway excursion and conversion of class D cargo compartments.

The ‘ageing aircraft’ rule addresses safety risks related to ageing phenomena in the structures of large aeroplanes. These risks include fatigue of the basic type design, widespread fatigue damage (WFD), corrosion, fatigue of changes and repairs, and continued operation with unsafe levels of fatigue cracking. Design approval holders are required to develop data to support continuing structural integrity programmes for specific categories of large aeroplanes. At the same time, operators of those aeroplanes need to revise their aircraft maintenance programmes to incorporate those data and to address the adverse effects of changes and repairs on each airframe and its associated maintenance requirements.

25th February 2021

 NPA 2021-02 - Rotorcraft occupant safety in the event of a bird strike (RMT.0726 — Subtask 1)


NPA proposes to introduce a new risk-based certification specification to prevent windshield penetration on small rotorcraft (CS-27) with higher passenger capacities. The new proposed CS.27.631 is similar to CS 29.631 on safe landing, but is only applicable to the windshield.

The proposed amendments are expected to increase the safety of rotorcraft operations.

16th March 2021

EASA publishes Easy Access Rules for AMC-20 Amendment 20 on ageing-aircraft requirements in pdf and online format


Amendment 20 of AMC-20 (Easy Access Rules for Acceptable Means of Compliance for Airworthiness of Products, Parts and Appliances) is now available for free download from the EASA website in an easy-to-read pdf format with advanced navigation features through links and bookmarks or an online format compatible with tablets and mobiles, with filters for creating a tailored view as well as enhanced search functions.

This Amendment incorporates the elements of ED Decision 2020/023/R on acceptable means of compliance (AMC) and guidance material (GM) into AMC 20-20A, which supplements and is referenced in the means of compliance provided in CS-26 for new ageing-aircraft requirements introduced into Part-26.  AMC 20-20A provides guidance to type certificate holders (TCHs), supplemental type certificate holders (STCHs), repair approval holders, maintenance organisations, operators and competent authorities for developing continuing structural integrity programmes to ensure safe operation of ageing aircraft throughout their operational lives. This AMC is primarily aimed at large aeroplanes; however, this material is also applicable to other aircraft types for operators and TCHs wishing to develop robust continuing structural integrity programmes.

7th April 2021

SAFE 360˚ – Free Registration Now Open!


Regardless of your role in aviation, the COVID-19 crisis has completely changed the face of our industry. Challenging times call for new ideas and innovative approaches.

SAFE 360˚, the Safety in Aviation Forum for Europe, is not just a conference but an industry-wide conversation on the safety issues that really matter to the Air Ops Community.

SAFE 360˚ 2021 will be held from June 08 to 10, 2021 and will be structured as follows:
Day 1: High-level Panels from 13:00 to 16:30 [UTC+2]
Day 2: 360˚ Panels from 13:50 to 17:00 [UTC+2]
Day 3: 360˚ Workshops and Breakout sessions from 09:20 to 16:00 [UTC+2]

Register at this link


  • Participate in the high-level panels that will discuss the New Safety Landscape we all face due to the COVID-19 pandemic, and Integrated Risk Management that will help you to integrate safety and security risks together within your management system.
  • Learn more about the latest developments in the Data4Safety project. This is the European data analysis and sharing programme launched in 2017 under the initiative of EASA and the European Commission in collaboration with 12 voluntary European aviation safety partners.
  • Contribute to the 360˚ Panels on Training effectiveness and competence, Approach Path Management and Turnaround Safety.
  • Take part in the Safety Workshops analysing key safety issues from a 360˚perspective on the Entry of Aircraft Performance Data, the Safe Use of Airspace, and Monitoring Safety Issues with Flight Data Monitoring (FDM). Don’t forget also to join the sessions on FDM Best Practices and Occurrence Reporting

8th April 2021

EASA issues guidelines for the design verification of drones operated in the ‘specific’ category


The European Union Aviation Safety Agency (EASA) published guidance for drone operators, manufacturers and national authorities explaining the process for the design verification of drones, an important element in ensuring safe drone operations in the ‘specific’ category.

Since the new EU drone regulation became applicable on December 31, 2020, the volume of drone operations taking place across Europe has been stepped up. Operators are also gradually increasing the scope of their operations and the design verification of the drone by EASA is an important element to ensure safety, in particular when operations are conducted in populated areas.

The process applied for the design verification will depend on the level of risk of the operation. When the drone is used in operations classified as high risk (i.e. SAIL V and VI according to SORA), EASA will issue a type certificate according to Part 21 (Regulation (EU) 748/2012). When the drone is used in operations classified in the medium risk (i.e. SAIL III and IV according to SORA), a more proportionate approach will be applied, leading to a ‘design verification report’. The procedure to apply to EASA for the issuance of the ‘design verification report’ are described in the Guidelines.

“EASA continues its efforts to ensure safe, secure and sustainable operations of drones,” EASA Executive Director Patrick Ky said. “This new design verification process was developed to support all stakeholders, applying a proportionate approach which will foster innovation and growth in this promising sector”.

The design verification process is immediately applicable and national aviation authorities are encouraged to require all UAS operators who are conducting operations in the ‘specific’ category, with medium risk, to operate drones for which EASA has issued a ‘design verification report’.

21st April 2021

EASA releases for consultation its first usable guidance for Level 1 machine learning applications


In line with the first major milestone of the EASA Artificial Intelligence (AI) Roadmap 1.0, this concept paper presents a first set of objectives for Level 1 Artificial Intelligence (‘assistance to human’), in order to anticipate future EASA guidance and requirements for safety-related machine learning (ML) applications. It covers only an initial set of AI/ML techniques and will be enriched with other advanced techniques, as the EASA AI Roadmap is implemented.

The goal of this document is twofold:

  • to allow applicants to have an early visibility on the possible expectations of EASA with respect to the implementation of AI/ML solutions.
  • to establish a baseline for Level 1 AI applications that will be further refined for Level 2 and Level 3 AI applications.

It is now open for a 10 week consultation period.

23rd April 2021

ED Decision 2021/006/R

AMC-20 Amendment 21 - Extended range operation with two-engine aeroplanes ETOPS certification and operation


AMC-20 Amendment 21

Extended range operation with two-engine aeroplanes ETOPS certification and operation

Following the adoption of Regulation (EU) 2019/1387, the objective of this Decision is to support the implementation of the requirements on commercial operation of certain categories of aeroplanes without an ETOPS approval. To this end, AMC20-6 has been amended as necessary.

3rd May 2021

EASA awarded contract for technical cooperation with North Asia


EASA has been awarded a contract for technical cooperation with North Asia under the EU financed Partnership Instrument.

This programme will allow continued and intensified cooperation with China under the EU-China Aviation Partnership Project and aims to establish new technical cooperation initiatives with the Republic of Korea and Japan.

The objective is to promote EU aviation interests with these important aviation countries. The programme will run for three years, from April 2021 to 2024.

Managed by EASA, the project will work with European industry, EU level organisations and EU National Aviation Authorities, all contributing European aviation expertise to the cooperation, while at the same time keeping abreast of and exchanging information on latest aviation trends and technologies with the partner countries.

19th May 2021

EASA publishes results of first EU study on citizens’ acceptance of Urban Air Mobility


The European Union Aviation Safety Agency (EASA) published results of the first study conducted in the European Union on Urban Air Mobility, showing that the majority of those questioned broadly welcome the prospect of services such as air taxis, air ambulances and drone deliveries but have concerns about potential issues such as safety, security, noise and the impact on wildlife.

Urban Air Mobility is a new air transportation system for passengers and cargo in and around urban environments. It is enabled by developments such as the enhancement of battery technologies and electric propulsion for vertical take-off and landing. It is expected to be deployed in Europe within three to five years, offering the potential to make urban mobility faster and greener.

“As a result of this study, for the first time, EASA and the EU have insights into what the general public in Europe thinks about this entirely new development in the field of aviation,” said EASA Executive Director Patrick Ky. “For EASA as a regulator this information is crucial. It will allow us to set up the rules and regulations for this area in a way that is aligned with the expectations and perceptions of citizens.”

21st May 2021

EASA publishes second joint report on the Learning Assurance for Neural Networks


The European Union Aviation Safety Agency and Daedalean have concluded their second Innovation Partnership Contract following a 10-month collaboration. The results of this project have been compiled in a 136-page report, Concepts of Design Assurance for Neural Networks (CoDANN) II. A public version of the CoDANN II report has been published to support future discussions in this field.

The goal of this second project was threefold: to investigate topics left out in the first project and report, to mature the concept of Learning assurance and to discuss remaining trustworthy AI building blocks from the EASA AI Roadmap. These steps pave the way to the first applications.

  1. Initial Airworthiness

 1st March 2021

 Design and Certification Newsletter 2021/03 


24th March 2021

EASA publishes updated Easy Access Rules for Part-21 in pdf and online format 


This Revision from March 2021 incorporates ED Decision 2021/001/R (AMC and GM to Part 21 — Issue 2, Amendment 11).

2nd March 2021

NPA 2021-03 - Regular update of the Certification Specifications for Simulator Data — CS-SIMD


The objective of this Notice of Proposed Amendment (NPA) is to provide stakeholders with additional guidance on the processes, procedures, and requirements related to operational suitability data (OSD) for simulator data. The guidance is based on best practice and experience gained since the initial issue of the Certification Specifications and Guidance Material for Simulator Data (CS-SIMD) in 2014. The scope of the NPA was extended to include flight simulation training devices (FSTDs) for which a qualification standard is not laid down in Regulation (EU) No 748/2012 (the ‘Initial Airworthiness Regulation’). Such a standard needs be defined in special conditions.

2nd March 2021

ED Decision 2021/001/R - AMC and GM to Part 21 — Issue 2, Amendment 11


The European Union Aviation Safety Agency (EASA) issues, as necessary, acceptable means of compliance (AMC) and guidance material (GM) to Annex I (Part 21) to Regulation (EU) No 748/2012 to illustrate the means for stakeholders to establish compliance with the Regulation or to illustrate the meaning of a requirement. These AMC or GM require regular amendments to take specific safety issues into consideration and introduce new or amend the existing acceptable means of compliance or procedures.
The objective of this Decision is to:

  • address a safety recommendation following an accident that occurred in Norway on 29 April 2016;
  • resolve certain recurrent implementation issues by improving the text of the AMC and GM to Annex I (Part 21);
  • leave no room for misinterpretation of the Regulation, as noticed during design organisation approval (DOA) holder initial investigations and surveillance activities, by including clarifications;
  • align the means of compliance with the current industry practices; and
  • remove unnecessary guidance material and correct typographical errors.

Decision 2021/001/R amends the AMC and GM to Annex I (Part 21) to Regulation (EU) No 748/2012.
The amendments are expected to increase the efficiency of implementing Annex I (Part 21) and ensure alignment with the current industry practices.

7th April 2021

NPA 2021-06 - Regular update of the Certification Specifications for Standard Changes and Standard Repairs — CS-STAN Issue 4


The objective of this Notice of Proposed Amendment (NPA) is to support general aviation (GA) in Europe by reducing the administrative burden for the embodiment of simple changes and simple repairs in certain aircraft when applying the acceptable methods, techniques, and practices defined in CS-STAN, and thus to promote safety.

Taking into account the principles of efficiency and proportionality, this NPA proposes to amend CS-STAN in order to:

  • update and complement the contents of Subpart A (General);
  • introduce some new Standard Changes (SCs) and update some existing ones; and
  • update some existing Standard Repairs (SRs).

The amendments introduced by this NPA are based on lessons learned and proposals submitted by affected stakeholders, as well as technological innovations from the industry, which can bring safety benefits in a cost-effective manner. Overall, this is expected to bring a moderate safety benefit, to have no social or environmental impacts, and it may provide major economic benefits by reducing the administrative burden for the embodiment of simple changes and simple repairs in certain aircraft.

15th April 2021

NPA 2021-07 - Regular update of CS-ETSO


This Notice of Proposed Amendment (NPA) proposes to introduce new or updated standards for parts, taking into account the principles of efficiency and harmonisation.

In particular, this NPA proposes to:

  • improve the existing wording in Subpart A and introduce a new reference to performing a design assurance level assessment of certain equipment;
  • modify a number of ETSOs in order to harmonise them with the corresponding FAA TSOs;
  • introduce some new ETSOs (Index 1) which are, to the extent possible, technically similar to the corresponding FAA TSOs; and
  • introduce some new ETSOs (Index 2), which do not exist in the FAA TSO series.

The proposed amendments are expected to offer more possibilities for EU applicants to obtain ETSO authorisations and to align CS-ETSO with the state of the art and with European operational requirements.

These amendments will ensure a level playing field for European manufacturers and will increase the cost effectiveness of compliance demonstrations.

28th April 2021



COMMISSION DELEGATED REGULATION (EU) 2021/699 of 21 December 2020 amending and correcting Regulation (EU) No 748/2012 as regards the instructions for continued airworthiness, the production of parts to be used during maintenance and the consideration of ageing aircraft aspects during certification

10th May 2021

EASA Certification & DOA Workshop 2021 - Free Registration Now Open!


The Certification & DOA Workshop combines the former STC and DOA workshops offering its audience an important update on a wide range of topics, covering Rulemaking, International activities, STC & product certification, remote test witnessing and remote auditing, EPAS, DOA and technical matters.

Join EASA live on November 30, 2021 to enjoy the core workshop with targeted live sessions on a range of important topics.


17th May 2021

EASA and UK CAA agree on Technical Implementation Procedures


The European Union Aviation Safety Agency (EASA) and the UK Civil Aviation Authority (CAA) have agreed on the Technical Implementation Procedures (the TIP) as a basis for their future working.

The TIP, which was signed on May 17, 2021, gives the two parties oversight of the Air Safety Agreement that was signed between the UK and European Union in December, and sets out the measures the aerospace sector must take in order to design and produce new aerospace parts that transit between the UK and the EU.

The TIP also gives clarity to design and production organisations, and addresses any differences between aviation standards, rules, practices, procedures, and systems related to implementing the annex. It also regulates the working relationship between the two organisations now that the UK has left the European regulatory system.

26th May 2021

EASA completes first CO2 Emissions Certification for Airbus A330-900


The European Union Aviation Safety Agency (EASA) has for the first time certified an aircraft for CO2 emissions, applying a new process and methodology and so progressing towards its vision for an ever safer and greener civil aviation.

The new certification process provides an assessment of an aircraft’s fuel efficiency and therefore of the CO2 it emits while in operation. In precise terms, the fuel efficiency in cruise flight is certified, which is influenced by the engines, but also by the aircraft’s aerodynamic characteristics and weight. This certification is a key milestone on EASA’s roadmap to establish, by 2022, an environmental label for aviation. Amongst other values the label will use CO2 emissions data to provide a comprehensive assessment of the environmental performance of an aircraft.

“This is a new and important factor for environmental certification in light of the global efforts to decarbonise the aviation industry,” said EASA Executive Director Patrick Ky. “There is a long way still to go to reach this goal, but every step is important in demonstrating that aviation is moving determinedly towards that objective.”

  1. Continuing Airworthiness

2nd March 2021

 EASA publishes updated Easy Access Rules for Continuing Airworthiness


This revision from February 2021 incorporates:

28th April 2021



 Commission Implementing Regulation (EU) 2021/700 of 26 March 2021 amending and correcting Regulation (EU) No 1321/2014 as regards the maintenance data and the installation of certain aircraft components during maintenance

  1. Air Operations, Aircrew and Medical

26th February 2021

Air Ops Risk Review for 2020


The aviation sector was massively disrupted in 2020, leading to a new safety landscape. EASA has produced its preliminary safety review for Air Ops in 2020. This should be considered in conjunction with the Review of Aviation Safety Issues Arising from the COVID-19 Pandemic.  Prior to the crisis, the safety landscape was stable and known but we are now faced with a totally new situation where new risks have emerged.  These risks include dealing with the rapid storage and de-storage of aircraft, management of wildlife hazards due to the reduced amount of aviation activity, and the degradation of skills and knowledge of aviation personnel caused by the reduction in operations.  The rise of cyber-security and other security threats impacting safety has led the Agency to devote significant resources in these areas.

