European Aviation Safety Agency Notice of Proposed Amendment 2016-08 Import of aircraft from other regulatory system, and Part-21 Subpart H review RMT.0278 7.9.2016 EXECUTIVE SUMMARY This Notice of Proposed Amendment (NPA) addresses a regulatory coordination issue mainly related to the import of aircraft into the European regulatory system and the revision of Part-21 Subpart H. This NPA proposes amendments to Part-21 and Part-M in order to guarantee their consistency with regard to the issuance of a Certificate of Airworthiness (CofA) and an Airworthiness Review Certificate (ARC) for aircraft being imported from other regulatory systems. These aircraft can be either foreign registered aircraft or European aircraft not subject to Article 1.2 of the Basic Regulation. The proposed changes are expected to eliminate difficulties encountered by stakeholders and Member States in the process of obtaining/issuing a CofA and ARC for aircraft being imported from another regulatory system while ensuring alignment with ICAO. Part-21 is also amended to establish consistency in the case of newly manufactured foreign aircraft. Affected regulations and decisions: Affected stakeholders: Driver/origin: Applicability Regulation (EU) No 1321/2014; Regulation (EU) No 748/2012; ED Decision 2015/029/R; ED Decision 2012/020/R Aircraft owners; continuing airworthiness management organisations (CAMOs); maintenance organisations; airworthiness review staff (ARS); national aviation authorities (NAAs) Level playing field Reference: ICAO Doc 9760, ICAO Annex 8 Process map Concept Paper: Terms of Reference: Rulemaking group: RIA type: Technical consultation during NPA drafting: Duration of NPA consultation: Review group: Focused consultation: Publication date of the Opinion: Publication date of the Decision: No 1.2.2013 Yes Light No 3 months Yes No 2017/Q3 Upon adoption of the Opinion by the Commission Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 1 of 41
Table of contents Table of contents 1. Procedural information... 3 1.1. The rule development procedure... 3 1.2. The structure of this NPA and related documents... 3 1.3. How to comment on this NPA... 3 1.4. The next steps in the procedure... 3 2. Explanatory Note... 5 2.1. Overview of the issues to be addressed... 5 2.2. Objectives... 5 2.3. Summary of the RIA... 6 2.4. Overview of the proposed amendments... 6 3. Proposed amendments... 10 3.1. Draft regulation (draft EASA opinion)... 10 3.1.1. Changes to Annex I (Part-21) to Commission Regulation (EU) No 748/2012... 10 3.1.2. Changes to Annex I (Part-M) to Commission Regulation (EU) No 1321/2014... 15 3.2. Draft acceptable means of compliance and guidance material (draft EASA decision)... 16 3.2.1. Changes to AMC/GM to Annex I (Part-21) to Commission Regulation (EU) No 748/2012... 16 3.2.2. Changes to AMC/GM to Annex I (Part-M) to Commission Regulation (EU) No 1321/2014... 23 4. Regulatory impact assessment (RIA)... 28 4.1. Issues to be addressed... 28 4.1.1. Safety risk assessment... 30 4.1.2. Who is affected?... 30 4.1.3. How could the issue/problem evolve?... 30 4.2. Objectives... 30 4.3. Policy options... 30 4.4. Analysis of impacts per criteria... 33 4.4.1. Safety impact... 33 4.4.2. Environmental impact... 34 4.4.3. Social impact... 34 4.4.4. Economic impact... 34 4.4.5. General Aviation (GA) and proportionality issues... 35 4.4.6. Impact on better regulation and harmonisation... 35 4.5. General justifications to select the preferred option for each item from the issue analysis... 35 4.6. Conclusions... 38 4.7. Monitoring and evaluation... 38 5. References... 40 5.1. Affected regulations... 40 5.2. Affected CS, AMC and GM... 40 5.3. Reference documents... 40 6. Appendices... 41 Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 2 of 41
1. Procedural information 1. Procedural information 1.1. The rule development procedure The European Aviation Safety Agency (hereinafter referred to as the Agency ) developed this Notice of Proposed Amendment (NPA) in line with Regulation (EC) No 216/2008 1 (hereinafter referred to as the Basic Regulation ) and the Rulemaking Procedure 2. This rulemaking activity is included in the Agency s 5-year Rulemaking Programme under RMT.0278. The text of this NPA has been developed by the Agency based on the input of the Rulemaking Group RMT.0278. It is hereby submitted for consultation of all interested parties 3. The process map on the title page contains the major milestones of this rulemaking activity to date and provides an outlook of the timescale of the next steps. 1.2. The structure of this NPA and related documents Chapter 1 of this NPA contains the procedural information related to this task. Chapter 2 (Explanatory Note) explains the core technical content. Chapter 3 contains the proposed text for the new requirements. Chapter 4 contains the regulatory impact assessment (RIA) showing which options were considered and what impacts were identified, thereby providing the detailed justification for this NPA. 1.3. How to comment on this NPA Please submit your comments using the automated Comment-Response Tool (CRT) available at http://hub.easa.europa.eu/crt/ 4. The deadline for submission of comments is 7 December 2016. 1.4. The next steps in the procedure Following the closing of the NPA public consultation period, the Agency will review all comments. The outcome of the NPA public consultation will be reflected in a commentresponse document (CRD). 1 2 3 4 Regulation (EC) No 216/2008 of the European Parliament and of the Council of 20 February 2008 on common rules in the field of civil aviation and establishing a European Aviation Safety Agency, and repealing Council Directive 91/670/EEC, Regulation (EC) No 1592/2002 and Directive 2004/36/EC (OJ L 79, 19.3.2008, p. 1). EASA is bound to follow a structured rulemaking process as required by Article 52(1) of the Basic Regulation. Such process has been adopted by the EASA Management Board (MB) and is referred to as the Rulemaking Procedure. See MB Decision No 18-2015 of 15 December 2015 replacing Decision 01/2012 concerning the procedure to be applied by the Agency for the issuing of opinions, certification specifications and guidance material ( Rulemaking Procedure ). In accordance with Article 52 of the Basic Regulation and Articles 6(3) and 7 of the Rulemaking Procedure. In case of technical problems, please contact the CRT webmaster (crt@easa.europa.eu). Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 3 of 41
1. Procedural information The Agency will publish the CRD concurrently with the opinion. The opinion will contain the proposed amendments to Regulation (EU) No 1321/2014 5 and Regulation (EU) No 748/2012 6 and will be submitted to the European Commission (EC), to be used as a technical basis in order to prepare an EU regulation. The Decision containing acceptable means of compliance (AMC) and guidance material (GM) will be published by the Agency when the related implementing rule(s) (IRs) are adopted by the Commission. 5 Commission Regulation (EU) No 1321/2014 of 26 November 2014 on the continuing airworthiness of aircraft and aeronautical products, parts and appliances, and on the approval of organisations and personnel involved in these tasks (OJ L 362, 17.12.2014, p. 1). 6 Commission Regulation (EU) No 748/2012 of 3 August 2012 laying down implementing rules for the airworthiness and environmental certification of aircraft and related products, parts and appliances, as well as for the certification of design and production organisations (OJ L 224, 21.8.2012, p. 1). Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 4 of 41
2. Explanatory Note 2. Explanatory Note 2.1. Overview of the issues to be addressed Stakeholders pointed out that requirements in Regulation (EU) No 1321/2014 (Part-M) and Regulation (EU) No 748/2012 (Part-21) with regard to the issuance of a CofA and an airworthiness review certificate (ARC) were not adequate, unclear or impossible to be fulfilled in certain occasions when aircraft were imported from a different regulatory system (i.e. a regulatory system other than the system established by the Basic Regulation). This is the main part of this rulemaking activity. Additionally, Part-21, Subpart H needs some minor non-technical amendments, for instance to align the Restricted Certificate of Airworthiness and Certificate of Airworthiness forms (EASA Forms 24 and 25 respectively) with ICAO provisions, which require the identification of the aircraft category within the Airworthiness Certificate. Also some changes are proposed to guarantee coherence between point 2 of Article 9 of Regulation (EU) No 748/2012 and Subpart H for newly manufactured foreign aircraft. For more detailed analysis of the issues addressed by this proposal, please refer to the RIA Section 4.1. Issues to be addressed. 2.2. Objectives The objectives of the EU in the field of civil aviation are defined in Article 2 of the Basic Regulation. This proposal will contribute to the achievement of these objectives by addressing the issues outlined in Chapter 2.1 above. The specific objectives of this proposal are: to mitigate potential safety risks linked to the fact that the aircraft did not comply with the EU rules prior to being registered/imported, and to facilitate a common understanding of the approach to be followed, in terms of recognition of other certificates and/or records issued by other stakeholders for the aircraft involved; to clarify current ambiguities in the rules related to issuance of CofA in order to achieve standardised implementation and equal treatment in all Member States. The scope of this NPA is limited to the aircraft being imported into the European system, i.e. which are becoming subject to the Basic Regulation and its implementing rules. When the term import is used in this NPA, also in the current text in Part-21 or Part-M, it is not used in the context of the aircraft registration process, which is regulated under national rules, but in the context of the issuance of an Airworthiness Certificate for an aircraft which before did not fall under the scope of the Basic Regulation. For information, the term transfer is used for aircraft changing registration between two Member States. In principle, the aircraft registered in a Member State 7 (so called European-registered ) are subject to the Basic Regulation and its implementing rules. However, this is not the case for 7 Member State in the context of this NPA refers to Member States of the EU and the States referred to in Article 66 of the Basic Regulation. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 5 of 41
2. Explanatory Note European-registered aircraft if their regulatory safety oversight has been delegated to a third country and they are not used by a Community operator (refer to Article 4.1 (b) of the Basic Regulation). A typical example may be a European-registered aircraft which is dry-leased out to a foreign operator and its oversight delegated between ICAO contracting States under the provisions of Article 83 bis of the Chicago Convention. While these aircraft are not subject to European rules during the leased out period, they would have to follow the process subject to this NPA at the end of the leasing contract in order to comply with the Basic Regulation and be granted with an European Airworthiness Certificate and Airworthiness Review Certificate. The same as if a used aircraft was being imported from a foreign country. A similar situation would be aircraft subject to Part-T (i.e. foreign-registered aircraft dryleased-in by an EU-licenced air carrier, refer to regulation (EU) 2015/1536) if and when changing to a European registration: at the moment of import, this aircraft would need to follow the requirements proposed in this NPA (once they are adopted as European law) in order to obtain a CofA and an ARC in accordance with Part-21 and Part-M 8. It is also worth mentioning that in the case of aircraft imported from countries with which the European Union has signed a Bilateral Aviation Safety Agreement, the process regulated by the implementing rules emanating from the Basic Regulation may not be applicable. These aircraft are not impacted by the amendments proposed with this NPA. 2.3. 