In June 2021, the SAFE 360 conference will enable the 360° industry-wide review of the most critical safety issues that are currently impeding recovery. An important objective for the Agency will be to further work on integrating safety, security and cyber-security risks to ensure a total system risk management approach. Such a consolidation of safety activities and intelligence capabilities will greatly enhance the European Aviation Community’s reactiveness to aviation risks. There are also a wide range of safety actions planned in the European Plan for Aviation Safety (EPAS) that will further strengthen the aviation system as we return to normal operations

2nd March 2021

ED Decision 2021/002/R - Update of the AMC & GM to Subpart FC of Part-ORO (evidence-based training (EBT))


Acceptable means of compliance and guidance material to Annex I (Definitions) — Issue 1, Amendment 12

AMC and GM to Part-ARO — Issue 3, Amendment 11

AMC and GM to Part-ORO — Issue 2, Amendment 17

AMC and GM to Part-FCL — Issue 1, Amendment 11

AMC and GM to Part-ARA — Issue 1, Amendment 11

Evidence-based training (EBT)

Following the adoption of:

  • Commission Implementing Regulation (EU) 2020/2036 of 9 December 2020 amending Regulation (EU) No 965/2012 as regards the requirements for flight crew competence and training methods and postponing dates of application of certain measures in the context of the COVID-19 pandemic; and
  • Commission Implementing Regulation (EU) 2020/2193 of 16 December 2020 amending Regulation (EU) No 1178/2011 as regards the requirements for flight crew competence and training methods, and as regards the reporting, analysis and follow-up of occurrences in civil aviation,

the objective of this Decision is to facilitate the implementation of the newly introduced or amended flight crew training requirements that are intended to improve pilot competencies by updating the associated acceptable means of compliance (AMC) and guidance material (GM).

25th March 2021

EASA publishes Safety Information Bulletin SIB 2021-06 Vaccination of Aircrew - Operational Recommendations

The European Union Aviation Safety Agency published a Safety Information Bulletin containing operational recommendations related to the vaccination of air crew.

The WHO recommends to prioritise transport workers, which include aircrew, in phase 3 of the vaccination, unless they have additional risk factors, in which case they would be prioritised on an individual basis. Nevertheless, several States have included among their priority lists for phase 1 and/or phase 2 the crew members involved in helicopter emergency medical services and air ambulance services, some of whom may have already received one dose of vaccine prior to the issuance of this SIB.

In the documentation provided by the EMA, as part of the assessment process of the vaccine, as well as other published studies regarding the vaccines approved for use in Europe, it can be noticed that some adverse reactions can result following the vaccination. These side effects are generally mild and usually common to any type of vaccine, e.g. headache, mild fever, nausea, pain at the site of injection, dizziness, gastrointestinal disorders, lymphadenopathy, thromboembolic events, etc. These side effects have shown to be more frequent between 12 and 48 hours following the vaccination and, in isolated cases, with a potential extended duration of up to 7 days. Severe side effects are extremely rare and were cited to be more frequent among the persons with multiple allergies and tend to appear immediately, in the first 30 minutes following the vaccination. Side effects were also reported more frequent following the second dose of the vaccine.

Although the vast majority of side effects reported so far are mild and do not put into question in any way the safety of the approved vaccines, they may be further enhanced by in-flight conditions while at cruise level, such as lower air pressure and mild hypoxic environment.

At this time, no evidence is available regarding the impact of in-flight conditions on the severity of the side effects, nor on the resulting impact on the performance of the crew members during their safety related tasks. For these reasons, taking into account that these vaccines are new pharmacological products, EASA issued the current SIB providing recommendations for the National Competent Authorities (NCAs), aircraft operators, aero-medical centres (AeMCs), aero-medical examiners (AMEs) and aircrew members in order to ensure that the side effects described above do not interfere with the completion of any safety related tasks.

29th March 2021

EASA published updated versions of the guidelines for Aircrew and Air Operations on the use of extended exemptions


EASA has published an updated version of the guidelines for Aircrew and Air Operations (Issue 2) on the use of extended exemptions as per article 71 of the Basic Regulation.

The revised guidelines emphasise the additional consideration and necessary changes to address the ICAO target exemptions framework that will become applicable after March 31, 2021 and the specific timeline considerations on the extension of the theoretical knowledge examinations validity period.

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.

23rd April 2021

EASA completes regulatory updates on Global Reporting Format for runway conditions


With the publication of EASA’s Agency Decision ED Decision 2021/005/R, the Agency completes its work on the implementation of the Global Reporting Format for runway conditions in Europe, by adding or amending the related means of compliance (AMC) and guidance material (GM) of the Air Operations Regulation.

The same Agency Decision also covers means of compliance and guidance necessary for the implementation of additional topics such as in-flight recording for light aircraft, allowing recording of flight data at an affordable cost for light aeroplanes, performance-based communication and surveillance (PBCS) enabling a more efficient use of airspace.

The implementation of this Agency Decision will enhance safety in European skies.

26th April 2021

EASA approves the first Virtual Reality (VR) based Flight Simulation Training Device


The European Union Aviation Safety Agency (EASA) has granted the first certificate for a Virtual Reality (VR) based Flight Simulation Training Device (FSTD).

The device, for rotorcraft pilots, enhances safety by opening up the possibility of practising risky manoeuvres in a virtual  environment. This addresses a key risk area in rotorcraft operations, where statistics show that around 20% of accidents occur during training flights.  The device was developed and built by VRM Switzerland (VRMotion Ltd.)

“This is a significant milestone in the evolution of Flight Simulation Training Devices,” said Jesper Rasmussen, EASA Flight Standards Director. “The Agency is pursuing the modernisation of its regulation for training devices to reflect their actual capability and technology advancement. This evolution will make a wider range of cost-effective training devices available to complement Full Flight Simulators and is being driven in part by training needs for new Vertical Take Off & Landing (VTOL) aircraft.

“This also aligns with the Safety Objectives of the EASA Rotorcraft Safety Roadmap to review the most critical training scenarios and promote the use of simulators for high-risk training operations.”

26th May 2021

EASA issues Safety Information Bulletin on operations in Belarus airspace


The European Union Aviation Safety Agency (EASA) issued a Safety Information Bulletin (SIB) with respect to operations in Belarus airspace, following the incident involving Ryanair flight FR4978 on May 23, 2021.

The SIB recommends that operators with their principal place of business in one of the EASA member states should avoid operations in FIR Minsk, unless such operations are deemed necessary for safe operations in unforeseen circumstances.

Third Country Operators authorised by EASA are also advised, when conducting operations to, from and within the EU, to avoid operations in that airspace unless such operations are deemed necessary for safe operations in unforeseen circumstances.

EASA had contacted the national aviation authorities of the member states on Sunday to raise awareness of the situation. The national authorities were recommended to pass this information on to their airlines, for inclusion in each airline’s own risk assessment process.

28th May 2021

Opinion No 02/2021 - All-weather operations and review of crew training requirements


he objective of this Opinion is to modernise the European Union (EU) aviation regulatory framework applicable to all-weather operations (AWOs) and flight crew training to ensure the highest level of safety while enabling efficiency gains based on the latest technological advancements.

As regards AWOs, this proposal follows a performance- and risk-based approach. It sets the appropriate balance between performance-based and prescriptive principles depending on the type of air operations. The rules are not technology-dependent and may accommodate future changes.

It addresses all relevant disciplines and proposes to update the AWO-relevant rules in the domains of air operations, aircrew and aerodromes, in a coordinated manner. In this context, the proposal:

  • allows for a better integration and use of new, advanced technology as well as new operational procedures to support AWOs;
  • ensures the availability of aerodrome infrastructure (including meteorological equipment), information and procedures to support AWOs;
  • allows for the use of enhanced flight vision systems (EFVS) to the maximum extent possible (e.g. EFVS to land) and includes ‘light operational credits’ for EFVS 200 operations, not requiring the use of specific low-visibility procedures (LVPs); and
  • allows for safe helicopter flights under instrument flight rules (IFR), using of point-in-space (PinS) approaches and departures.

As regards flight crew training, this proposal improves the existing mandatory crew training and checking requirements for air operators. It addresses initial and recurrent training and checking, the conditions for the operation on more than one aircraft type or variant, the acceptance of previous training and checking by non-commercial operators, and multi-pilot operations of single-pilot certified helicopters.

Certain changes to crew training are expected to increase safety in a cost-effective way. The other changes are expected to maintain safety, reduce the regulatory burden, increase cost-effectiveness, improve harmonisation regarding AWOs (e.g. with the Federal Aviation Administration (FAA)), and transpose as much as feasible the Standards and Recommended Practices (SARPs) of the International Civil Aviation Organization (ICAO).

  1. EU Aviation Rule Structure

  1. Regulatory Authorities

  1. Third Country Operators

  1. Unmanned Airborne Systems

8th March 2021

EASA issues guidelines for management of drone incidents at airports


The European Union Aviation Safety Agency (EASA) published guidance to help aviation operators and national authorities manage drone incidents near airports, a response to a number of recent events which have disrupted Europe’s air traffic at considerable expense to aviation operators, bringing inconvenience for passengers and posing a potential safety threat.

EASA’s “Drone Incident Management at Aerodromes” manual addresses unauthorised drone usage in the vicinity of airports. Such incidents may occur by accident -- when individuals are simply not aware of the problems their actions may create – or due to individuals acting with deliberate intent to disrupt, such as activists. At the extreme, the actions may have criminal or terrorist motivation.

The manual includes guidance on how to ascertain whether a criminal offence has been committed, developed with input from law enforcement authorities.

29th April 2021



COMMISSION IMPLEMENTING REGULATION (EU) 2021/664 of 22 April 2021 on a regulatory framework for the U-space.

  1. Ground Handling

  1. Aerodromes

  1. ATM/ANS

22nd February 2021

Opinion No 01/2021 - Occurrence-reporting requirements and requirements for meteorological services


The objectives of this Opinion are to:

  • align Commission Implementing Regulation (EU) 2017/373 laying down common requirements for providers of air traffic management/air navigation services and other air traffic management network functions and their oversight with Regulation (EU) No 376/2014 on the reporting, analysis and follow-up of occurrences in civil aviation. The aim of the proposed amendments is to mitigate the risks of overlaps and ambiguities that exist in the current regulatory framework due to the coexistence of reporting requirements in the delegated and implementing acts adopted on the basis of Regulation (EU) 2018/1139 (the Basic Regulation) and in Regulation (EU) No 376/2014 and its delegated and implementing acts. The proposed amendments will increase legal certainty and support the implementation of effective occurrence-reporting systems as part of safety management;
  • transpose within the European Union (EU) regulatory framework the International Civil Aviation Organization (ICAO) Standards and Recommended Practices (SARPs) as regards meteorological services, especially the provision of SIGMET/AIRMET by meteorological watch offices (MWOs), the coordination between themselves, and the facilitation of area forecasts for low-level flights. The proposed amendments will assist Member States (MSs) in fulfilling their obligations under the Convention on International Civil Aviation (also known as the ‘Chicago Convention’) by providing a basis for a common interpretation and uniform implementation of the respective Chicago Convention’s provisions; and
  • to correct the instructions for the completion of the SNOWTAM format in order to facilitate the correct and proper implementation of the ICAO Global Reporting Format (GRF) at EU level

16th March 2021

NPA 2021-04 - Regular update of the Certification Specifications and Acceptable Means of Compliance for Airborne Communications, Navigation and Surveillance ‘CS-ACNS’


The objective of this Notice of Proposed Amendment (NPA) is to maintain a high level of safety and address interoperability compliance of aircraft with the requirements of Commission Implementing Regulation (EU) No 1207/2011 laying down requirements for the performance and the interoperability of surveillance for the single European sky (the single European sky interoperability Regulation), and to ensure the provision of consolidated means of compliance for aircraft manufacturing and modification industries.

This NPA proposes amendments to the Certification Specifications and Acceptable Means of Compliance for Airborne Communications, Navigation and Surveillance (CS-ACNS) applicable to all aircraft.

29th April 2021



Commission Implementing Regulation (EU) 2021/665 of 22 April 2021 amending Implementing Regulation (EU) 2017/373 as regards requirements for providers of air traffic management/air navigation services and other air traffic management network functions in the U-space airspace designated in controlled airspace.

12th May 2021

EASA and EUROCONTROL publish joint guideline on vaccinations of air traffic controllers and operational staff


The European Union Aviation Safety Agency (EASA) and EUROCONTROL jointly published guidelines containing operational recommendations related to the COVID-19 vaccination of air traffic controllers (ATCOs) and operational staff.

The World Health Organisation (WHO) recommends prioritising transport workers, which include ATCOs, in phase 3 of the vaccination programme, unless they have additional risk factors, in which case they would be prioritised on an individual basis. Several States have already included the ATCOs among their priority lists for phase 1 and/or phase 2.

In the documentation provided by the European Medicines Agency as part of the assessment process of the vaccine, as well as in other published studies regarding the vaccines approved for use in Europe, it is noted that some side-effects and adverse reactions could result from the vaccination, although this does not in any way call into question the overall safety of the vaccines. Although the vast majority of side effects reported so far are mild, they could be relevant in the safety context of the ATCO tasks. ANSPs should perform a risk assessment in accordance with their safety management system to identify whether the recommendation made in the EASA-EUROCONTROL guidelines should also be extended to their operational personnel on shift undertaking safety related tasks.

As these vaccines are new pharmacological products, EASA and EUROCONTROL are providing recommendations for the National Competent Authorities (NCAs), Air Navigation Service Providers (ANSPs) and ATCOs to ensure that these side effects do not interfere with the execution of any of their safety related tasks.

  1. Balloons & Sailplanes

  1. SERA

6th April 2021

NPA 2021-05 - Standardised European rules of the air — Introduction of radiotelephony for the provision of aerodrome flight information service (AFIS) (Subtask 3)


Aerodrome flight information service (AFIS) is implemented with an increasing trend both in the European Union (EU) Member States and worldwide.

International Civil Aviation Organization (ICAO) global standards (i.e. Standards and Recommended Practices (SARPs) or Procedures for Air Navigation Services (PANS)) do not exist for AFIS. Regulation (EU) 2018/1139 (the Basic Regulation) defines the overall safety objectives for flight information service (FIS) as one of the air traffic services (ATS). Common rules for FIS, which include AFIS, have been established with the adoption of Commission Implementing Regulation (EU) 2020/469, applicable as of January 27, 2022. The introduction of radiotelephony (RT) phraseologies for the provision of FIS/AFIS is necessary to ensure unambiguous air–ground voice communication, thus increasing safety.

This Notice of Proposed Amendment (NPA), therefore, proposes the necessary amendments to ED Decision 2013/013/R adopting the AMC and GM to Commission Implementing Regulation (EU) No 923/2012 on Standardised European Rules of the Air (SERA), and more specifically to Appendix 1 to AMC1 SERA.14001, by introducing:

  • a comprehensive set of AFIS RT phraseologies for air–ground voice communications between pilots and ATS units;
  • some additional RT phraseologies applicable to both FIS and AFIS to address specific operational situations; and
  • structural amendments to Appendix 1 to clearly indicate which RT phraseologies are applicable when different ATS are provided (ATC service and/or FIS, including AFIS), thus supporting their harmonised use in a safe manner.

29th April 2021

COMMISSION IMPLEMENTING REGULATION (EU) 2021/664 of 22 April 2021 on a regulatory framework for the U-space.


Commission Implementing Regulation (EU) 2021/666 of 22 April 2021 amending Regulation (EU) No 923/2012 as regards requirements for manned aviation operating in U-space airspace, has been published in EUR-Lex.



18/11/2020   EASA General Updates - November 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 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.




Cabin Crew Recurrent Training

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.

 EASA Safety Conference

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.


Initial Airworthiness

EASA published the updated Easy Access Rules for Airworthiness and Environmental Certification of Aircraft (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 I (Part 21) to Commission Regulation (EU) No 748/2012, which are annexed to ED Decision 2020/006/R on ‘Aircraft Cybersecurity’.

2nd October 2020 - NPA 2020-09 – Regular update of AMC-20


Part of this of this Notice of proposed Amendment (NPA) is a joint proposal by the European Union Aviation Safety Agency (EASA) and the Federal Aviation Administration (FAA) to amend in harmonisation both the EASA AMC-20 and FAA AC-20 documents, by creating a new EASA AMC 20-193 and a new FAA AC 20-193 on the use of multi-core processors (MCPs).

In addition, this NPA proposes the amendment of:

  • EASA AMC 20-136 on aircraft electrical and electronic system lightning protection; and
  • EASA AMC 20-158 on aircraft electrical and electronic system high-intensity radiated fields (HIRF) protection.

The objective of this proposal is to update AMC-20 and AC-20 in order to reflect the current state of the art.