2.4. Summary of the RIA The detailed regulatory impact assessment is contained in Chapter 4 of this NPA. Overview of the proposed amendments Note: In November 2015 the Agency published NPA 2015-17 Airworthiness review process, containing a revised regulatory approach to the Airworthiness review. Both rulemaking activities, the one addressed in NPA 2015-17 and the one addressed with this NPA, are interrelated, but some discussions are specific to each topic. Therefore, the Agency planned two separate rulemaking tasks. The regulatory amendments proposed in the next chapter of this NPA are referring to the current rules, without taking into consideration the regulatory amendments proposed in NPA 2015-17. However, the Agency will consider the external comments received to both NPAs when producing the corresponding Opinions/Decision. The proposed amendments to Annex I (Part-M) of Regulation (EU) No 1321/2014, Annex I (Part-21) of Regulation (EU) No 748/2012, as well as to their associated AMC/GM, are the following: Paragraph 21.A.174(b)(3)(i) is amended to require that aircraft being transferred within Member States need a valid ARC and a copy of the CofA, which was not explicit before. In parallel, 21.A.179, 21.B.320, 21.B.326 and 21.B.327 are amended to facilitate the transfer of aircraft between Member States, being proposed that it would only be an 8 To be fully precise, non-eu aircraft used by EU operators other than licensed air carriers, are also subject to the BR, but no specific implementing rules in the field of continuing airworthiness apply to them. I.e., if these aircraft are being imported into the EU, they would need to follow the import process described in this NPA. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 6 of 41
2. Explanatory Note administrative process when transferring aircraft which are already compliant with the EU rules. The case of application for an airworthiness certificate for an aircraft which have already had an airworthiness certificate issued in accordance with Part-21 but this certificate has become invalid, has been addressed in the newly proposed 21.A.174(e). In this case, the process described in M.A.904 would need to be followed for submission of the application for the CofA. The reference in the last point of 21.A.174(b)(3) to a recommendation for the issuance of a certificate of airworthiness, as required documentation for the import of a used aircraft originating from a non-ms, is removed. This recommendation is only mentioned in this paragraph, but the current rule does mention what is the basis for it and who should develop it. In the proposed text, the process for import is better defined and the roles clearly allocated. Another mandate identified in the terms of reference (ToR) of this rulemaking activity was to develop requirements for State aircraft (aircraft referred to Article 1 point (2)(a) of Regulation (EC) No 216/2008) that are outside the scope of this regulation, but will be introduced ( imported ) into the system subject to Regulation (EC) No 216/2008, i.e. as European civil aircraft 9. These requirements are developed in a new point (4) in 21.A.174(b) of Part-21, which describes a process similar to the import of civil aircraft from another non-member State. M.A.904(a) of Part-M is also amended accordingly. 21.B.326 and 21.B.327 are also amended as needed. The proposed new 21.A.174(d) of Part-21 covers the case when the exporting authority does not issue an airworthiness statement for the aircraft being exported. When the airworthiness statement is provided and there is no reason to question its content, the importing authority can rely on it during the importing process. When the statement is missing, this NPA proposes the introduction of an evaluation programme to be provided by the applicant to the importing authority together with the application for the issuance of the CofA. The evaluation programme facilitates the agreement between the importer and importing authority on the definition and depth of the aircraft s airworthiness assessment to be conducted. M.A.904(f) of Part-M is also added accordingly. The proposed newly developed GM 21.A.174(b)(3)(ii) and (d) describes the intent of the airworthiness statement to be issued by the exporting authority and the exceptional cases on which an importing authority may accept an aircraft being imported without the airworthiness statement. The contents of the inspection to be performed during this evaluation are listed in the new GM M.A.904(f). Various AMCs linked to 21.A.174 of Part-21 are also proposed to establish means of compliance for the evaluation programme requirement, while AMC M.A.904(b) is updated for consistency reasons to address the evaluation report. 9 Aircraft conducting State operations are excluded from applicability of the Basic Regulation while carrying out these operations in accordance with Article 1 point (2)(a). If the same aircraft also carries out other type of operations which are not excluded from the applicability of the Basic Regulation, this aircraft must have already an airworthiness certificate issued in accordance with the Basic Regulation (and applicable implementing rules) and, therefore, does not need to follow the import process. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 7 of 41