Overall, the proposed documents would provide economic benefit by streamlining the certification process, would have no safety, social or environmental impact, and would incorporate in A(M)C 20-193 the already harmonised MCP guidance for use on all types of aircraft, instead of each authority issuing separate project related guidance.

28th September 2020 - NPA 2020-08 – Regular update of the Certification Specifications for Operational Suitability Data (OSD) Flight Crew Data (CS-FCD)

The objective of this Notice of Proposed Amendment (NPA) is to propose amendments to the Certification Specifications for Operational Suitability Data (OSD) for Flight Crew to reflect, within the scope of regular updates, best practices and experience gained since its first implementation. (CS FCD Initial Issue was published on 31 January 2014).

To this end, this NPA proposes the following amendments to CS-FCD:

  • An update of the evaluation process setting up type rating requirements, training programmes and evaluation descriptions. The update comprises the review of evaluation tests (T Tests) to facilitate the comprehension and understanding.
  • An update of the evaluation process (diagram) to clarify the T test evaluation flow and logic for same or new type rating.
  • The inclusion of guidance material (GM) on the evaluation process. The new GM runs through the stages of the process, describes the purpose of each evaluation test, and identifies type ratings and level of training and checking requirements.
  • Clarification of the applicability of OSD Flight Crew to new applications for TC. The clarification was required due to the removal of the ‘complex motor-powered aircraft’ definition from the Basic Regulation (Regulation (EU) 2018/1139), and does not change the applicability.
  • Alignment with the ongoing revision of CS-FSTD in the context of the upcoming Issue 3. The alignment takes on board the updated FSTD capability signature and difference level of training for FSTD features.
  • A revision of the scope of CS-FCD to identify all the subjects covered in the CS.
  • Development of definitions for ‘checking’, ‘evaluation subjects’, ‘modification’ and ‘type of aircraft’ for the purpose of CS-FCD.
  • Clarification of the content of Master Difference Requirement tables. Elements identified in the table are the highest difference levels for training, checking and currency from the Difference Requirement (DR) tables.
  • Review and update of the difference levels for training, checking and currency. The removal of Level E for currency to align with the evaluation process setting type rating requirements and training programmes.
  • Renaming of Operator Difference Requirement (ODR) tables as DR tables to differentiate from Regulation (EU) No 965/2012 on air operations, including revision of elements pertaining to the table.
  • Alignment with current practice of the location to record the determination of a type rating or variant. The OSD for flight crew are identified to record this data.

The proposed amendments are expected to facilitate the applicant’s compliance with the OSD requirements for flight crew and increase efficiency by rendering the evaluation process of applications more comprehensible. Overall, the proposed changes are expected to have a moderate safety benefit, and they would have no social or environmental impact.

Comment Response Documents

CRD 2019-13 - Regular update of the Certification Specifications for Cabin Crew Data (CS-CCD) in relation to NPA 2019-13


CRD 2020-06 – Implementation of the latest CAEP amendments to ICAO Volumes 1, II and III in relation to NPA 2020-06


Terms of Reference

30th October - ToR RMT.0709 – Prevention of catastrophic accidents due to rotorcraft hoist issues


The current certification specifications relating to the certification of rotorcraft hoists do not provide sufficient clarity on what is required to achieve certification and are not being appropriately applied. In addition, some failure modes are not consistently taken into consideration, and this is reflected in in-service experience. A significant number of safety occurrences have been reported that are attributed to rotorcraft hoist issues.

Improved industry standards that are being developed will address some of the existing design shortfalls that have been identified. This rulemaking task (RMT) will consider how best to integrate these industry standards into the certification specifications for rotorcraft hoists. The improvements in the standards relating to the certification of rotorcraft are expected to significantly reduce the risk of catastrophic accidents in human external cargo operations.

Part 21 Light – Making design & Manufacturing easier – simplified entry levels for small low risk aircraft

As part of the GA Roadmap 2.0, EASA made a commitment to drastically simplify the airworthiness system (design and production) for the lower end of General Aviation (GA) with smaller and less complex aircraft and with minimal risks to third parties.

Today, the design and production of these GA aircraft is mostly subject to the same regulatory requirements (‘Part 21’) as large aircraft operated in commercial air transport. This approach is now widely considered to be outdated and inefficient.

EASA is committed to proposing a new regulatory framework that fully corresponds and is proportionate to the nature, risk and needs of the GA sector while ensuring the necessary levels of safety. Therefore, EASA has started to review the current ‘Part 21’ in view of the airworthiness of GA aircraft, and in particular those intended primarily for sports and recreational use. In this respect, EASA intends to take full account of the new tools and greater regulatory flexibility introduced by Regulation (EU) 2018/1139 (the new basic Regulation).

The idea behind this new concept is to stimulate innovation, drive safety improvements and reinvigorate the EU GA market by establishing a simplified process for determining compliance of small GA aircraft with the applicable requirements and having much more proportionate requirements for the organisations involved in their design and production.


 Air Operations, Aircrew and Medical

Comment Response Documents

CRD 2016-06 (A) – Fuel planning and management: Aeroplanes – Annex I (definitions), Part-ARO, Part relation to NPA 2016-06(A)


CRD 2016-06 (B) – Fuel planning and management: Helicopters – Annex I (definitions), Part-CAT, Part-SPA, Part-NCC, Part-NCO & Part-SPO in relation to NPA 2016-06(B)


CRD 2016-06 (C) – Fuel planning and management: Aeroplane/Helicopters – Part-NCC, Part-NCO & Part-SPO in relation to NPA 2016-06(C)


11th November

AMC and GM to Part-FCL – Issue 1, Amendment 10 issued


ED Decision 2020/018/R

The objective of this Decision is to address the objective established by the General Aviation (GA) Road Map, which is to work towards simpler, lighter and better rules for GA.

The key principles for the basic instrument rating (BIR) are that the training is entirely competency-based and flexible, and focuses on the practical needs of GA pilots, and that the practical training and testing standards are similar to those of the current Part-FCL CB-IR.

The competency-based training is conducted through a modular training system. There are four modules: Module 1 is completed first, but the order in which Modules 2 and 3, and — if applicable — Module 4, are completed, is up to the applicant. The new AMC1 FCL.835 ‘Basic instrument rating (BIR)’ provides the competency criteria required for the relevant training modules of the BIR. Each module contains the required individual competencies. It will be up to the training organisation or instructor to determine whether the competencies have been assimilated to the required standard before allowing the candidate to progress to the next module or skill test. This will allow that the difference in learning speed of candidates can be taken into account for their progress.

In the existing AMC1 ARA.FCL.300(b) ‘Examination procedures’, new columns are added in relation to the exam length, the total number of questions, and the distribution of questions per the BIR modules.

Terms of Reference

7th October - ToR RMT.0392 – Regular update of air operations rules


The European Plan for Aviation Safety (2020-2024) foresees a regular update of the air operations rules (RMT.0392) to ensure safety, efficiency and proportionality of the regulatory framework of Regulation (EU) No 965/2012 (Air Ops rules). Necessary updates will reflect technological and market developments and will take into account identified implementation issues. Additionally, the lessons learned from the management of the COVID-19 crisis will be taken into account for the regular update of the Air Ops rules.

The following topics will be included in this RMT:

  • Required changes following the adoption of Regulation (EU) 2018/1139 (‘the Basic Regulation’)
  • Enable operations of electrically or hybrid powered aircraft (limited to ‘conventional’ aeroplanes and helicopters; multi-rotor electrical aircraft are not included in the scope of this task)
  • Support digitalisation of air operations by removing potential regulatory barriers and updating rules where necessary
  • Lessons learned from the application of the current rules, e.g. feedback from standardisation inspections, use of flexibility provisions, use of alternative means of compliance
  • Feedback from stakeholders during stakeholder consultations and via advisory bodies, e.g. on operations performed by a group of aircraft operators sharing the same management system or belonging to the same ‘mother company’ (also called ‘group operations’)
  • Implementation of recent ICAO Standards And Recommended Practices (SARPs) that are not subject of dedicated rulemaking tasks (e.g., extended diversion time operations (EDTO))
  • Addressing safety issues stemming from safety recommendations that are not subject of dedicated rulemaking tasks.

11th November - ToR RMT.0196 – Update of flight simulation training devices requirements


The main purpose of this task is to incorporate in the European Union (EU) regulatory framework elements from the International Civil Aviation Organization (ICAO) Doc 9625 regarding the use of flight simulation training devices (FSTDs) in flight training. The task will also address three safety recommendations (SRs) and is aimed at including results and findings from the loss of control avoidance and recovery training (LOCART) and RMT.0581 working group results. Furthermore, harmonisation with the Federal Aviation Administration (FAA) should be considered.

The current issue of the ToR marks the start of Subtask 3. Subtask 1 has already concluded and Subtask 2 started in 2019. The full scope of the work is summarised below.

Subtask 1:

The main objective of Work Package 1 (WP1) is to increase the fidelity of FSTDs by amending the CS-FSTD provisions to support the training up to the stall, as well as the new upset prevention and recovery training (UPRT) requirements as introduced in the EU regulatory framework through Regulation (EU) 2018/1974.

Subtask 2:

The main objective of Work Package 2 (WP2) is to review the technical requirements for training devices to reflect their actual capability and technology advancement in support of introducing the ‘task to tool’ concept for aeroplanes.

Subtask 3:

The main objective of this task is to introduce new certification specifications in CS-FSTD(H), including special conditions, for vertical take-off and landing (VTOL) requirements — based on the ‘task to tool’ concept introduced with WP2 in CS-FSTD(A) Issue 3 — covering helicopters, power-lift, tilt rotor and other VTOL aircraft. In addition, the task is aimed at developing appropriate standards for new technologies including virtual reality (VR), off-board instructor operating station (IOS) and secondary motion system. The task is also intended to enhance the crediting of training for flight crew using training systems . Finally, it is aimed at developing more proportionate requirements for FSTD operators that operate only flight navigation and procedures trainers (FNPTs) and other simulation training tools, and at reviewing the initial qualification process of these FNPTs to transfer the responsibility to the training device manufacturer.

 Unmanned Airborne Systems

22.10.2020 – EASA delivers broker solution to enable European wide sharing of drone registration data


The European Union Aviation Safety Agency (EASA) has delivered a digitalised and secure system for the exchange of drones registration data among the national authorities of the Member States, putting the technical framework in place to allow registered users to fly their drones anywhere in the European Union with a single registration.

Drone users will be legally obliged to register as users of their drones with their national aviation authorities from December 31, 2020, when the European regulation on drones (EU) 2019/947 takes effect.

“Drones are a new entrant to busy urban environments in particular, and it is important that the aviation authorities know who is using them and for what purpose, to ensure that citizens who are going about their daily business feel, and indeed are, safe, even if drones are flying nearby,” said EASA Executive Director Patrick Ky.

“We want to make this process as straightforward as possible for the users. The repository allows information registered with one authority to be shared with others, creating the basis for seamless drone usage across the European Union without the need to register in separate Member States.“

 General Updates

EASA published the Easy Access Rules for Occurrence Reporting, composed of Regulation (EU) No 376/2014, Regulation (EU) 2015/1018, as well as Commission Guidance Material on Regulation (EU) No 376/2014 and its implementing rules.


This document on the reporting, analysis and follow-up of occurrences in civil aviation will be updated regularly to incorporate further changes and evolutions to the content.

EASA Safety Conference

The link below is for the conference. Further links are provided to the presentations and video recordings of the conference.



Information concerning the Rotorcraft and VTOL Symposium 2020 can be found here:



10th November ED Decision 2020/017/R - AMC and GM to Part-ATS — Issue 1, Amendment 3


The objective of this Decision is to maintain a high level of safety in the provision of air traffic management (ATM)/air navigation services (ANS), especially air traffic services (ATS).

Following the amendment of Commission Implementing Regulation (EU) 2017/373 (ATM/ANS Regulation) by Commission Implementing Regulation (EU) 2020/469 and Commission Implementing Regulation (EU) 2020/1177, this Decision serves as corrigendum to a specific acceptable means of compliance (AMC) and guidance material (GM) to Part-ATS issued with EASA ED Decision 2020/008/R.

EASA has published the updated Easy Access Rules for Air Traffic Management/Air Navigation Services (Regulation (EU) 2017/373)

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.

This updated document contains the applicable rules for the providers of Air Traffic Management/Air Navigation Services and other Air Traffic Management network functions, displayed in a consolidated, easy-to-read format with advanced navigation features through links and bookmarks.

It covers Commission Implementing Regulation (EU) 2017/373 and all its annexes, i.e. Annex I ‘Part-Definitions’, Annex II ‘Part-ATM/ANS.AR’, Annex III ‘Part-ATM/ANS.OR’, Annex IV ‘Part-ATS’, Annex V ‘Part-MET’, Annex VI ‘Part-AIS’, Annex VII ‘Part-DAT’, Annex VIII ‘Part-CNS’ Annex IX ‘Part-ATFM’, Annex X ‘Part-ASM’, Annex XI ‘Part-ASD, Annex XII ‘Part-NM’, and Annex XIII ‘Part-PERS’, followed by the related Acceptable Means of Compliance (AMC) and Guidance Material (GM).

Revision from November 2020 incorporates:

  • the updated implementing measures for the providers of meteorological services applicable as of 5 November 2020 and introduced by the amendment to Commission Implementing Regulation (EU) 2017/373 by Commission Implementing Regulations (EU)2020/469 and 2020/1177, and
  • the associated AMC/GM published with the ED Decision 2020/008/R.
  • Currently applicable as of 5 November 2020: Easy Access Rules for Air Traffic Management/Air Navigation Services (Regulation (EU) 2017/373


  • Applicable as of 27 January 2022: Easy Access Rules for Air Traffic Management/Air Navigation Services (Regulation (EU) 2017/373


Being generated through the eRules platform, the document will be updated regularly to incorporate further changes and evolutions to the Implementing Rules, AMC and GM.

Balloons & Sailplanes

6th October 2020


The revised publications contain the following changes:

Balloon Rule Book – Easy Access Rules – Revision from September 2020
This publication contains the applicable rules on air operations, licensing, maintenance and certification of balloons. It includes the current Implementing Rules (IRs), Certification Specifications (CS), Acceptable Means of Compliance (AMC) and Guidance Material (GM), displayed in a consolidated, easy-to-read format with advanced navigation features through links and bookmarks.
The revision from September 2020 incorporates  the following:

  • Amending Regulation (EU) 2020/357 (Air operations, updated with new Annex III to Reg. (EU) 2018/395 containing rules on balloon pilot licences
  • Annex Vb (Part-ML) to Regulation (EU) No 1321/2014 on Continuing Airworthiness (as amended by Regulations (EU) 2019/1383, (EU) 2019/1384 and (EU) 2020/270)
  • ED Decision 2020/003/R (new AMC & GM on balloon pilot licences)
  • Part-ML AMC/GM issued by ED Decision 2020/002/R (Continuing Airworthiness).

Sailplane Rule Book – Easy Access Rules – Revision from September 2020
This publication contains the applicable rules on air operations, licensing and certification of sailplanes. It includes the current Implementing Rules (IRs), the certification specifications (CS) for sailplanes and powered sailplanes (CS-22), Acceptable Means of Compliance (AMC) and Guidance Material (GM), displayed in a consolidated, easy-to-read format with advanced navigation features through links and bookmarks.
The revision from September 2020 incorporates the following:

  • Regulation (EU) 2020/358 (amending the Cover Regulation, Annex I and Annex II and introducing new Annex III — Requirements for Sailplanes Flight Crew Licensing (Part-SFCL) to Reg. (EU) 2018/1976);
  • ED Decision 2020/004/R (new AMC and GM to Annex III (Part-SFCL)).


10th November - ED Decision 2020/016/R – AMC & GM to rules of the air


AMC and GM to the rules of the air — Issue 1, Amendment 3

The objective of this Decision is to maintain a high level of safety for services and procedures in air navigation.

Following the adoption of 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 and amending among others Commission Implementing Regulation (EU) No 923/2012 (SERA Regulation), this Decision amends the acceptable means of compliance (AMC) and guidance material (GM) to the rules of the air with regard to the ATC phraseologies to be used following the need to implement the ICAO Global Reporting Format as of August 2021.

The AMC and GM have been developed and consulted concurrently with the related implementing rules (IRs) and published for information along with Opinion No 03/2019. Based on this Opinion, the European Commission adopted Commission Implementing Regulation (EU) 2020/469 of 14 February 2020 which as stated above was amended by Regulation (EU) 2020/1177.

28/09/2020   General Updates - September 2020


The European Union Aviation Safety Agency (EASA) has published its 2020-2022 research agenda, which comprises an updated list of research requests identified by Agency experts and external stakeholders in the fields of aviation safety, security, environmental protection and public health risks.

The main aims of the research requests in the agenda are to:

  • prepare the evolution of aviation standards
  • support the development of new safety and security management concepts/methods/tools
  • investigate safety and security threats, support reactive safety management
  • obtain knowledge and data on novel products, technologies or types of operation

For more details on EASA-led research projects and other projects EASA is involved in, take a look at the Research & Innovation domain.



COLOGNE/BEIJING, September 3, 2020 – The EU-China Bilateral Aviation Safety Agreement (BASA) went into effect this week, giving a boost to the regions’ aviation manufacturers by simplifying the process of gaining product approvals from the European Union Aviation Safety Agency (EASA) and the Civil Aviation Administration of China (CAAC), while also ensuring high safety and environment standards will continue to be met.




As an overview of the safety situation in aviation in Europe, EASA published on the 30th July the 2020 edition of its Annual Safety Review (ASR).  The ASR identifies the most important safety challenges faced in European aviation today and supports the decision making for the next edition of the European Plan for Aviation Safety (EPAS) to further improve aviation safety and environmental protection throughout Europe.



The European Union Aviation Safety Agency (EASA) has signed an implementation procedure for the EU-Japan Bilateral Aviation Safety Agreement (BASA) agreed between the European Union and Japan. The procedure signed with the Civil Aviation Bureau of the Ministry of Land, Infrastructure, Transport and Tourism of Japan (JCAB) will facilitate the validation of airworthiness certificates on aeronautical products between the EU and Japan.

The Technical Implementation Procedures (TIP) commenced on July 9, 2020.

This represents a major milestone in the relationship between the two parties and allows for a provisional application of the EU-Japan BASA which was signed on June 22, 2020.



EASA publishes new Easy Access Rules for Board of Appeal, Fees & Charges, Fines & Penalties & Standardisation Inspections



EASA publishes additional Easy Access Rules to facilitate stakeholder's access to the following Easy Access Rules related to Aircrew and Air Traffic Management/Air Navigation Services



The Annual Safety Recommendations Review is produced by the European Union Aviation Safety Agency (EASA). This edition provides an overview of the safety recommendations that have been addressed to EASA in 2019. It also presents the replies produced during the year.

This annual review aims at providing feedback on the follow-up given to safety recommendations in the context of openness, transparency and accountability that characterises European Public Administration.

Apart from its safety-related informative character, this review is also expected to provide relevant information related to safety concerns raised, for both EASA and its stakeholders, including the European public.

Neither the European Union Aviation Safety Agency, nor any person acting on behalf of the European Union Aviation Safety Agency may be held responsible for the use that might be made of the information contained within.

28/09/2020   Commission Delegated Regulation (EU) 2020/1234

Commission Delegated Regulation of 9 June 2020 amending Regulation (EU) No 139/2014 as regards the conditions and procedures for the declaration by organisations responsible for the provision of apron management services



18/08/2020   ED Decision 2020/014/R

The objective of Decision 2020/014/R is to ensure the harmonised implementation of Commission Implementing Regulation (EU) No 1207/2011 (the surveillance performance and interoperability (SPI) Regulation) for airborne and ground-based surveillance systems in a safe, efficient, cost-effective and proportionate manner. The correct implementation of the SPI Regulation will enable a harmonized surveillance function and the rationalisation of the surveillance infrastructure within the Single European Sky (SES) airspace.


23/06/2020   General Aviation Roadmap

The EASA General Aviation team has published an update on the EASA General Aviation Roadmap 2.0 – the second phase of the GA roadmap. This covers details that were originally planned to be shared at the AERO Friedrichshafen show in April, which unfortunately did not take place due to COVID-19.  

The leaflet highlights a number of achievements. These include streamlined GA pilot training, simpler rules for the operation of non-commercial aircraft, the balloons and sailplane specific licensing and ops rules and the simplification of CS-STAN changes. 


10/06/2020   EASA Certifies the first electric aeroplane

The European Union Aviation Safety Agency announced the certification of an electric airplane, the Pipistrel Velis Electro, the first type certification world-wide of a fully electric aircraft and an important milestone in the quest for environmentally sustainable aviation. 

“This is an exciting breakthrough,” said EASA Executive Director Patrick Ky. “This is the first electric aircraft EASA has certified but it will certainly not be the last, as the aviation industry pursues new technologies to reduce noise and emissions and to improve the sustainability of aviation.” 


23/04/2020   Rules agreed for application of ATM/ANS in Europe

The rules defining the requirements for Air Traffic Management and Air Navigation Services (ATM/ANS) in Europe have been revised to facilitate the uniform application of global standards within Europe, the culmination of a multi-year effort by the European Union Aviation Safety Agency (EASA) to deliver clarity for its stakeholders, in particular the EU Member States.    

Standards for ATM/ANS are set globally by the International Civil Aviation Organisation (ICAO). The Commission Implementing Regulation (EU) 2020/469, which enters into force on April 23, 2020 transposes the relevant ICAO provisions into the EU regulatory framework. This contributes to their implementation throughout the EU, and supporting EU Member States in fulfilling their obligation stemming from the Chicago Convention.   

The new rules will become applicable gradually, from 5 November 2020 until 27 January 2022. 


19/12/2019   EASA’s Easy Access Rules for the Basic Regulation – now available online

The Easy Access Rules include Regulation (EU) 2018/1139 of the European Parliament and of the Council of 4 July 2018 on common rules in the field of civil aviation and establishing a European Union Aviation Safety Agency.

The document contains the Basic Regulation displayed in an easy-to-read format with advanced navigation features through links and bookmarks.

The document will be updated regularly to incorporate further changes and evolutions to the content.

Click here to download your copy!

10/12/2019   ICAO Committee on Aviation Environmental Protection (CAEP)

EASA recognises that the European aviation industry needs to minimise its impact on the environment as much as possible while providing safe air transport. In addition, it is key to set European environmental requirements that are consistent with those in the rest of the world to ensure a level playing field for all actors in the aviation market.

Actions in this area will contribute to European policies on climate change, air quality, and noise reduction.

ICAO develops SARPs, including those on environmental protection. For the EU, the noise and emission requirements contained in ICAO Annex 16 are directly applicable to the EASA Basic Regulation.

The purpose of this rulemaking task (RMT) is to propose amendments to align the EASA Basic Regulation and Part-21, CS’s, and the related AMC/GM with the latest environmental protection requirements adopted by ICAO after every CAEP cycle.

27/05/2019   NPA: Management of Information Security risks

EASA are committed to ensuring that the objective of this task is to efficiently contribute to the protection of the aviation system from cyberattacks and their consequences. To achieve this objective, this NPA (NPA2019-07) proposes the introduction of provisions for the management of information security risks related to aeronautical information systems used in civil aviation. These provisions shall apply to competent authorities and organisations in all aviation domains i.e.

· DOA,

· POA,


· AMO,

· Air operations,

· Aircrew,


· Aerodromes,

and shall include high-level, performance-based requirements, and shall be supported by AMC, GM, and industry standards.

NOTE: For the purpose of this NPA, information security risks are those that may compromise the confidentiality, integrity and availability of information being stored, transmitted or processed through the aeronautical information systems used in civil aviation.

We recommend all approved organisations listed above thoroughly review the NPA’s content and provide your feedback to EASA through the EASA CRT by the consultation closing date of 27th September 2019.

24/05/2019   (EU)376/2014 alignment to Basic Regulation

The objective of this rulemaking task is to ensure that the delegated and implementing acts of the new EASA Basic Regulation and the related AMC & GM are compatible with the specific obligations stemming from Regulation (EU) No 376/2014, thereby contributing to fostering effective systems for occurrence reporting, follow-up and analysis. An NPA stemming from this RMT was published in December 2016.

The changes proposed aim at mitigating the risks of overlaps and ambiguities that exist in the current regulatory framework due to the coexistence of reporting requirements in both the new Basic Regulation and in (EU) No 376/2014. EASA expects that the proposed changes will increase legal certainty, support EASA Standardisation inspections in the area of (EU) No 376/2014, and support the implementation of effective occurrence-reporting systems as part of safety management.

Considering the interdependencies between this RMT and a number of concurrent EASA RMTs and with a view to limiting the number of Opinions issued in 2018, EASA decided to not issue a stand-alone Opinion for this RMT and hand over the rulemaking deliverables for each affected EU aviation regulation ‘Part’ to the domain-specific rulemaking units. It was also decided to publish this CRD to provide feedback to stakeholders and to extract specific guidance material developed to make it available as safety promotion material.

The domain-specific rulemaking units will consolidate and further process the regulatory material developed together with other pending RMTs for each domain. Effective coordination of these domain specific rulemaking streams by a dedicated project manager shall prevent misalignment between resulting rule changes. The following provides an overview of RMTs through which the changes proposed are planned to be implemented:

16/01/2019   Cybersecurity risks

EASA has launched a rulemaking task to explore the risks associated with Cybersecurity.  RMT.0720 looks to create a regulatory system that efficiently contributes to the protection of the aviation system from cyber-attacks and their consequences. To achieve this objective, EASA propose to introduce provisions for the management of cybersecurity risks by organisations in all the aviation domains (design, production, continuing airworthiness management, maintenance, operations, aircrew, ATM/ANS, aerodromes). These provisions would include high-level, performance-based requirements, and would be supported by AMC & GM material and industry standards.

The key milestones for this activity are to open consultation in Q2 of 2019 leading to a proposal to the European Commission a year later with the implementation by Q4 2021.

Our customers often express interest in this area, so we highly recommend that those involved in design, production, continuing airworthiness management, maintenance, operations, aircrew, ATM/ANS, aerodromes get involved at the key stages of this rulemaking activity.

16/01/2019   Baines Simmons Brexit information

"So the meaningful vote on the Government's Brexit agreements has come and gone and we are no further forward." Read Bob Simmons' latest Brexit blog, discussing potential outcomes and the impact to the Aviation industry.

We are here to help all our clients should you have any questions or need assistance during this time.

17/12/2018   Baines Simmons Brexit information

Brexit is one of the hot topics of discussions in all our deliveries and the basic fact is that no-one knows what will happen just yet, so our Director, Bob Simmons, has produced a blog to answer some questions where we can provide clarity.   Click here to see what he has to say.

We are here to help all our clients should you have any questions or need assistance during this time do not hesitate to contact us.

07/11/2018   UK Air Navigation Order

The fifth edition of the Air Navigation Order, amendment 28 September 2018 of CAP 393 has been published.  To fully appreciate the changes to the document, we recommend all those affected by this UK legislation review the changes for themselves by clicking on the link in this article.

28/06/2018   EASA takes on new responsibilities

It has been announced that EASA welcomes the adoption of updated aviation safety rules for Europe which include a new mandate for EASA.

This new mandate consolidates EASA’s scope to cover the full spectrum of the aviation landscape and reinforces the European aviation system as a whole, with the possibility for EASA and European Member States to work closer together in a flexible way.

EASA Executive Director Patrick Ky, said: “In a sector facing unprecedented technological transformation, it was important to provide EASA with the proper tools and legal foundation to support the development of the aviation industry in particular in domains like drones and digitalisation. At the same time we need to preserve the European society aspirations for a safer and environmentally friendly world.”

The so-called new Basic Regulation formalises EASA’s role in the domain of drones and urban air mobility, enabling EASA to prepare rules for all sizes of civil drones and harmonize standards for the commercial market across Europe. The regulation enlarges their role in areas such as in environmental protection, research and development, or international cooperation. The new mandate also gives them a coordinating role in cybersecurity in aviation.

This week’s vote of the Council of the European Union concludes the legislative procedure. The regulation will be published in the EU Official Journal by the end of July and will enter into force at the end of the summer break.

To read the full document, click here

22/06/2018   EC-FAA Bilateral Oversight Board Decision 8

The European Community and the Federal Aviation Administration have signed an agreement that will pave the way to lower fees that EASA charges U.S. manufacturers to validate their design approvals.

The agreement–called Bilateral Oversight Board Decision 8 (BOB-8) was formalized at the 17th Annual FAA-EASA International Safety Conference in Washington, DC.

EASA and the FAA have previously signed revisions to the TIP that reduce the time and effort to validate design approvals. Following verification and confirmation, BOB-8 allows further recognition of the reduced involvement of the validating authority and opens the door for lower fees charged by EASA. The agencies will also be able to approve basic aircraft type certifications with minimal scrutiny.

BOB-8 is a further recognition that both EASA and the FAA fully subscribe to the philosophy that safety in today’s global aviation market depends to a great extent on international partnerships between aviation regulators.

EASA and the FAA also expect to sign an update to the Validation Improvement Roadmap at the FAA-EASA Safety Conference. The roadmap helps guide further streamlining of validation approvals by allowing each side to optimize reliance on the other’s certification system and eliminate or reduce technical involvement.

02/02/2018   European Plan for Aviation Safety

EASA has published the European Plan for Aviation Safety (EPAS) 2018 - 2022, which is a key component of the European Aviation Safety Programme (EASP), providing a coherent and transparent framework for safety work at regional level, helping the identification of major safety risks and actions to take, supporting Member States to implement their State Safety Programmes (SSP) and the Global Aviation Safety Plan (GASP), and aiding the sharing of best practice and knowledge. The plan also includes European states not under the EASA umbrella.

The 2018-2022 edition of the EPAS is based on the following principles:

One comprehensive document. The EPAS and RMP have been combined into one single document, thus providing the EASA stakeholders with a comprehensive and coherent vision of what EASA intends to do in the coming years in order to improve safety or the environmental performance of the aviation sector (safety/environment driver), to support fair competition and free movement of persons and services (level playing field driver), and to support business, technological development and competitiveness (efficiency/proportionality driver).

The regional dimension. During ICAO 39th Assembly, ICAO Members supported the application of a regional approach to safety, capacity and efficiency improvements through the establishment of regional partnerships (such as Regional Aviation Systems), where appropriate regional aviation safety oversight organisations (RSOOs) should have significant potential to ensure the future safety of air navigation globally. Furthermore, the application of a regional approach will ensure that, in the spirit of resolution A39-23, No Country is Left Behind. In this context, the inclusion in EPAS of International Cooperation and Technical Training strategies emphasises the need to consider more than ever the coordination of, and support to, safety actions at regional and international levels, thereby acknowledging the growing role of RSOOs.

Rulemaking cool-down. The document materialises the ambition to cool-down the rulemaking output already set up in the previous edition. In particular, the delivery of the number of opinions over the next five years has been reduced as compared to the previous years. This reflects the need to put more focus on supporting the implementation of recently adopted regulations and give priorities to other means to improve safety, notably like Focused Oversight and Safety Promotion. The shift to Safety Promotion is particularly significant in the field of General Aviation safety.

Research. The research actions have undergone a full review, resulting in the incorporation of new research projects. This illustrates the growing importance of Research in the EU policies as an enabler to enhance safety.

The strategic approach in the areas of research, international cooperation, technical training and oversight is described in section 3.2 Strategic enablers. This section is new in this year’s edition. The strategic priorities identified in the previous edition have been confirmed by stakeholders and therefore remain unchanged in this edition.

15/10/2017   EHEST Helicopter Flight Instructor Manual

The European Helicopter Safety Team has published Issue 2 of the EHEST Helicopter Flight Instructor Manual.  They have developed this fully illustrated Helicopter Flight Instructor guide based on a manual developed by the Australian Civil Aviation Safety Authority (CASA) and other international organisations. EHEST were fortunate that CASA kindly made the contents of the publication available for dissemination without restriction. In Issue 1, EHEST incorporated changes to reflect European terminology and syllabus content and also enriched the manual.

EHEST says that Issue 2 features a series of further changes and improvements such as chapter reorganisation matching the EASA Part FCL syllabus requirements. The Guide is in two parts: Part 1 covers the Teaching and Learning syllabus of the Flight Instructor Course including pedagogical theory, human performance, threat and error managements and richer content addressing training programme development and administration accompanied by new pictures and illustrations; Part 2 covers the PPL(H) Air Exercises with lesson objectives added as a handy checklist for instructors.

EHEST expect that it will be a great resource for the European flight instructors, who may freely download and use the manual form the EASA website by clicking on this link.