2. Explanatory Note The case of the missing airworthiness statement had already been considered by the Agency at the opportunity of the notification of a derogation by Denmark in 2006, accepting in essence an alternative approach aiming to achieve the same objectives as those expected with the evaluation report. A new GM 21.A.174(b)(4) and (d) contains a flowchart for the import process, distinguishing the different potential cases covered in this NPA: a normal import, an import without an airworthiness statement and the import of a State aircraft. Changes proposed in NPA 2015-17 to paragraph 21.A.179 are carried over on this NPA with a couple of minor changes: firstly, the title of the paragraph is changed accordingly, and secondly, the text is changed to read that the airworthiness certificate is transferred with the aircraft in case that the aircraft remains on the same register and the person responsible for the airworthiness of the aircraft changes (instead of the case of change of owner). This may be relevant when the owner of the aircraft and the person responsible for the airworthiness are different. With regard to the airworthiness review conducted in order to make a recommendation to the importing competent authority and considering that the airworthiness review for import has some peculiarities compared to a standard airworthiness review, it is proposed that the airworthiness review staff should be authorised for this process by their continuing airworthiness management organisation (CAMO), once being competent and experienced enough to follow the process of M.A.904 of Part-M. This change is proposed in paragraphs in M.A.707(a)(3) and M.A.707(b) of Part-M, and related AMC M.A.707(a)(3). A particular point requiring special attention while conducting an airworthiness review for import is to properly assess the aircraft configuration. It is important to determine that the design of any aircraft change or repair is in accordance with Part-21 and, in addition, to establish that several design changes and repairs are compatible. For an aircraft already subject to the European regulatory system, the person responsible for its continuing airworthiness is the one deciding to modify the aircraft with an approved change or repair, and for this to consider the potential impact on the aircraft taking into consideration other already embodied modifications. At the time of import of a used aircraft, this NPA requests that this assessment is conducted at once for all modifications and repairs embodied, as part of the M.A.904 process. M.A.904(a)(2) of Part-M is amended accordingly. New GM M.A.304 and GM M.A.904(a)(2) have been developed to provide adequate explanations to the process. Appendix V to AMC M.A.704, paragraph 4.4., containing considerations for a CAMO exposition for organisations issuing recommendations for ARCs to competent authorities, is also amended. AMC M.A.904(a)(2) is proposed to be amendment by deleting the items already covered in a standard airworthiness review and operational checks, and focussing on items which are more relevant for imported aircraft while covering the case of a missing airworthiness statement. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 8 of 41
2. Explanatory Note The airworthiness review of imported aircraft also led to amend M.A.710(a)(8) of Part-M. This is to provide coherence for the process of importing an aircraft for which an airworthiness review compliant with M.A.710 is required. M.A.710 of Part-M requires that the aircraft maintenance has been conducted in compliance with Part-M. However, this is not possible for aircraft being imported, for which their airworthiness have been managed to comply with a different regulatory regime. These aircraft were not subject, up to that moment, to the Basic Regulation nor its implementing rules. With regards to newly manufactured foreign aircraft, 21.A.174 of Part-21 contained the possibility that the statement of compliance with an EASA approved design was made by a foreign authority. In fact, this should be the case only when a foreign manufacturing system has been considered equivalent as per point 2 of Article 9 of Regulation (EU) No 748/2012, which derogates from Part-21 manufacturing processes. Therefore, the requirement establishing the need of a statement of compliance with an EASA approved type design, and to be made by the foreign authority is moved to Article 2, and would only be of relevance in the case of manufacturing as per point 2 of Article 9. Finally, GM 21.B.325(a) is amended in order to provide instructions on how to adequately fill-in Block 4 category of Forms 24 and 25 (certificate of airworthiness (CofA) and restricted certificate of airworthiness (RCofA) forms). This guidance replicates the same instructions as those provided already by the Agency in a letter addressed to the Member States in 2004, expanding the use of the Block 4 also to RCofA. The instructions provided in this NPA are, compared to the instructions in the letter, updated to be in line with the current list of aircraft certification specifications published by EASA. GM 21.B.325(b) is also amended for coherence. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 9 of 41
3. Proposed amendments 3. Proposed amendments The text of the amendment is arranged to show deleted text, new or amended text as shown below: (a) (b) (c) deleted text is marked with strike through; new or amended text is highlighted in grey; an ellipsis ( ) indicates that the remaining text is unchanged in front of or following the reflected amendment. 3.1. Draft regulation (draft EASA opinion) 3.1.1. Changes to the cover regulation of Commission Regulation (EU) No 748/2012 A new point 3 is added to Article 2 as follows: 3. The application for an airworthiness certificate for a new aircraft, whose manufacturer has demonstrated its production capability in accordance with point 2 of Article 9, will be accompanied by a statement signed by the exporting authority confirming that the aircraft conforms to a design approved by the Agency. 3.1.2. Changes to Annex I (Part-21) to Commission Regulation (EU) No 748/2012 21.A.174 is amended as follows: 21.A.174 Application ( ) (b) Each application for a certificate of airworthiness or restricted certificate of airworthiness shall include: ( ) (2) with regard to new aircraft: (i) a statement of conformity: issued under point 21.A.163(b); or issued under point 21.A.130 and validated by the competent authority; or for an imported aircraft, a statement signed by the exporting authority that the aircraft conforms to a design approved by the Agency; (i) when the aircraft has been produced under Part-21, a Form 52 issued under point 21.A.163(b), or issued under point 21.A.130 and validated by the competent authority; (ii) a weight and balance report with a loading schedule; (iii) the flight manual, when required by the applicable certification specifications for the particular aircraft; (3) with regard to used aircraft: (i) originating from a Member State: an valid airworthiness review certificate issued in accordance with Part-M; and Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 10 of 41