18/09/2017   EASA signs Cooperation Arrangement on Aviation Safety with Germany and France

EASA is expanding its cooperation in the military field with the signature of a cooperation arrangement with the Luftfahrtamt der Bundeswehr (German Military Aviation Authority - GMAA).

The domains of cooperation include Airworthiness, Flight Operations, Licensing/Organisation Approvals/Recognition and Aviation Medicine with focus on:

  • Aviation Safety
  • Incident reporting systems
  • Cybersecurity in Aviation
  • Remotely Piloted Air Systems (RPAS)
  • Performance Equivalent
  • Air Traffic Management

The Arrangement, which enters into force immediately, was signed by Patrick Ky, EASA Executive Director and Major General Dr. Ansgar Rieks, Director General of the GMAA.

This is the third cooperation arrangement signed by EASA in the military field and comes only days after Patrick Ky signed a similar cooperation arrangement with the French Ministry of Defence. The first cooperation arrangement was signed with the Italian Ministry of Defence earlier this year.

If you wish to read more about the agreements, more details can be found on the respective country pages.

16/08/2017   Safety Promotion for Rotorcraft

EASA has established the European Safety Promotion Network Rotorcraft (ESPN-R).  This team develops, disseminates and evaluates Safety Promotion (SP) material and actions on a voluntary basis in support of the RSC, of EASA and of the industry. The ESPN-R can also contribute to Safety Promotion campaigns.

They also contribute to the implementation of rotorcraft Safety Promotion actions from the European Plan for Aviation Safety (EPAS), rotorcraft section, and can suggest Safety Promotion actions for inclusion in the EPAS or other considerations.

Scope includes but is not limited to operations and (Safety) Management Systems, training and emerging safety-enhancing technologies, for which R&D material, studies, previous European Helicopter Safety Team (EHEST – closed in 2016) work and expert advice is considered.

The ESPN-R also contributes to ensuring that Safety Promotion material reaches the target audience in addition to authority and industry channels. The ESPN-R facilitates a dedicated forum on LinkedIn with more than 1300 participants and organises an annual safety workshop at HELITECH Intl.

The ESPN-R manages relations with the International Helicopter Safety Team (IHST) on behalf of the RSC and informs and coordinates on rotorcraft Safety Promotion with the Safety Promotion Network (SPN), which was established by EASA in 2016.

We recommend helicopter operators and helicopter maintenance organisations to engage with the ESPN-R to further enhance safety initiatives in the rotorcraft industry.

17/07/2017   Changes to birdstrike reporting in the UK

The UK CAA is withdrawing the birdstrike reporting form SRG 2004 with effect from 1st August 2017 following on from the implementation of EU regulation on reporting, analysis and follow-up of occurrences (EU)376/2014, which lays down the requirements for reporting, amongst other topics, wildlife strikes, which include birdstrikes.  The UK CAA state that birdstrikes will not be differentiated from other reportable occurrences.

14/07/2017   Global aircraft De-Icing standards

As global harmonisation continues, common rules for De-Icing are changing.  CAT.OP.MPA.250 and SPO.OP.175 relate to the establishment of procedures for De-Icing and direct operators to the Association of European Airlines (AEA) publications.  As part of the global harmonisation, the AEA has decided to discontinue their annual publications when the new global standards would be ready for use.  These global standards consist of several documents, all supported by ICAO and IATA.  Additionally EASA considers FAA Holdover Time Guidelines as an acceptable reference for use by operators when published as part of the Ops manuals.

For more detailed information on this significant safety topic, please refer to EASA Safety Information Bulletin 2017-11

11/07/2017   Regional Safety Oversight Organisations (RSOOs)

RSOOs are a means through which a group of States collaborate, share best practices, safety oversight tasks and resources, with the aim to establish and maintain an effective aviation safety oversight system.

In Europe, 28 EU Member States and Iceland, Liechtenstein, Norway and Switzerland have agreed to cooperate in the area of aviation safety. EASA, as an Agency of the European Union, is an RSOO for Europe. EASA carries out tasks which have been transferred from States to the EU and is assisting States in the implementation of the safety regulatory framework, e.g. by providing training.

There are many other RSOOs in other regions of the world. A list is published by ICAO.

During the 39th ICAO Assembly in September/October 2016, Europe tabled a Working Paper explaining which benefits regional cooperation mechanisms could have for aviation safety. The deliberations at the Assembly resulted in the adoption of a Resolution with the objective to strengthen RSOOs and make use of them wherever this can be advantageous for the States.

More recently, ICAO and EASA organised the RSOO Forum 2017. The Forum endorsed a Global Strategy and Action Plan for the Improvement of RSOOs and the Establishment of a Global System for the Provision of Safety Oversight. The Strategy and Action Plan foresee also the set-up of an RSOO Cooperative Platform. EASA is supporting ICAO in its RSOO activities.

14/06/2017   EASA Annual Safety Review

EASA has published its Annual Safety Review and states that 2016 has brought continued improvements in safety across almost every operational domain. It was the lowest year in terms of fatalities in airline operations in aviation history. However, the fatal accident involving a cargo flight in Sweden that took place in January highlighted the complex nature of aviation safety and the significance of addressing human factor aspects in further reducing accidents. Additionally, the tragic accident involving an EC225 helicopter in Norway in April 2016 shows the importance of joining forces and together maintaining safety as an aviation community.

During the past year EASA has advanced and developed key strategic activities across a diverse range of new and emerging issues. EASA has recently published a NPA on the regulatory framework for the operation of drones. With the emergence of new and more sophisticated cyber threats, EASA has commenced the implementation of the European Centre for Cyber Security in Aviation. The Agency continues to work with partners in Europe and at a global level to monitor the threat of conflict zones and provide rapid advice to civil aviation.

Over the past year, the Agency has further refined the way in which it applies Safety Risk Management principles.  In particular, the collaborative analysis groups, which bring together expertise from authorities and industry stakeholders have proved to be successful tools in further underpinning a data-driven approach to managing safety, which is now also reflected in the latest edition of the European Plan for Aviation Safety (EPAS). These various efforts will help to ensure our continued vigilance and help improve safety for today and into the future.

Baines Simmons is at the forefront of many of these safety initiatives and we can offer assistance to industry to develop safety thinking within our community.

20/04/2017   Principal Place of Business – UK CAA

The UK CAA has issued Information Notice IN-2017-14 stating their interpretation of the term ‘Principal Place of Business’.

Many EU Regulations state that the Competent Authority for the oversight of an Organisation is determined by the location of that Organisation’s “principal place of business”. Consequently, it is important to be able to establish an organisation’s “principal place of business” in a way that is rational and consistent. This is particularly helpful in cases such as where the “principal place of business” and the approved activity are not in the same country or where an organisation decides to move their “principal place of business”.

To provide greater clarity in the determination of the location of an organisation’s principal place of business, the CAA has established some criteria that constitute evidence of principal place of business being in the UK.

This Information Notice is intended to clarify the CAA’s interpretation of the term “principal place of business”.

We recommend all approved operators and organisations currently established in the UK to review this document to ensure that their situation meets the CAA’s definition.

14/03/2017   Alignment of IR’s - Mandatory Occurrence Reporting Scheme

EASA has extended the consultation period of NPA 2016-19 until the 22nd May 2017.  We strongly recommend that you review the NPA and if you wish to comment on this important rulemaking activity, please do so via the Agency’s automated Comment-Response Tool (CRT) which is available by clicking here

09/03/2017   2nd Helicopter Safety Culture Seminar

The CAA and British Helicopter Association (BHA) are holding a 2nd Safety Culture Seminar at London Oxford Airport, on 17 May 2017. The BHA intend that the Seminar will promote dialogue and debate amongst the helicopter community with the aim of raising awareness and reducing occurrences.   If you wish to find out more information on this Safety Seminar, then please contact the BHA directly through their website.

22/02/2017   Early overview of 2016 Air Safety Figures

EASA has published its Preliminary Safety Review 2017 covering Commercial Air Transport (CAT) Aeroplanes. This report covers both worldwide operations and those involving the 32 EASA Member States.
With 3 per million flights, the 2016 accident rate of EASA Member States is 0.0003 % of all CAT flights, and it improved by 43% compared to 2015. One fatal accident which occurred in Sweden with a cargo plane killing 2 flight crew reminded us that safety can never be taken for granted. The serious incident rate in 2016 is 16 per million flights which is an increase by 38% compared to 2015.
The Agency carries on to state that the most relevant key risk areas continue to be Aircraft Upset, Runway Excursion and Aircraft System failure, together with their associated safety issues: Flight crew awareness, monitoring of aircraft parameters, handling of technical failures and Crew Resource Management (CRM).
With the spotlight getting more and more focussed on operators and organisations, with their behaviour affecting safety, this report is important to understand so that we can all work to improve these figures year on year.

01/07/2016   EASA Annual Safety Review 2016

The Review has recently been published. It paints a rather mixed picture with just the one fatal accident involving member states CAT. However, a higher number of non-fatal accidents occurred in 2015 compared to the 10 year average.

The report shows that aviation safety is being challenged by new threats and emerging risks. To address these new risks, the aviation community must continuously review and adjust the way it operates.  Safety levels in Europe are also influenced by events in countries outside the EU and as such EASA have increased technical support to non‑EU states so that the same safety principles can be shared with others, particularly economically emerging countries.

Conflicts around the world continue to challenge aviation authorities in their efforts to ensure the safe trans­port of passengers. The new threats highlight the need to further strengthen the links with security agencies. Towards this direction, EASA appointed a special military advisor to assist in the assessment of risks and to for­mulate appropriate mitigations. However, safety and security risks are taking new forms through cybersecurity weaknesses and threats. EASA’s cybersecurity strategy has been endorsed and is currently being implemented.

Looking at the increasing population of unmanned aircraft systems (drones/RPAS), EASA has also been very active having proposed a flexible regulatory scheme to ensure their operation does not affect the safety of the rest of the aviation system. EASA, together with manufacturers and scientists are assessing the risk of collisions between drones and other aircraft.

We recommend that when comparing any safety statistics to bear in mind that statistics are gathered and measured using different methodologies and parameters. As such any like for like comparison with statistics from other organisations, such as Flight Global, may offer a different picture.

08/03/2016   EU to launch negotiations with China and Japan for new safety agreements (BASA)

Just three months after its adoption by the European Commission, the Aviation Strategy is starting to deliver its first results. The Member States have authorised the European Commission to open negotiations with China and Japan in view of concluding Bilateral Air Safety Agreements.

Bilateral aviation safety agreements (BASA) are signed between the EU and third countries in order to enable cooperation in the aviation safety domain, including certification, testing and maintenance of aeronautical components, air operations, flight crew licensing, air traffic management and airports. They remove the duplication of oversight activities and support mutual safety recognition between the EU and third countries. This reduces the transaction cost of exporting aircraft, while ensuring high levels of safety in partner countries and helping to harmonise product standards worldwide.

EASA believes that such agreements enhance air safety worldwide and contribute to the global competitiveness of the European aviation industry by cutting red-tape and facilitating exports.

More about this activity can be found on the European Commission website.

17/12/2015   UK CAA revises its Occurrence Reporting FAQs

The UK CAA has provided further information on the new Occurrence Reporting Regulation and its implementation in the UK, through it Information Notice IN-2015/117.

Relevant stakeholders, including individuals licensed by the UK CAA and/or organisations under the oversight of the UK CAA are recommended to review this information.

09/12/2015   European Commission presents a new Aviation Strategy for Europe

The European Commission has adopted its new Aviation Strategy which it considers will enable European aviation to maintain its leadership worldwide and continue to grow in a very competitive global environment. To achieve this objective, the 4 priorities of its strategy are to:

  • facilitate access to business opportunity worldwide for the European aviation industry through the signature of new external aviation agreements;
  • reduce the limits to growth in the air and on the ground by tackling the fragmentation of European airspace and the congestion of Europe’s busiest airports;
  • maintain high EU-wide standards in terms of safety, security, environmental protection, social issues and passenger rights in a context of growing air traffic; and
  • make progress on innovation, digital technologies and investments for example by unleashing the full potential of the growing drone industry.

One key element of this new EU Aviation Strategy is to propose the reinforcement of the role of EASA through the revision of EASA Basic Regulation. The Commission’s goal is to:

  • adapt the EU regulatory system to new challenges and new safety threats;
  • improve the efficiency, proportionality and flexibility of the system; and
  • optimise the use of available resources at EU level.

For more information from the Commission on its EU Aviation Strategy visit its website.

In terms of Regulations, the Commission has issued its own “NPA” to the Parliament and Council to change and expand the scope of the Basic Regulation significantly, as a result of the dual path consultation process that was undertaken earlier in the year. The Commission document is available on the EUR-LEX website here.

Example areas of interest are:

  • Unmanned aircraft design and operations;
  • Ground handling and ramp management services;
  • The European Aviation Safety Plan;
  • Competent authority resources; and
  • Qualified entities

We strongly recommend all individuals and organisations involved in European Aviation, including those not explicitly within the scope of the currently Basic Regulation to review the Commission’s website and more specifically the detailed of the significant proposed changes to the scope of the Basic Regulation.

18/11/2015   EASA reminds industry of new Occurrence Reporting requirements

EASA has issued a timely reminder to all stakeholders that, since November 15, the Occurrence Reporting Regulation ((EU) 376/2014) is applicable to aviation professionals, organisations, Member States and EASA itself. This regulation brings specific requirements to all aviation stakeholders on the reporting of occurrences and its subsequent processing and analysis. Especially for EASA, this regulation implies taking up new roles and responsibilities in this regard, but it also enables to have access to better information in order to address global safety challenges. In particular, gaining full access to the European Central Repository (ECR) will give EASA the opportunity to draw a more accurate safety picture of the European aviation system.

Our experience suggests that many stakeholders, including organisations located within and outside Europe are simply not aware of these requirements, and in some cases argue that their state has elected to delay implementation by 12 months. Our understanding of the Regulations concerned is that there is no “Derogation” article and that all affected parties must be in compliance. Now.

We strongly urge ALL affected individuals and organisations, including those located in Third Countries and holding EASA licences/approvals, to review:

  • their in-house (internal) reporting policies, procedures and systems;
  • their external reporting practices; and
  • their policies, procedures, and practices supporting the Just Culture within their organisation.

30/09/2015   EASA prepares to reflect Occurrence Reporting requirements into its IRs

The Occurrence Reporting Regulation ((EU) 376/2014) on the reporting, analysis and follow-up of occurrences in civil aviation introduces specific obligations for EASA, Member States’ competent authorities, individuals and approved organisations, which are in parallel with the reporting obligations under the Basic Regulation and the related Implementing Rules. While those two sets of Regulations are ‘deemed to be consistent’ overall, in practice there are a number of potential overlaps and ambiguities that need to be addressed. In addition, to make the reporting and follow-up provisions introduced by the Occurrence Reporting Regulation applicable to reports from organisations approved by EASA, it is necessary to update the relevant Implementing Rules to. Finally, all references to EU Directive 2003/42, Commission Regulations (EC) 1321/2007 or (EC) 1330/20075 in the Implementing Rules need to be removed, as these are repealed by the Occurrence Reporting Regulation.

EASA has defined the Terms of Reference for RMT.0681.

Its objectives are:

Update Implementing Rules and related AMC/GM to properly reflect requirements defined in the Occurrence Reporting Regulation (EU).

This shall:

  • provide legal certainty for reporting obligations;
  • clarify the scope of competent authority oversight; and
  • support the promotion of a ‘just culture’.

The working group’s activities:

Update EASA authority and organisation requirements / Section B and Section A requirements, as applicable, and related AMC/GM, to:

  • clearly spell out the additional organisation and management system requirements stemming from the Occurrence Reporting Regulation;
  • subject these to the organisation’s internal audit/compliance monitoring function, as well as to competent authority oversight;
  • remove any references to EU Directive 2003/42, Commission Regulations (EC) 1321/2007 or (EC) 1330/2007 and replace by references to the Occurrence Reporting Regulation where relevant;
  • remove any references to Regulation (EU) 996/20106 when related to Article 19 ‘Occurrence Reporting’ thereof (repealed by Regulation (EU) No 376/2014);
  • provide additional guidance on the application of just culture principles as part of an organisation’s safety policy; and
  • review the lists of reportable occurrences in AMC 20-8 to align with the Occurrence Reporting Implementing Rule (Regulation (EU) 2015/1081).

For the different areas under consideration, the amendments to the organisation and management system requirements stemming from Regulation (EU) No 376/2014, in particular those related to voluntary reporting, will take due account of any safety management requirements already introduced in the corresponding Implementing Rules to Regulation (EU) No 216/2008.