3. Proposed amendments a copy of the certificate of airworthiness or restricted certificate of airworthiness with the former registration. (ii) originating from a non-member State: ( ) a weight and balance report with a loading schedule corresponding to the aircraft current configuration. ( ) a recommendation for the issuance of a certificate of airworthiness or restricted certificate of airworthiness and an airworthiness review certificate following an airworthiness review in accordance with M.A.904 of Part-M. (4) with regard to aircraft which were excluded from the applicability of the Regulation (EC) No 216/2008 in accordance with Article 1 (2)(a), being only operated as State aircraft for the Member State that will receive the application: (i) a weight and balance report corresponding to the aircraft current configuration, (ii) the flight manual, when such manual is required by the applicable airworthiness code for the particular aircraft type, (iii) historical records to establish the production, modification, and maintenance standard of the aircraft, including all limitations associated with a restricted certificate of airworthiness under 21.B.327(c), (iv) a recommendation for the issuance of an airworthiness review certificate following an airworthiness review in accordance with M.A.904 of Part-M, (v) unless the airworthiness status of the aircraft is established by the former State aircraft aviation authority and declared in an airworthiness statement acceptable to the competent authority of the Member State of registry, the application shall allow determining the airworthiness status of the aircraft at the time of transfer. This shall be achieved when (A) The competent authority of the Member State of registry is satisfied that the issue of an airworthiness statement has not been denied by the former State aircraft aviation authority because of airworthiness concerns. (B) Evidence as to what approved design the aircraft was initially built and delivered is available. (C) A continuing airworthiness management organisation appropriately approved in accordance with point M.A.711(b) of Annex I (Part-M) to Commission Regulation (EU) No 1321/2014 develops an evaluation programme detailing the required inspection and investigation activities to be conducted to compensate for the missing airworthiness statement by the former State aircraft aviation authority. The evaluation programme shall specify the activities to be performed to identify the status of the aircraft with regard to EASA approved type design, modifications, repairs and maintenance. This programme shall be accepted by the competent authority before the evaluation is conducted. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 11 of 41
3. Proposed amendments (D) The results of the evaluation programme have been summarised in an evaluation report, appropriately considered during the required airworthiness review in accordance with M.A.904 of Part-M, and supplied to the competent authority together with the recommendation for the issuance of an airworthiness review certificate. (c) (d) Unless otherwise agreed, the statements referred to in points (b)(2)(i), and (b)(3)(ii) and (b)(4)(v) shall be issued no more than 60 days before presentation of the aircraft to the competent authority of the Member State of registry. By way of derogation from the first paragraph of 21.A.174(b)(3)(ii), in exceptional cases an application without a statement reflecting the airworthiness status of the aircraft may be made, provided that: (1) The competent authority of the Member State of registry is satisfied that the airworthiness statement has not been denied by the former State of registry because of airworthiness concerns. (2) Evidence as to what approved design the aircraft was initially built and delivered is available. (3) A continuing airworthiness management organisation appropriately approved in accordance with M.A.711(b) of Annex I (Part-M) to Commission Regulation (EU) No 1321/2014 develops an evaluation programme detailing the required inspections to compensate for the missing assessment and airworthiness statement by the former State of registry. The programme shall specify the activities to be performed to identify the status of the aircraft with regard to the EASA approved type design, modifications, repairs and maintenance. This programme shall be accepted by the competent authority before the evaluation is conducted. (4) The results of the evaluation programme have been summarised in an evaluation report, appropriately considered during the required airworthiness review in accordance with Part- M, and provided to the competent authority together with the recommendation for the issuance of an airworthiness review certificate (ARC). (e) By way of derogation from 21.A.174(b)(3)(i), an application may be made for an airworthiness certificate for an aircraft originating from a Member State for which, in accordance with 21.A.181, its airworthiness certificate is no longer valid. In this case a recommendation for the issuance of an ARC, following the process described in M.A.904 of Annex I (Part-M) to Commission Regulation (EU) No 1321/2014, shall be provided with the application. 21.A.179 Transferability and re-issuance within Member States is amended as follows. 21.A.179 Transferability and re-issuance within a Member States (a) Where the person responsible for the continuing airworthiness ownership of an aircraft has changed: 1. if it and the aircraft remains on the same register, the airworthiness certificatecertificate of airworthiness, or the restricted certificate of airworthiness conforming to a restricted type-certificate only, shall be transferred together with the aircraft;. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 12 of 41