EASA has defined the following deliverables:

  • NPA, due by end of 2015;
  • Opinion with draft Implementing Rule(s) to amend Part-2,1Part-M, Part-145, Part-ARA, Part-ORA, Part-ARO, Part-ORO, and (Part-CAT); Regulation (EU) 139/2014, Regulations (EU) 1034/2011 and (EU) 035/2011, and Regulation (EU) 2015/340. Due by end of March 2016.
  • Decision to amend AMC and GM to all above requirements.

As this is an EASA-only rule making task, individuals and organisations can only get involved once the NPA is published. Given the potentially significant impact of the revised implementing rules and EASA’s interpretation of the Occurrence Reporting Regulation itself, we recommend all affected individuals and organisations review the NPA closely upon its publication and comment accordingly.

29/09/2015   EASA and FAA agree Revision 5 to the BASA TIP

EASA has signed an Agreement for the technical implementation procedures for airworthiness and environment certification with the FAA. By allowing the authorities to rely on each other's regulatory systems, the agreement eliminates duplicative processes, get safety enhancing equipment installed on aircraft more quickly, and save time and money for both industry and the regulatory authorities involved.

Strong partnerships are key to establishing consistent standards of safety around the world. Based on more than a decade of cooperation with FAA, the authorities have established confidence in each other's regulatory systems. Rooted in that confidence, the new safety agreement allows reciprocal acceptance of the majority of European Technical Standard Order (ETSO)-approved articles.

The new agreement with FAA also facilitates acceptance of the classification for Basic Supplemental Type Certificates (STCs). An audit process will ensure that technical classifications continue to meet established criteria, and gauge continued competency.

The framework to support these changes can be found in FAA-EASA Bilateral Aviation Safety Agreement, Revision 5 of the Technical Implementation Procedures. Learn more about this latest certification reform initiative by visiting EASA's online frequently asked questions (FAQ) page.

We recommend that all operators, CAMOs, design approval holders, and maintenance organisations review the document and the FAQs to identify how the latest changes affect current policies and procedures, etc.

30/06/2015   Commission adopts occurrence reporting criteria Regulation

Further to our article, dated 26/03/2015, the Occurrence Reporting Regulation ((EU) 376/2014) requires occurrence reporting systems to be established at organisation, Member State and Union levels, in view for all relevant civil aviation safety information to be reported, collected, stored, protected, exchanged, disseminated, analysed and followed-up. In addition, it provides for rules limiting the use of information collected to the enhancement of aviation safety and appropriately protecting the reporter and other persons mentioned in occurrence reports in view of ensuring a continued availability of safety information. It applies to all aircraft defined and covered by that Regulation, including manned aircraft and Remotely Piloted Aircraft Systems.

The Regulation requires the Commission to adopt a list classifying occurrences to be referred to when reporting occurrences, under mandatory reporting systems set out therein, and which fall within the categories of that Regulation. A second list is also required to contain a classification of occurrences applicable to aircraft other than complex motor-powered aircraft. This second list should where appropriate, be adapted to the specificities of that aviation sector.

The division in categories of occurrences to be reported provided for in the Regulation was established in order to allow the identification, by the persons designated therein, of the occurrences to be reported by each of them. In line with that objective, the lists of occurrences should be divided following the categories to which reporters should refer, according to their respective situation.

In order to meet the obligations set out above, the Commission adopted Regulation (EU) 2015/1018 and it comes into effect on 15 November 2015.

For the sake of legal clarity, we understand that EASA and the Commission are working on revisions to existing implementing rules, e.g. Part-ORO, Part-M, etc. to ensure alignment of language, etc. In the meantime readers are reminded that these new Regulations are in place, do apply to them and their activities, and must be complied with.

The UK CAA has also issued an Information Notice (IN-2015/065) with an FAQ section. The document is informative and expands upon and clarifies information published elsewhere, however it does contain a minor error on page 3 where it refers to the Implementing Regulation being “due for publication in July 2015”. The Regulation referred to has already been adopted, as stated on page 1.

We recommend that all personnel and organisations that have reporting (and other) obligations under the Occurrence Reporting Regulation familiarise themselves with the criteria laid out in this new Regulation. Organisations must review and revise, as necessary, their own internal occurrence/hazard/threat reporting systems to ensure all applicable events are captured, reported, investigated and followed up as required by the two Regulations referred to.


This new Regulation is not yet reflected on the EASA Regulations (Other) page at the time of writing, two months after its adoption by the Commission. It can only be accessed via the Eur-Lex website, currently.

We are indebted to Diehl Aircabin GmbH for informing us of the publication of this new Regulation after our RegsUpdates were issued last month.

17/06/2015   EASA Management Board Update

In response to the UK CAA’s timely reminder in its Information Notice IN-2015/047, we thought it might be useful to remind readers of the roles of the EASA Management Board (MB) and highlight some of the potential rulemaking activity being considered.

The EASA MB brings together representatives of the Member States and the European Commission; It is responsible for the definition of EASA’s priorities, the establishment of the budget and for monitoring EASA’s operation.

At the most recent meeting (02/06/2015) the following subjects (inter alia) were discussed:

Revision of Rulemaking Process The rulemaking process is being revised with three main objectives: better use of impact assessments; a quicker and more transparent consultation process; streamlining of advisory bodies such as the Regulations Advisory Group (RAG), European Aviation Safety Plan (EASP) summit and the Safety Standards Consultative Committee (SSCC).
Corrective Actions in Case of Safety Problems  EASA is considering a proposal to use Operational Directives in future for corrective actions on urgent safety problems. These would be issued to Member States for enforcement action towards organisations for which they are the competent authority, as appropriate depending on the national context.
New Business Models  EASA has set up a RAG Working Group with the objective of assessing emerging airlines’ business models, their potential impact on safety and possible mitigating measures in the form of oversight actions/recommendations/priorities for the Member States. Inputs from both Members States and Industry Stakeholders were also received through RAG and SSCC consultation.

The Group looked at a number of key topics (employment, remote basing, wet-lease, interoperability, governance, etc.) and made a number of recommendations for inclusion in the EASP. The purpose of these recommendations is to mitigate the risks associated with emerging new business models without stifling innovation or competition in the market and to ensure a common regulatory safety playing field across Member States. It was agreed that the work of the Group to date had been very valuable and that further work should continue on this important subject.


  • Plans to concentrate on the OPEN category (lighter RPAS) in the first place and to have a paper ready in July offered for wide consultation to all stakeholders including EASA MB;
  • Plans to publish guidelines in July (including for lower risk category) based on best practices in 14 Member States;
  • Continues to have two certification tasks for large RPAS (>150kg); one for fixed wing and one for rotorcraft.
  • There will be an RPAS workshop in June.
General Aviation (GA) roadmap EASA considers the work on the GA roadmap is making very good progress:

  • looking at the IFR rating;
  • looking at maintenance rules for GA aircraft; and
  • creating simpler rules for balloons across the domains with the target of adopting these by the beginning of 2016.

EASA is testing an accelerated rulemaking procedure to do this, with the intention being to adopt the same approach for gliders if the balloon test case works well.

EASA recognised the importance of communicating better with the GA community on local issues and in local languages.

Germanwings EASA has created a small task force reflecting on possible lessons learned from the accident, in particular the ‘two persons in the cockpit at all times’ principle and the medical/psychological assessment of pilots.

This group comprises a good mixture of medical examiners, airline pilots and NAAs, and EASA intends to make recommendations to the Commission by July.

HEMS EASA is considering proposing a review of the HEMS requirements; they have received a lot of exemption requests and they plan to discuss this with the Commission to agree the way forward.

11/05/2015   EASA suggests impending change to CMPA definition in Basic Regulation

In its Information Notice IN–2015/039, the UK CAA advises on proceedings at the recent EASA Committee meeting (22-23 April 2015), where the possibility of the definition of complex motor-powered aircraft (CMPA) being changed in the Basic Regulation, was discussed.
We strongly recommend that all organisations, whether involved in the operation, continuing airworthiness management, or maintenance of complex motor powered aircraft remain vigilant to this potential change to the definition of CMPA and how this might impact upon the applicability of all requirements, including those in the Continuing Airworthiness Regulation ((EU) 1321/2014).

14/04/2015   UK CAA streamlines notifications of changes to nominated persons

European regulations across several technical domains require organisations to appoint an Accountable Manager and to notify the Competent Authority. In some of these domains the Competent Authority is required to interview and accept the Accountable Manager.

Following an internal review into the way it is notified by approved organisations of changes in Accountable Managers and nominated persons, the UK CAA has established a new process to standardise the acceptance of Accountable Managers and nominated persons across all domains.

In its Information Notice IN–2015/030 the UK CAA provides further details of this process, including details of the new online form used to notify it of such changes.

Approved organisations in the UK are recommended to familiarise themselves with this new procedure and revise their notification procedures accordingly.

26/03/2015   EASA Committee progresses Occurrence Rulemaking Regulation

According to official records, the last draft of the Commission Implementing Regulation classifying civil aviation occurrences to be mandatorily reported according to the Occurrence Reporting Regulation (Regulation (EU) 376/2014 on the reporting, analysis and follow-up of occurrences in civil aviation) was presented to the EASA Committee during its last meeting (20-21 January 2015). The Committee reviewed the changes introduced since the previous meeting, including certain changes following comments received from MS since the text was published on the Register.

This Implementing Regulation (copy of current draft available here) aims at providing a list of occurrences that persons subject to Regulation (EU) 376/2014 will have the obligation to report to their employer or to the regulator in the context of the mandatory reporting systems. The reporting and subsequent analysis of those occurrences should help identify safety hazards and mitigating safety risks in a more evidence based manner, in consistency with safety management principles.

The measure, as modified following comments, was received positively by the Member States. The Committee delivered a positive opinion under the examination procedure. The Commission will proceed with the adoption of the text, once all the language versions have been checked, well ahead of the entry into force of the Occurrence Reporting Regulation in November 2015.

We recommend all organisations and individuals within the scope of the Occurrence Reporting Regulation, especially aircraft ground handling organisations, review the current draft and ensure reporting systems and procedures are set up or appropriately revised to meet the new requirements prior to November 2015.

By way of a reminder, Article 4 of the Occurrence Reporting Regulation obliges the following people to submit occurrence reports, either through their employing organisation or directly:

  • the pilot in command, or, in cases where the pilot in command is unable to report the occurrence, any other crew member next in the chain of command of an aircraft registered in a Member State or an aircraft registered outside the Union but used by an operator for which a Member State ensures oversight of operations or an operator established in the Union;
  • a person engaged in designing, manufacturing, continuous airworthiness monitoring*, maintaining or modifying an aircraft, or any equipment or part thereof, under the oversight of a Member State or of the Agency;
  • a person who signs an airworthiness review certificate, or a release to service in respect of an aircraft or any equipment or part thereof, under the oversight of a Member State or of the Agency;
  • a person who performs a function which requires him or her to be authorised by a Member State as a staff member of an air traffic service provider entrusted with responsibilities related to air navigation services or as a flight information service officer;
  • a person who performs a function connected with the safety management of an airport to which Regulation (EC) 1008/2008 applies;
  • a person who performs a function connected with the installation, modification, maintenance, repair, overhaul, flight-checking or inspection of air navigation facilities for which a Member State ensures the oversight; and/or
  • a person who performs a function connected with the ground handling of aircraft, including fuelling, loadsheet preparation, loading, de-icing and towing at an airport covered by Regulation (EC) 008/2008.

* We believe the term “continuous airworthiness monitoring” should read “continuing airworthiness management”, however the above text does reflect the text of the Regulation as adopted.

13/03/2015   EASA sets out its Vision 2020 – where next for the regulator?

EASA has published its proposals for the future of the aviation regulatory system. Presented as Opinion 01/2015, they are the outcome of consultation with stakeholders which started in September 2014.

Among others, EASA proposes that:

  • when national authorities have inadequate resources or expertise, they should be able to delegate some of their oversight functions to other authorities or to EASA (“in order to make sure that no safety risks are overlooked”);
  • on a voluntary basis, Member States can decide that their State aircraft (excluding military) can be covered by EASA.
  • the Agency’s scope of intervention be extended in new domains, such as airport ground handling, RPAS (drones) and security, in order to cover in a comprehensive way all aviation safety related topics.

EASA Vision 2020According to EASA Executive Director, Patrick Ky, “EASA, that means the Agency and its sister national authorities, need to be prepared for the challenges ahead. With these changes, we will be more proportional, flexible and proactive to increase the level of safety in European aviation. I believe that although our proposals are ambitious they are also reasonable. There is nothing wrong with being ambitious about safety.”

In the Opinion EASA concludes by suggesting a variety of changes to the respective technical fields. However, many of those technical fields, while considered significant and important by EASA, e.g. the performance-based approach, safety training, and environmental protection, will lie mainly outside the scope of the Basic Regulation.

In the narrow sense of the revision of the Basic Regulation, the Opinion suggests proceeding with the most significant changes with the aim of further streamlining and ‘defragmenting’ the existing framework, where necessary, in the following domains:

  • General Aviation changes according to the General Aviation Road Map results;
  • Optional and partial inclusion of State services (as above);
  • Annex II adjustments;
  • Security aspects subject to existing EU competency;
  • Provisions to be addressed to Ground Handling Service Providers (as above);
  • Consolidation of EASA’s role in Single European Sky matters;
  • EASA’s role in research coordination; and
  • Efficient use of available resources and sustainable funding solutions (as above).

The Opinion will now be sent to the European Commission which will use it as an input for the amendment of the current Basic Regulation within 2015.

We recommend organisations and individuals coming under the scope and applicability of the Basic Regulation, including those who engaged with the A-NPA 2014-12 stakeholder consultation, review the details contained within the Opinion, which may differ in certain details to the A-NPA. Those parties should consider what impact (positive or negative) such changes could make in the future, although it should be borne in mind that some of the changes made in the 2008 Basic Regulation have yet to be reflected in implementing rules, some seven years on ...

17/12/2014   EASA discusses Implementing Rules for occurrence reporting according to Regulation (EU) 376/2014

At the last EASA Committee meeting (8-9 October 2014), a first exchange of views on the draft took place, with the Commission presenting the draft as well as information related to its legal basis and to the various consultations undertaken during the preparation of the draft.

According to official records, the draft was received positively by the Member States, several of whom intervened to ask clarifications and suggest minor changes to the draft. The Member States were asked to send any further written comments by 31 October. The Commission’s intention is to seek the Committee’s opinion under the examination procedure during the next EASA Committee in January 2015.

Furthermore, the UK CAA reports that the Commission also advised the Committee that it would be preparing guidance on the implementation of the just culture provisions of the Regulation and would be holding a conference on this subject in 2015.

The same source goes on to report that there followed a wide ranging discussion about the reporting criteria and eliminating inconsistencies and overlaps between reporting requirements from different organisations. The Commission recognised that there was need for a better explanation of who should report what. However, that was not considered within the scope of the Implementing Regulation and it would be dealt with in guidance material. EASA had been involved in the drafting of the Annexes to the Regulation and had ensured that they were consistent with the implementing rules and ICAO taxonomy.

We recommend that all individuals and organisations within the European Design, Production, Operations and Continuing Airworthiness sectors remain vigilant of these new "universal" reporting requirements and the time scales involved in their implementation.

13/10/2014   EASA invites feedback on rulemaking process

One of EASA’s core values is to strive to satisfy its stakeholders' expectations without compromising its responsibilities for safety and environmental protection, by inspiring confidence, in particular to the general public, while ensuring that it acts in an effective and efficient way.

Within this context, it has decided to conduct stakeholder satisfaction surveys on a regular basis in order to continuously improve its processes.

It would therefore like to encourage all aviation stakeholders to provide them with feedback by filling in the following questionnaire:


The survey will be kept open till 14 November.

We recommend anyone having an interest in or impacted by EASA rulemaking to take part in these surveys.

19/09/2014   EASA takes a more active role in RPAS regulation

In September, EASA announced that it is to take a more active role in RPAS regulation, as in the meeting for the new governance of JARUS, Eric Sivel of EASA was elected Chairman, Christopher Swider of the FAA was elected as Vice-Chair. JARUS (Joint Authorities for Rulemaking on Unmanned Systems) is a global grouping of authorities developing and proposing regulations for Remotely Piloted Aircraft.

During the same meeting, JARUS agreed to a concept of operations which defines how and when these new types of aircraft should be regulated. This is intended to be a flexible and proportionate approach to regulating them. For example, the simplest aircraft and their operations would not to be regulated at all. JARUS has created a secretariat to support the work, hosted by the EASA Brussels office, with Mike Lissone of EUROCONTROL confirmed to head it up. The plenary also decided to increase the interactions between JARUS and the industry and to actively support the work of ICAO in the field of RPAS.

The European Commission has developed a roadmap for RPAS development and regulation and EASA has a page of its website dedicated to the subject.

We recommend that organisations involved in the Design, Production, Operation and/or maintenance of RPAS maintain close contact with these initiatives and especially the work of JARUS.

25/08/2014   EASA proposes a harmonised approach to a performance-based environment

EASA has published a Report for a Harmonised European Approach to a Performance-Based Environment. This is its current thinking on the basis on which performance based regulation, a regulatory approach that focuses on desired and measurable outcome, can be built. With this approach the oversight focuses on the management of operational risks besides ensuring compliance to regulation.

The report explains that whilst both technical advancements and development of detailed regulations have helped to establish the safe system and good safety record we have today, it is vital that a harmonised European approach to a Performance-Based Environment (PBE) is further developed in order to maintain and continuously improve this safety record. The report describes the key concepts of how PBE can enable more effective management of safety and its associated risks and will outline the key definitions that need to be agreed at European level. It also outlines the enablers required to implement PBE at a total system level and highlight the advantages, challenges and options of introducing a more risk-based approach into the existing regulatory system. Finally, EASA has published it to support the discussion on future EU aviation regulation and also to contribute to a common European understanding on such concepts as Performance-based Rules (PBR), Risk-based Oversight (RBO) and Performance-based Oversight (PBO).

Further to our article, “EASA and Commission examines aviation safety regulation in Europe”, dated 23/05/2014, this issue forms the opening subject for conversation in A-NPA-2014-12 and our responses to the questions are as follows:

Do you see issues with the existing, rather prescriptive compliance-based system as described above?

Yes; The EASA report titled A Harmonised European Approach to a Performance Based Environmentcaptures the issues perfectly. We fully endorse and agree with the paper and its recommendations.

What measures could be taken to best address these issues?

The implementation of the recommendations of the report referenced above. A revised regulatory environment shifting the focus onto safety performance, building on minimum regulatory compliance, will enable the continued improvement to EU Aviation safety levels. In our experience, those organisations that actively manage Safety Performance from boardroom level achieve the best results.

What would you see as the most relevant elements of a performance-based regulatory system?

Within both the regulatory bodies and the regulated entities, we have proven that Safety Leadership, Capability, Culture, Competence and Assurance are the most important / relevant issues. As stated within the report, the Regulations will require revision to set objectives, and the establishment and management using Safety Performance Indicators will be required.

To what extent should performance-based regulation be substituting or be complementary to the existing prescriptive rule system?

The current regulatory system establishes as set of controls to manage risk, however compliance with these detailed technical standards does not in itself ensure a satisfactory level of safety performance. We perceive that a phased approach to implementing to a performance based environment would be the safest option. Therefore, we recommend that the current rules are complimented by the addition of the objectives of the particular requirement initially, with a migration towards less prescriptive requirements as industry and regulatory bodies build their competence to robustly manage safety on a case by case basis. All of the foregoing should be supported by safety data and information to enable risk-based decision-making.

How do you suggest to implement the actions contained in the EASp, and which role should the different actors be given?

The EASp should be implemented through the establishment of relevant safety performance objectives for both the industry and regulatory body stakeholders.

Do you see the need for further expanding the systemic mechanism and process of data collection, analysis and report, including setting safety performance indicators and targets? Which role should be attributed to EASA in this regard?

Yes; There will be a need to collect, analyse and interpret data at a number of different levels. EASA should place the onus on the Competent Authorities to establish and monitor performance indicators at national level. EASA itself should establish performance indicators for itself to monitor the safety performance of its certification and rule-making activities.

21/08/2014   UK CAA advises industry of “new” mandatory occurrence reporting requirements

Further to our article, “EU adopts new European mandatory occurrence reporting requirements”, dated 24/04/2014, the UK CAA advises industry of the new Regulation and provides guidance on terminology and applicability in its Information Notice IN-2014/141.

As a reminder, Regulation (EU) No. 376/2014 on the reporting, analysis and follow-up of occurrences in civil aviation came into effect on 20/04/2014, and:

  • becomes applicable on 15 November 2015;
  • repeals Directive 2003/42/EC, Commission Regulations (EC) No. 1321/2007, and (EC) No. 1330/2007; and
  • amends the aircraft accident investigation Regulation (EU) No. 996/2010.

Organisations have until 15 November 2015 to comply with the Regulation, and its Implementing Regulation (expected to be adopted in early 2015).

It places additional requirements on organisations, competent authorities and the European Aviation Safety Agency (EASA) beyond what is currently contained within existing legislation for both occurrence reporting and internal occurrence reporting systems.

Specific items worthy of note include:

  • Ground handling organisations are now covered by this Regulation.
  • Organisations are to ensure that their safety reporting system is compatible with the European Co-ordination Centre for Accident and Incident Reporting Systems (ECCAIRS) software and the Accident/Incident Data Reporting (ADREP) taxonomy.
  • Organisations shall ensure that the preliminary results of the analysis of a mandatory occurrence report are submitted to the competent authority (CAA) within 30 days and shall report the final results of analysis within three months

All organisations involved within the aviation sector, whether approved (certificated) or not, should review the Regulation and the ADREP taxonomy, to ascertain organisational compliance with the Regulation and compatibility with the taxonomy, subject to further clarification in the Implementing Regulation.

11/08/2014   Rulemaking proposals – a reminder to industry

According to Article 3(3) of the Rulemaking Procedure adopted by Agency's Management Board, any person or organisation may propose the development of a new rule or an amendment thereto.

In order to be considered in the development of the next Rulemaking Programme/s the proposals should be submitted to EASA not later than 30 September at RWPD@easa.europa.eu using the Rulemaking Proposal Form. The Rulemaking Proposal Form has been designed to solicit the most information from the proposer to facilitate the assessment of the proposal and will further aid in the preparation of rulemaking documentation once the proposal is accepted onto the Rulemaking Programme.

Contributors should aid this process by submitting as much information as they can, including references to any supporting documents. Failure to complete the form in full is not a justification for rejecting the proposal, although it may delay the proposal's acceptance.

Baines Simmons is happy to discuss and advise on potential rulemaking proposals with stakeholders and will support these whenever we feel we can.

13/06/2014   EASA launches Applicant Portal

As part of a range of improvements designed to ensure that applicants receive an efficient and consistent service, EASA has launched the EASA Applicant Portal, what it hopes to prove to be a convenient gateway allowing applicants to prepare and submit applications online. It also allows applicants to view and monitor the status of their applications, and to manage their own contact details and user credentials.

EASA believes that applying online will bring extensive benefits to the application process. Its guided interface will simplify applying for certification tasks, save applicants time and effort, minimise delays caused by validation issues and make the entire process more transparent. In short, the EASA envisages the overall efficiency of the application process will be improved, reducing administrative transactions and thus helping EASA schedule certification work in a timely manner.

The Portal has a user guide for information on how to register to use of the Applicant Portal, view and filter your applications, view and edit contact persons associated with your EASA applicant account, provide credentials for application management users and, last but not least, on how to register and submit applications.

Initially, aimed at Design Organisation Approval holders, it will be possible to submit applications for the following certification tasks online:

  • Major Change
  • Major Repair
  • Derivative
  • Minor Change
  • Minor Repair
  • Supplemental Type Certificate – Initial
  • Supplemental Type Certificate – Major Change
  • ETSOA – Initial
  • ETSOA – Minor Change

However, EASA states that further application types will be gradually introduced in future updates of the Applicant Portal.

We would be interested in hearing from any organisations using the Portal about how useful it proves in use. The Applicant Portal may be found at:


06/06/2014   EASA publishes its latest safety review

According to Patrick Ky, this year’s Annual Safety Review shows that positive safety trends are continuing in commercial air transport. The EASA region remains one of the safest in the world.

In 2013 there was no fatal accident in commercial air transport aeroplanes in the EASA Member States. Since 2007, there has been a marked decrease in the number of accidents and in the number of persons injured. This consistent trend indicates there is firm improvement in safety. However, he goes on to caution that we should never overlook that maintaining safety requires vigilance, as a single fatal accident can stop or even reverse this positive trend.

This edition of the Annual Safety Review covers almost all civil aviation activities showing how diverse they can be; from the regular aeroplane flights from one city to another, to a helicopter medical emergency flight in a remote location. It also shows that depending on the type of operation or category of aircraft involved, the events leading to an accident may differ. Each activity has its own risk issues and safety priorities which require using appropriate and proportionate measures.

In order to generate this document, EASA has derived data from the safety occurrences reported by aviation professionals across Europe. The importance of reporting has been recognised at a European level with the adoption of Regulation (EU) 376/2014 on the Reporting, Analysis and Follow-up of Occurrences in Civil Aviation. This regulation strengthens the protection of the reporters and fosters the establishment of ‘Just Culture’. In addition, the Review is reliant on the endeavours of the accident investigators, whose diligent work is also recognised by Ky.

This Annual Safety Review is one of the few publications worldwide, which is so rich in safety data and is published with consistent regularity. This publication will continue to evolve and in the future it will be more closely linked to the European Aviation Safety Plan (EASp) which identifies the key safety risks and sets the safety priorities for Europe.

As always, only time will tell whether Europe can continue to maintain and hopefully improve levels of aviation safety, but until the industry and private owners have fully effective Safety Management Systems across the board, which must be able to predict levels of safety in the future, can we really consider our industry “safe”? Past performance is no indicator of future performance ...

05/06/2014   UK CAA announces shift in safety regulation and oversight policy

The UK Civil Aviation Authority (CAA) has released more information about its new approach to the safety regulation of the aviation industry. The UK CAA had announced its intention to move to a regime of ‘performance based’ oversight last year, and has now published further details for the airlines, airports and ground handling organisations affected.

The move follows a major industry conference in May, at which the UK CAA committed itself to regulating in a more proportionate, effective and risk-based way. The regulator explained that performance based oversight will draw upon information generated by organisations’ own safety management systems, as well as other sources of relevant data, to identify, and then tackle, those areas that generate the greatest risks to safety.

Mark Swan, Director of the UK CAA’s Safety and Airspace Regulation Group, said: “Although UK commercial aviation has an excellent safety record, we cannot be complacent. Performance based regulation takes our safety oversight to a new level. By working hand-in-hand with the aviation industry, EASA and other national authorities, to identify and manage risk effectively, we can concentrate our attention where it is most needed. I am very confident that the outstanding co-operation we are receiving from industry will ensure the success of this new safety regime.” The UK CAA’s transformation to performance based oversight, and what it means in practice, was laid out to 160 senior industry leaders and accountable managers at the conference. Delegates were given the opportunity to debate the concept and practicalities, including the likely benefits and the challenges to both the UK CAA and themselves. The conference agenda and the conference presentations and speeches can be found on the UK CAA’s website.

For more information on the UK CAA’s views and plans surrounding performance based oversight go towww.caa.co.uk/pbr and refer to its latest publication “The transformation to performance-based regulation (CAP1148).

25/05/2014   EASA and Commission examines aviation safety regulation in Europe

Through its Advance Notice of Proposed Amendment (A-NPA 2014-12) EASA is addressing the aviation community in the public and private sector and to aviation experts involved in professional or recreational activities, inviting all addressees to contribute by answering the questions listed.

The A-NPA supports a policy initiative by the European Commission whose aim is to identify the most appropriate ways to update and improve Regulation (EC) 216/2008 (the Basic Regulation) in order to make it best respond to changes to the aviation environment and subsequent challenges to its safety. The aviation community is invited to contribute to the parallel European Commission’s consultation, which is considering these issues from a broader perspective.

This initiative is based on a variety of established high-level policies and technical deliberations that took place in recent years and identified current issues and possible areas of improvement. These inputs are reflected upon in the A-NPA. Consequently, it remains at high generic policy level and refrains from addressing technical or legal details which will be dealt with at a later procedural stage, as necessary.

The objectives of the possible adjustments to the EASA Basic Regulation focus on preparing the European aviation system for the mid and long-term future. The high level of aviation safety in Europe is to be maintained, which might call for technical adjustments to the EASA’s scope as well as addressing emerging technologies and respective solutions, namely steps towards performance-based regulation and fullest use of safety management systems. The ways of interaction and cooperation at all levels, and especially between the Member States’ authorities and EASA, need to be looked at and the use of resources needs to be optimised. A more flexible attribution of responsibilities to address expertise and resource issues may be beneficial to this end. Furthermore, the long-term stability and appropriateness of the EASA funding system should be fostered, and a balanced level of beneficiaries’ contributions should be achieved.

Focussing on these objectives, this A-NPA addresses seven different areas of potential change in order to increase the effectiveness of the European aviation system:

  • performance-based and integrated approach to safety;
  • modernising and updating the EASA’s safety remit;
  • extending the EASA’s remit beyond safety;
  • optimising the use of available resources;
  • ensuring an adequate and stable EASA funding;
  • further integration of aviation aspects; and
  • aviation regulation beyond the EASA’s facets.

Each of the area above lists possible adjustments and leads to an attached set of questions addressed to the public. Free commenting on any of these matters is also welcome.

The deadline for comments/responses to the questions is 15 September 2014 and these should be made using the CRT.

EASA envisages publishing an Opinion to be taken into account by the European Commission for possible future legislative proposals, after assessing the feedback on this A-NPA. In this context, answers by the public to the questions will be crucial in the further policy and legislative decision-making process in so far as they are expected to establish a best-experience and knowledge-based footing.

We have identified a number of areas that need very careful consideration by industry and competent authorities alike and very much recommend that all interested parties read and review the proposals made by EASA and the Commission, both separately and together, because it will be the Commission ultimately that makes the recommendations to the Parliament and Council for Regulatory change.

We are happy to work with all areas of industry in shaping the response to these two parallel consultations with the aim of ensuring a balanced and proportionate outcome, increasing levels of aviation safety within a commercially acceptable framework.

Note: Refer to our article, “EASA proposes a harmonised approach to a performance-based environment”, dated 25/08/2014 for further information and our responses to some of the questions posed.

22/05/2014   UK CAA unveils its strategy for Human Factors in aviation

Through its Information Notice IN-2014/088, the UK CAA highlights the recent publication of the UK Strategy for Human Factors in Civil Aviation and the supporting consolidated response document.

The strategy document outlines the CAA’s aims and direction in promoting and understanding Human Factors in the interest of improving aviation safety and can be found at www.caa.co.uk/humanfactors.

The strategy has a broad scope covering everyone that has an impact on flight safety. This ranges from the design and manufacture stage of aircraft and equipment, to the end user and all those who are involved in between.

The UK CAA explains that a number of changes have been made to the strategy in response to the consultation and, although a detailed comment response document was not produced, a consolidated response outlining overall changes to the strategy has been produced and is published with this strategy.

We are proud to have contributed to this document through the consultation process.

06/05/2014   Information for operators from outside the EU

We would draw the attention of operators whose principal place of business is outside the EU to our new page: “Third Country Operators” where the introduction of the TCO Regulation is outlined and where further advisory material will be published in due course.

24/04/2014   EU adopts new European mandatory occurrence reporting requirements

The European Parliament and Council (EP&C) has adopted a Regulation ((EU) 376/2014) introducing a European-wide requirement to report safety related occurrences.

The EP&C is of the opinion that “experience has shown that accidents are often preceded by safety-related incidents and deficiencies revealing the existence of safety hazards. Safety information is therefore an important resource for the detection of potential safety hazards. In addition, whilst the ability to learn from an accident is crucial, purely reactive systems have been found to be of limited use in continuing to bring forward improvements. Reactive systems should therefore be complemented by proactive systems which use other types of safety information to make effective improvements in aviation safety. The Union, its Member States, the European Aviation Safety Agency and organisations should contribute to the improvement of aviation safety through the introduction of more proactive and evidence based safety systems which focus on accident prevention based on the analysis of all relevant safety information, including information on civil aviation occurrences.”

Furthermore “in order to improve aviation safety, relevant civil aviation safety information should be reported, collected, stored, protected, exchanged, disseminated and analysed, and appropriate safety action should be taken on the basis of the information collected. This proactive and evidence-based approach should be implemented by the relevant aviation safety authorities of Member States, by organisations as part of their safety management system and by EASA”.