3. Proposed amendments 2. if the aircraft is registered in another Member State, the certificate of airworthiness, or the restricted certificate of airworthiness conforming to a restricted type-certificate only, shall be issued: (i) upon presentation of the former certificate of airworthiness and of a valid airworthiness review certificate issued under Part M; and (ii) when satisfying point 21.A.175. (b) Where ownership of an aircraft has changed, and the aircraft has a restricted certificate of airworthiness not conforming to a restricted type-certificate, the airworthiness certificates shall be transferred together with the aircraft provided the aircraft remains on the same register, or issued only with the formal agreement of the competent authority of the Member State of registry to which it is transferred. The current 21.B.320 is amended as follows: 21.B.320 Investigation (a) Except for the issuance of airworthiness certificates described in 21.B.326(b) and 21.B.327(a)(2), tthe competent authority of the Member State of registry shall perform sufficient investigation activities for an applicant for, or holder of, an airworthiness certificate to justify the issuance, maintenance, amendment, suspension or revocation of the certificate or permit. ( ) The current 21.B.326 is amended as follows: 21.B.326 Certificate of airworthiness The competent authority of the Member State of registry shall issue a certificate of airworthiness for: ( ) (b) used aircraft originating from a Member State: 1 upon presentation of the documentation required in 21.A.174(b)(3)(i) and upon satisfying the language requirements in 21.A.175. demonstrating that: (i) the aircraft conforms to a type design approved under a type-certificate and any supplemental type-certificate, change or repair approved in accordance with this Annex I (Part-21); and (ii) the applicable airworthiness directives have been complied with; and (iii) the aircraft has been inspected in accordance with the applicable provisions of Annex I (Part-M) of Regulation (EC) No 2042/2003; 2. when the competent authority of the Member State of registry is satisfied that the aircraft conforms to an approved design and is in a condition for safe operation. This may include inspections by the competent authority of the Member State of registry. (c) used aircraft originating from a non-member State or State aircraft : 1. upon presentation of the documentation required in 21.A.174(b)(3)(ii) or (b)(4), demonstrating that: Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 13 of 41
3. Proposed amendments (i) the aircraft conforms to a type design approved under a type certificate and any supplemental type certificate, change or repair approved in accordance with this Annex (Part-21); and (ii) the applicable airworthiness directives have been complied with; and (iii) the aircraft has been inspected in accordance with the applicable requirements of Annex I (Part-M) to Commission Regulation (EU) No 1321/2014; 2. when the competent authority of the Member State of registry is satisfied that the aircraft conforms to an approved design and is in a condition for safe operation. This may include inspections by the competent authority of the Member State of registry. The current 21.B.327 is amended as follows: 21.B.327 Restricted certificate of airworthiness ( ) ( ) 2. used aircraft originating from a Member State: (i) upon presentation of the documentation required in 21.A.174(b)(3)(i) and upon satisfying the language requirements in 21.A.175.demonstrating that: (A) the aircraft conforms to a design approved by the Agency under a restricted type certificate or in accordance with specific airworthiness specifications and any supplemental type-certificate change or repair approved in accordance with this Annex I (Part 21); and (B) the applicable airworthiness directives have been complied with; and (C) the aircraft has been inspected in accordance with the applicable provisions of Annex I (Part-M) of Regulation (EC) No 2042/2003; (ii) when the competent authority of the Member State of registry is satisfied that the aircraft conforms to the approved design and is in a condition for safe operation. This may include inspections by the competent authority of the Member State of registry. 3. used aircraft originating from a non-member State or State aircraft : (i) upon presentation of the documentation required in 21.A.174(b)(3)(ii) or (b)(4), demonstrating that: (A) the aircraft conforms to a design approved by the Agency under a restricted type certificate or in accordance with specific airworthiness specifications and any supplemental type-certificate change or repair approved in accordance with this Annex I (Part-21); and (B) the applicable airworthiness directives have been complied with; and (C) the aircraft has been inspected in accordance with the applicable requirements of Annex I (Part-M) to Commission Regulation (EU) No 1321/2014; Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 14 of 41
3. Proposed amendments (ii) when the competent authority of the Member State of registry is satisfied that the aircraft conforms to an approved design and is in a condition for safe operation. This may include inspections by the competent authority of the Member State of registry. 3.1.3. Changes to Annex I (Part-M) to Commission Regulation (EU) No 1321/2014 M.A.707 is amended as follows: (a) ( ) 3. For used aircraft to be imported into the EU, this staff shall, in addition to the requirements laid down in M.A.707(a)1 or (a)2 as appropriate, have acquired the technical competence and experience necessary to determine that the aircraft meets the requirements of M.A.904 at the time of import. (b) Airworthiness review staff nominated by the approved continuing airworthiness organisation can only be issued an authorisation by the approved continuing airworthiness organisation when formally accepted by the competent authority after satisfactory completion of an airworthiness review under the supervision of the competent authority or under the supervision of the organisation's airworthiness review staff in accordance with a procedure approved by the competent authority. The organisation shall also specifically authorise the airworthiness review staff referred to in M.A.707(a)(3). ( ) M.A.710 is amended as follows: (a) To satisfy the requirement for the airworthiness review of an aircraft referred to