It is necessary to ensure that front-line aviation professionals report occurrences that pose a significant risk to aviation safety. Voluntary reporting systems should complement the mandatory reporting systems, and both should allow individuals to report details of aviation safety-related occurrences. Mandatory and voluntary reporting systems should be set up within organisations, the Agency and competent authorities of the Member States. The information collected should be transferred to the authority competent for appropriate monitoring in order to enhance aviation safety. Organisations should analyse those occurrences that could have an impact on safety, in order to identify safety hazards and take any appropriate corrective or preventive action. Organisations should send the preliminary results of their analyses to the competent authority of their Member States or to the Agency and should also send them the final results if those results identify an actual or potential aviation safety risk. The competent authorities of the Member States and EASA should put in place a similar procedure for those occurrences that have been directly submitted to them and should adequately monitor the organisation's assessment and any corrective or preventive action taken.

Various categories of staff working or otherwise engaged in civil aviation witness events which are of relevance to accident prevention. They should therefore have access to tools enabling them to report such events, and their protection should be guaranteed. In order to encourage staff to report occurrences and enable them to appreciate more fully the positive impact which occurrence reporting has on air safety, they should be regularly informed about action taken under occurrence reporting systems.

Furthermore the EP&C considers the civil aviation system should promote a ‘safety culture’ facilitating the spontaneous reporting of occurrences and thereby advancing the principle of a ‘just culture’. ‘Just culture’ is an essential element of a broader ‘safety culture’, which forms the basis of a robust safety management system. An environment embracing ‘safety culture’ principles should not prevent action being taken where necessary to maintain or improve the level of aviation safety.

A ‘just culture’ should encourage individuals to report safety-related information. It should not, however, absolve individuals of their normal responsibilities. In this context, employees and contracted personnel should not be subject to any prejudice on the basis of information provided pursuant to this Regulation, except in cases of wilful misconduct or where there has been manifest, severe and serious disregard with respect to an obvious risk and profound failure of professional responsibility to take such care as is evidently required in the circumstances, causing foreseeable damage to a person or to property, or seriously compromising the level of aviation safety.

The Regulation aims to improve aviation safety by ensuring that relevant safety information relating to civil aviation is reported, collected, stored, protected, exchanged, disseminated and analysed. This Regulation ensures:

  • that, where appropriate, safety action is taken in a timely manner based on analysis of the information collected;
  • the continued availability of safety information by introducing rules on confidentiality and on the appropriate use of information and through the harmonised and enhanced protection of reporters and persons mentioned in occurrence reports; and
  • that aviation safety risks are considered and dealt with at both Union level and national level.

The sole objective of occurrence reporting is the prevention of accidents and incidents and not to attribute blame or liability.

It applies to occurrences and other safety-related information involving civil aircraft, with the exception of aircraft referred to in Annex II to the Basic Regulation (Excluded aircraft).

The Regulation includes a number of requirements relating to, for example:

  • EASA, Member States and all organisations must establish a mandatory reporting system
  • The categories of natural persons obliged to report, for example:
    • the pilot in command;
    • a person engaged in designing, manufacturing, continuous airworthiness monitoring, maintaining or modifying an aircraft, or any equipment or part thereof, under the oversight of a Member State or of the Agency;
    • a person who signs an airworthiness review certificate, or a release to service in respect of an aircraft or any equipment or part thereof, under the oversight of a Member State or of the Agency;
    • a person who performs a function which requires him or her to be authorised by a Member State as a staff member of an air traffic service provider entrusted with responsibilities related to air navigation services or as a flight information service officer;
    • a person who performs a function connected with the safety management of an airport;
    • a person who performs a function connected with the installation, modification, maintenance, repair, overhaul, flight-checking or inspection of air navigation facilities for which a Member State ensures the oversight;
    • a person who performs a function connected with the ground handling of aircraft, including fuelling, loadsheet preparation, loading, de-icing and towing.
  • Organisations must report such occurrences to their competent authority within 72 hours.
  • Organisations must establish a voluntary reporting system to collect lower level safety-related information.
  • Collection and storage of reported information.
  • Quality and content of reports.
  • Organisations must adopt internal rules describing how ‘just culture’ principles, are guaranteed and implemented within that organisation.

This is a substantial and wide-ranging piece of legislation, which goes beyond many existing “EASA” requirements.

All personnel and organisations involved in aviation activities are strongly recommended to thoroughly review the obligations placed upon them by these new requirements and establish the required reporting systems by 15 November 2015, subject to the Commission adopting a list classifying occurrences to be referred to when reporting occurrences.

Baines Simmons is ready, willing, and able to support Member States, Competent Authorities and affected organisations in the design and effective implementation of the required reporting systems and the establishment of Just Culture principles throughout.

20/12/2013   EASA issues revised Rulemaking programme for 2014-2017

Further to our article, dated 27/08/2014, the Rulemaking Programme 2014-2017 was officially adopted in August 2013. However, since then, the Agency’s Executive Director and the Management Board requested to take into account the overload of the EU aviation regulatory system and the economic downturn, calling for a breathing space:

  • to allow for consolidation of the existing regulatory framework;
  • to facilitate introduction of new key technologies and systems; and
  • to focus on proportionality and suitability of regulations (‘better regulation’).

Taking into account this feedback, the Agency exceptionally revised its recently adopted Programme. The priorities for the revised Programme in 2014 and 2015 are to:

  • address (urgent) safety issues/safety recommendations;
  • focus on core tasks and those activities which respond clearly to safety needs which will deliver important gains in terms of efficacy and efficiency of the safety system;
  • implement General Aviation strategy via project and roadmap (focus on airworthiness and aircrew regulations);
  • contribute to ATM regulatory roadmap/deployment of SESAR and prioritise the work accordingly;
  • continue a proactive role in ICAO’s environmental protection work and keep European environmental regulation in line with ICAO SARPs;
  • formulate Agency’s views on regulatory issues such as Performance-Based Regulation, Total System Approach, etc.;
  • support Member States and Industry on the new regulations and implement ‘better regulation’ proposals; and
  • carry out a regular review of the existing rules to adapt the framework to the regulatory and technological needs.

In summary:

  • 34 projects have been taken out from this programme; and
  • 67 projects have changed, either in terms of scope (decisions removed, tasks merged) or in terms of timing (starting date or end rescheduled backwards).

The revised 4-year 2014-2017 Rulemaking Programme may be viewed here.

19/12/2013   EASA Management Board works to simplify Rulemaking Programme

In its Information Notice IN–2013/197, the UK CAA advises that the EASA Management Board (EMB) is looking to further develop the Agency’s rulemaking strategy.

The EMB has welcomed a joint Agency/Commission paper on a strategy for ‘better regulation’. This encompassed measures not only for a simpler EASA rulemaking programme, but also other initiatives that will contribute to a more risk-based and proportionate approach to regulation, including better implementation and standardisation. Emphasis was placed on the need to provide more support for all stakeholders, including helping better understanding of the regulations. A revised draft 2014-2017 Rulemaking Programme was presented in which less rulemaking tasks would be undertaken in 2014 and 2015.

Without reviewing the paper, we cannot comment directly on its content, however we do encourage a simplified approach to rulemaking coupled with greater support to industry to ensure full understanding and more consistent implementation and enforcement (standardisation).

We are concerned that there is a real risk to aviation safety represented by both EASA in Europe and the FAA in the USA relying too much and too soon on the implementation of SMS across the aviation sector. It is our opinion that effective Management Systems must be implemented and allowed to mature before we can have substantive faith in the safety data they produce and the decisions being made using those data. Whilst at the joint FAA/EASA Safety Conference in Paris last summer, we witnessed what appeared to be a headlong rush to embrace SMS and immediately take credit by reducing oversight, based upon a potentially inadequate picture of risk.

01/11/2013   New Comitology website for public information

We are indebted to the UK CAA for advising us, through its Information Notice IN-2013/173, that there is now a public website available to track the work of the EASA Committee via the Commission’sComitology Register.

At first sight this is a powerful, if not daunting, website as it covers all areas of Commission activity, and not simply aviation safety. We have yet to explore this in any depth, but to limit the number of search results and ensure focus on aviation safety matters, we suggest that the “Service responsible” in the “Committee / Basic legal act” box is set to Mobility and Transport.

We recommend that all approved organisations ensure that within the management structure there are clear accountabilities for maintaining currency with all applicable Regulations, Decisions, and AMC & GM, as well as those amendments being proposed and progressing through the Rulemaking and Comitology processes. Roles and responsibilities should be defined ensuring all sources of such information are regularly accessed, reviewed, and documented records maintained of organisational discussions and actions.

27/08/2013   EASA publishes 2014-2017 Rulemaking programme

Through the publication of Decision 2013/023/R EASA has adopted its 4-year Rulemaking Programme 2014-2017. The Rulemaking Programme contains the rules which are expected to be issued in the year 2014 and an indicative plan ahead for the years 2015-2017; it is subject to annual review taking into account the identified priorities and the resources available.

The programme has in total 201 rulemaking projects and takes into account inputs from different policies, processes and initiatives:

  • EASp and related initiatives (e.g. the European Action Plan for the Prevention of Runway Excursions (EAPRE));
  • Safety Recommendations;
  • Feedback from Certification, Standardisation and Implementation, including rules enabling the latest technological developments;
  • Legal obligations, including the need to harmonise EASA and SES frameworks;
  • Latest policy developments and related requests from the EC;
  • Discussions on ‘proportionality’ and the European General Aviation Safety Strategy;
  • On-going research and development programmes (e.g. anticipated SESAR deployment planning );
  • ICAO work and the regulatory coordination with key third country partners ensuring level playing field and harmonisation at global scale.

EASA highlights the following areas as being of particular interest:

  • Product safety (in particular, light aircraft design);
  • Air Operations and Aircrew (feedback from implementation of new rules together with other safety enhancements, including Flight Time Limitations);
  • ATM/ANS and Aerodromes projects;
  • Environmental protection (adoption of CAEP/9 and preparation for CAEP/10)

We recommend that all stakeholders review the Programme to understand its scope and potential for impact on activities and business plans. Interested parties should maintain a continuing dialogue with the Agency to ensure they participate fully in current and forthcoming rulemaking tasks.

21/08/2013   UK CAA publishes SMS guidance for small non-complex organisations

In its newest publication on the subject of Safety Management Systems (CAP1059), the UK CAA issues guidance material to those organisations considered small and non-complex. It encourages such organisations to use the publication in conjunction with the ICAO Safety Management Manual*, rather than using other sources of advice and guidance.

We firmly believe the success of your SMS relies significantly upon a number of factors and aspects that spread far beyond the constraints of the Management System requirements. These factors are illustrated in our SMARRT Safety Performance Model which can be seen on our website.

Whilst we are yet to review this publication, we would encourage all organisations to seek industry leading guidance in best practice at all times, rather than relying solely upon guidance material issued by regulatory bodies, in order to achieve the greatest safety and business benefits from your SMS.

* ICAO DOC 9859, last revised May 2013, available from ICAO

12/06/2013   EASA publishes Annual Safety Review 2012

The Annual Safety Review is compiled by EASA to inform the public of the general safety level in the field of civil aviation as required by the Basic Regulation. To prepare the reviews, the Agency had access to accident information collected by the International Civil Aviation Organisation (ICAO) through its Accident/Incident Data Reporting (ADREP) system as well as accident statistics published by ICAO.

Highlights from the report include:

  • The worldwide rate of fatal accidents for scheduled passenger and cargo flights has continued to decrease, providing a steady improvement in aviation safety. The rate of fatal accidents in EASA Member States is comparable with and slightly lower than North America.
  • For Commercial Air Transport Aeroplanes between 2001 and 2010 there was an average of 25 accidents per year, including 3 fatal accidents per year. In 2012 there were 34 accidents, of which 1 was fatal. The fatality occurred when a ground operator was killed during aircraft loading. The most common type of accident is an “abnormal runway contact” while the most common type of fatal accident is a “loss of control in flight”.
  • For Commercial Air Transport Helicopters between 2001 and 2010, there was an average of 13 accidents per year, including 3 fatal accidents per year. In 2012 there were 11 accidents, of which 2 were fatal. The most common type of accident is a “loss of control in flight” while the most common type of fatal accident is a “controlled flight into terrain”.
  • The number of accidents involving General Aviation light aircraft has decreased by 10% compared with the previous five-year period. The number of fatal accidents decreased by 7%. However, exposure data for these aircraft is not available so it is not known whether there has been less general aviation activity as a result of the economic downturn and poor weather in 2012.

We consider such reports are useful to industry in relation to safety promotion, training and risk assessment.

10/05/2013   EASA publishes opt-out details – a timely reminder

EASA has published (since 2004) opt-outs to Commission Regulations, which is based on the philosophy of transparency, making it easier to find out details about the use of opt-outs provisions by Member States.

The information can be found on the Opt-out to Regulations page and may be of use to competent authorities and other organisations from time to time. Sections relate to:

  • airworthiness regulations; and
  • air operations/aircrew regulations

Currently, no opt-out information is published for the ATM/ANS regulations.

10/05/2013   UK CAA Official Record Series 4 (ORS4) – a timely reminder

UK aviation industry individuals and organisations are reminded of the Official Record Series 4, being the place where the UK CAA publishes a range of information, including general approvals, exemptions, etc. Individuals and organisations often rely upon these exemptions and approvals but in our experience are rarely aware of them or acknowledge them in published policies and procedures, etc.

We recommend that organisations should become familiar with those approvals and exemptions that affect their organisation and/or its activities and ensure that they continue to work within the terms thereof.

20/04/2013   UK CAA launches consultation on aviation HF strategy

The UK CAA advises UK industry of its strategy paper for Human Factors in aviation and invites responses to a number of questions:

  • What do you think of the strategy vision? Do you have any suggested improvements that could make a tangible difference to aviation safety?
  • What do you think the achievable outcomes would be within your community domain of pursuing the vision within the strategy?
  • Do you think we have fully captured the HF challenges of regulating and maintaining safety?
  • Would you agree that the strategy sets the direction for HF issues currently facing the UK aviation sector?
  • Are the strategies we have described sufficient to deliver the desired outcomes?
  • Is the written style and tone appropriate, engaging and clear?
  • Are the HF competencies identified correct and complete?
  • Does the One Year Plan contain actions that are useful and appropriate? What other specific actions should be considered for next year?
  • Any further comments or suggestions?

We encourage individuals and organisations across UK industry to review the Information Notice (IN-2013/064), the strategy paper, and other referenced documents, and comment by 19 July 2013 to:
Ben Alcott
Head Group Safety Services
Civil Aviation Authority
Safety Regulation Group
Aviation House
Gatwick Airport South
West Sussex

Email: humanfactors@caa.co.uk

28/01/2013   Regulation of General Aviation (revised January 2013)

The UK CAA reports (December 2012) that the Commission has presented proposals on how to take forward the recommendations of the European General Aviation Strategy, as endorsed by the EASA Management Board in September 2012, and which met with broad support.

The UK raised its concern that Principle 4 (protect grandfather rights) of the Strategy paper had been omitted from the Commission’s proposal. France expressed support for the UK position, mentioning in particular the second aspect of that principle, flexibility to continue specific local activities under NAA responsibility when they have not proven harmful to safety, to fair competition or to free circulation.

We will continue to monitor activity and revise this article in the light of further updates from EASA/UK CAA.

The UK CAA reports that there was a substantial discussion at the EASA Management Board meeting in March on whether a fresh look needed to be taken at the regulation of General Aviation (GA) within the EASA system, on the basis of an Agency paper and a paper prepared by Europe Air Sports and the International Aircraft Owners and Pilots Association, presented on their behalf by Martin Robinson (a member of the EASA Advisory Board).

The Board agreed that:

  • although the subject was complex and difficult, action needed to be taken because there were serious risks that GA would significantly decline and/or that non-compliance would increase,
  • the acceptable level of safety risk for GA must be higher than that for Commercial Air Transport Operations,
  • more effort was needed to avoid mixing regulations for these different kind of operations, and
  • the simplicity and accessibility of GA rules should be increased.

As a result, the members agreed to set up a group of around experts, comprised of Agency, stakeholder, NAA, and Commission experts to develop broad top-level guidelines for how GA could more effectively and proportionately be regulated. The group would need to work quickly, and should clarify with the Commission how its work would relate to handling current Agency proposals for new implementing rules for non-commercial operations and special operations. However, the Board suggested that expert group should not consider continuing airworthiness matters directly in view of the Agency’s task force on GA Part M rules.