in point M.A.901, a full documented review of the aircraft records shall be carried out by the approved continuing airworthiness management organisation in order to be satisfied that: ( ) 8. from the time when the aircraft is covered by the scope of this regulation, all maintenance performed has been released in accordance with Annex I (Part-M); and ( ) M.A.904 is amended as follows: (a) When importing an aircraft onto a Member State register from a third country or an aircraft referred to in Article 1 (2)(a) of Regulation (EC) No 216/2008, the applicant shall: ( ) 2. for aircraft other than new, have an airworthiness review carried out satisfactorily in accordance with point M.A.901, including the assessment of the aircraft configuration; and 3. have all maintenance carried out to comply with the approved applicable maintenance programme in accordance with point M.A.302. ( ) Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 15 of 41
3. Proposed amendments (e) (f) 3.2. 3.2.1. The Member State shall also issue the airworthiness review certificate valid normally for one year unless the Member State has safety reason to limit the validity. In the case that an evaluation programme is required in accordance with 21.A.174, the evaluation report shall be taken into consideration by the continuing airworthiness management organisation performing the airworthiness review required by M.A.904(a)2. It shall be submitted to the competent authority together with the documented recommendation required by M.A.904(b). Draft acceptable means of compliance and guidance material (draft EASA decision) Changes to AMC/GM to Annex I (Part-21) to Commission Regulation (EU) No 748/2012 New AMC 21.A.174 and GM 21.A.174 are added: GM 21.A.174, 21.B.326 and 21.B.327 Member State of registry and State aircraft. The competent authority of the Member State of registry' referred in these paragraphs is the competent authority that will be responsible for the oversight of the aircraft once the application process is successfully completed. The Member State of registry is also referred as the importing Member State. A State aircraft referred in these paragraphs is an aircraft referred to in paragraph 2(a) of Article 1 of Regulation (EC) No 216/2008, which carries out military, customs, police, search and rescue, firefighting, coastguard, or similar activities or services for a Member State. GM 21.A.174(b)(3)(ii) and (d) Airworthiness Statement The intention of the airworthiness statement of the previous ICAO contracting State of registry, i.e. exporting State, is to reflect the airworthiness status of the aircraft at the time of import. This means as close as practicable to the point in time when the oversight responsibility of the exporting State ends. Normally, this is documented by the date of de-registration. An airworthiness statement issued by the exporting State should: either declare compliance with the Agency s approved type design (built standard, modifications, repairs) at the time of import, or state any deviations thereof if this has been previously agreed and accepted in writing by the competent authority of the importing Member State, and confirm that the aircraft is airworthy in accordance with continuing airworthiness requirements of the exporting State at the time of import. The importing Member State should insist on a statement reflecting the airworthiness status of the aircraft at the time of import. In the absence of such statement, the airworthiness status of an aircraft in the previous regulatory system cannot be determined by an importing Member State or by the applicant requesting the issuance of an airworthiness certificate unless they possess a thorough knowledge of the aviation legislation and the acceptable procedures of the exporting State. Certain exceptional circumstances may warrant acceptance of an application without a current airworthiness statement from the former State of registration. These exceptional circumstances do not include lack of procedural knowledge and/or commercial or time considerations but may be circumstances such as: Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 16 of 41
3. Proposed amendments civil disturbances or war in the territory of the former State of registry; or discontinuation of the former State of registry s civil aviation authority; or significant and continued non-compliances with ICAO minimum airworthiness standards by the former State of registry; or unwillingness of the former State of registry to cooperate as foreseen by ICAO. AMC 21.A.174(b)(4)(v)(B) and (d)(2) Acceptable evidences of the initial built standard Evidence as to what approved design the aircraft was initially built to may be constituted by: a conformity statement issued by the production organisation that manufactured and delivered the aircraft, clearly identifying the aircraft and its type design, at the time of initial delivery; or a certificate of airworthiness for export issued by the State of manufacture, clearly identifying the aircraft and its type design, at the time of initial delivery; or any other conformity statement issued by the State of manufacture or the production organisation that manufactured and delivered the aircraft, clearly identifying the aircraft and its type design, at the time of initial delivery. AMC 21.A.174(b)(4)(v)(C) and (d)(3) Evaluation programme The evaluation programme is not intended to replace the standard airworthiness review activities required by Part-M but to complement them. 1) Preconditions to establish an evaluation programme a) Previous maintenance programme and sufficient historical records generated under the foreign regulatory system are available to either completely satisfy the continuing airworthiness record requirements to a level equivalent to M.A.305 of Commission Regulation (EU) No 1321/2014, Annex I (Part-M), or to allow reconstruction of missing records b) Journey logs and/or technical logs are available to establish previous aircraft operation, aircraft utilisation and aircraft operating environment. 2) Considerations to be included in the development of the evaluation programme The following factors should be assessed and considered in the development of the evaluation programme: a) Conclusions drawn from a complete aircraft record review; b) Aircraft age and ownership history (i.e. registrations, owners/operators); c) Visual aircraft condition; d) Aircraft storage condition; e) Previous aircraft operating environment, previous aircraft operating profiles; f) Any past experience relating to the import of aircraft that the CAMO developing the evaluation programme had with the previous owner/operator; g) Any past experience relating to the import of aircraft that the CAMO developing the evaluation programme had with the previous State of registry. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 17 of 41
3) Content of the evaluation programme 3. Proposed amendments The following content should be included in an evaluation programme to be proposed to the competent authority: a) Result of the record review performed, describing completeness, accuracy and quality of the records received and description of any records which were reconstructed in accordance with AMC M.A.305(h); b) Identification of particular events that took place during the aircraft life and that could have required unscheduled maintenance, such as: lightning strikes, hard landings, long term storage, propeller or rotor over-speed, over-torque, impact on a main rotor blade, etc.. Assessment of aircraft airworthiness condition considering the records of the remedial action taken to restore airworthiness after these events, if needed; c) Conclusions which were drawn from factors listed in paragraph 2) above; d) Proposed physical inspection and investigation activities suitable to: i) identify the current aircraft configuration and deviations from the design approved by the Agency; ii) iii) identify repairs, unrepaired damage and modifications performed on the aircraft in the past, including inspections due to particular events described in b); and identify unclear or unacceptable design standards; e) Proposed physical inspection and investigation activities suitable to: i) identify maintenance standards that the aircraft was subjected in the past, and ii) identify unclear or unacceptable maintenance standards; f) Organisations required to determine the current aircraft configuration and to determine deviations from an EASA approved design (e.g. POA, DOA, manufacturer, TC/STC holder, CAMO, etc.); g) Organisations required to support the inspection and investigation activities (e.g. CAMO, AMO); h) Documents used for determination of conformity with a design approved in accordance with Commission Regulation (EU) No 748/2012; i) Date and location of proposed inspections and investigations. 4) Acceptance of the evaluation programme by the new Member State of registry If the competent authority finds that the proposed evaluation programme is suitable to properly evaluate the aircraft configuration and maintenance status as delivered from the previous register, it should accept the proposal and notify the applicant of its involvement in the proposed inspection and investigation activities. If the competent authority finds that the proposed evaluation programme is insufficient to properly evaluate the aircraft configuration and maintenance status, as delivered from the previous register, it should reject the evaluation proposal. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 18 of 41
AMC 21.A.174(b)(4)(v)(C) Evaluation programme for State aircraft 3. Proposed amendments For the preparation of the evaluation programme in accordance with point 21.A.174(b)(4)(v)(C), the following aspects regarding assessment and analysis of historical aircraft records should also be considered: Previous Flight operations; Assessment of the effects of the previous operating profile. Flights outside of the civil flight manual limitations might require support from the TCH to address the impact on continued airworthiness and life limitations; Note: Any change of airworthiness limitations will have to be approved in accordance with Commission Regulation (EU) No 748/2012. Modifications Modifications and equipment previously fitted to the aircraft, which were intended to satisfy the aircraft State role, need to be identified and must eventually be approved in accordance with Commission Regulation (EU) No 748/2012 to remain on the aircraft or be removed from the aircraft to restore or achieve an approved configuration. Removing a modification may result in redundant requirements (e.g. mounting holes) which are a deviation from the type design and should be approved. Also, if the steps are complex (such as removal of wiring) then reversal of the modification may require detailed maintenance instructions. In these cases, where a service bulletin from the aircraft manufacturer is not available to remove the modification, a Part-21 organisation should generate suitable EASA approved data to remove the modification. Maintenance and certification of maintenance As the aircraft was excluded from the requirements of Commission Regulation (EC) No 216/2008, the release certificates of maintenance should be reviewed to establish that the maintenance performed and certified in accordance with equivalent standards to Annex I (Part- M), was carried out by appropriately qualified personnel, being authorised by appropriately approved organisations, and using approved data. Life Limitations Assessments should be made to assure that aircraft systems and parts do, neither exceed the airworthiness limitations approved in accordance with Commission Regulation (EU) No 748/2012, nor the limitations established by the State aircraft aviation authority, whichever limit is less. GM 21.A.174(b)(4) and (d) Process for application and issuance of a CofA or RCofA The flow diagram illustrates the certificate of airworthiness (CofA) and restricted certificate of airworthiness (RCofA) application process in the case of introduction of a State aircraft (21.A.174(b)(4)) and import of a used aircraft originating from a non-member State without a valid airworthiness statement (21.A.174(d)). Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 19 of 41