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European Aviation Safety Agency

 isa European Union (EU) agency with


regulatory and executive tasks in the
field of civilian aviation safety. Based in
Cologne, Germany, the EASA was created
on 15 July 2003, and it reached full
functionality in 2008, taking over
functions of the Joint Aviation Authorities
(JAA). European Free Trade Association
(EFTA) countries have been granted
participation in the agency.
 The responsibilities of EASA include to
conduct analysis and research of safety,
authorising foreign operators, giving advice
for the drafting of EU legislation,
implementing and monitoring safety rules
(including inspections in the member
states), giving type-certification of aircraft
and components as well as the approval of
organisations involved in the design,
manufacture and maintenance of
aeronautical products.
 The JAA was headquartered at Hoofddorp, North
Holland. One difference between EASA and JAA
is that EASA has legal regulatory authority within
the European Union (EU) through the enactment
of its regulations through the European
Commission, Council of the European Union and
European Parliament, while most of the JAA
regulatory products were harmonised codes
without direct force of law.
 Also, some JAA nations such as Turkey were
outside the EU whereas by definition, EASA is an
agency of the EU and other nations adopt its
rules and procedures on a voluntary basis.
 InEurope, Aircraft Maintenance Certifying
Personnel have to comply to Part-66
Certifying Staff of the EASA.
 Part-66 was based on the older JAR system
and the required training level followed the
ATA 104 system.
 There are 3 levels of authorisation:
• Category A (Line Maintenance Mechanic)
• Category B1 (Mechanical) and/or B2(Avionics) (Line
Maintenance Technician):
• Category C (Base Maintenance Certifying Engineer)
 Basic A category License + Task Training (Level
depends on Task Complexity) + Company
Certification Authorization for specific Tasks
 ("A category A aircraft maintenance licence
permits the holder to issue certificates of release
to service following minor scheduled line
maintenance and simple defect rectification
within the limits of tasks specifically endorsed on
the authorisation.
 The certification privileges shall be restricted to
work that the licence holder has personally
performed in a Part-145 organisation"),
 Basic B1/B2 category License + Type Training
 (i.e. Line and Base Maintenance I.A.W. Part-66 Appendix III
Level III) + Company Certification Authorization
 "a category B1 aircraft maintenance licence shall permit the
holder to issue certificates of release to service following
maintenance, including aircraft structure, powerplant and
mechanical and electrical systems.
 Replacement of avionic line replaceable units, requiring
simple tests to prove their serviceability, shall also be
included in the privileges.
 Category B1 shall automatically include the appropriate 'A'
subcategory", a Category B2 aircraft maintenance licence
shall permit the holder to issue certificates of release to
service following maintenance on avionic and electrical
systems"
 Basic C category license + Type Training
 (Line & Base Maintenance i.a.w. Part-66
Appendix III, Level III for the first Type Rating
and Part-66 Level I training for subsequent
Aircraft Types of similar technology, otherwise
Level III training) + Company Certification
Authorization
 a category C aircraft maintenance licence shall
permit the holder to issue certificates of release
to service following base maintenance on
aircraft.
 The privileges apply to the aircraft in its entirety
in a Part-145 organisation
 A significant difference between the US and the
European systems is that in the United States, aircraft
maintenance technicians (Part 65 Airframe and
Powerplant Mechanics) are permitted to work under
their own certificates and approve their own work for
return to service.
 European Part 66 certificate holders are required to
perform their functions under the aegis of a Part 145
organisation for Transport Category and Large
(MTOM>5700 kg) Airplanes.
 The part 145 organisation in the EASA system has the
authority to approve for return to service.
 Many non-European countries have been moving
toward the European approach, most notably Canada
 To obtain approval to be an aeronautical
repair station, an organisation must write,
submit and keep updated a Maintenance
Organisation Exposition (MOE).
 To support their MOE they must have a
documented set of procedures. Thirdly
the organisation must have a compliance
matrix to show how they meet the
requirements of Part-145.
 EASA Part-M consists of several subparts.
 The noteworthy subparts are F
(Maintenance for aircraft below 5700 kg in
non commercial environment),
 G (Continuing Airworthiness Management
Organization = CAMO, coordinating the
compliance of aircraft with maintenance
program, airworthiness directives and
service bulletins)
 – the airworthiness code is available on the
EASA website ([easa.europa.eu]) in the
regulations section.
 Togo with Part-66 on the issuing of
licenses is the larger area of setting up
and gaining approval for a training
school for aircraft mechanics. Part-147
governs the larger situation of
establishing such a training school.
 Design Organisation means an organisation responsible for
the design of aircraft, aircraft engines, propellers, auxiliary
power units, or related parts and appliances, and holding, or
applying for, type-certificates, supplemental type-
certificates, changes or repairs design approvals or ETSO
Authorisations.
 A design organisation holds DOA (Design Organisation
Approval) or, by way of derogation, Alternatives Procedures
to DOA.
 A DOA-List enlisting all companies holding DO Approval
with their capabilities can be downloaded from the EASA
web-site.
 Part 21 requirements for Design Organisation Approvals and
Production Organisation Approvals, as described in
Regulation (EC) 1702/2003 on 'Implementing Rules'
A part built for an aircraft can be
certificated with an EASA Form One as
approved for a particular aircraft type
once it has been installed as prototype to
an aircraft and has been certificated by a
Design Organisation with a Minor
Change Approval, a Supplemental Type
Certificate (STC) or a Type Certificate
(TC).
 On 28 September 2003, the EASA took over responsibility for the
airworthiness and environmental certification of all aeronautical
products, parts, and appliances designed, manufactured,
maintained or used by persons under the regulatory oversight of
EU Member States.
 The Certification work also includes all post-certification
activities, such as the approval of changes to, and repairs of,
aeronautical products and their components, as well as the issuing
of airworthiness directives to correct any potentially unsafe
situation.
 All type-certificates are therefore now issued by the EASA and are
valid throughout the European Union. It also carries out the same
role for foreign organisations involved in the manufacture or
maintenance of such products. The EASA relies on national
aviation authorities who have historically filled this role and
concludes contractual arrangements to this effect.
General
JAR-1 Amendment 6, 1
Definitions and November 2004
Abbreviations
JAR-11 Amendment 1, 1
JAA Regulatory and November 2004
Related Procedures
Operations JAR-STD 1A Amendment 3, 1 July
JAR-OPS Part 1 Amendment 13, 1 May Aeroplane Flight 2003
Commercial Air 2007 Simulators
Transportation JAR-STD 2A 1st issue: 1 July 1999
(Aeroplanes) Aeroplane Flight Training
JAR-OPS Part 1 Amendment 14, 1 May Devices
Commercial Air 2008 eff JAR-STD 3A Change 1: 1 June 1999
Transportation 16 July 2008 Flight and Navigation
(Aeroplanes) Procedures Trainers
JAR-OPS Part 3 Amendment 5, 1 July 2
Commercial Air 007 JAR-STD 4A 1st Issue, 1 May 2002
Transportation Basic Instrument Training
(Helicopters) Devices
JAR-FSTD A Initial Issue, 1 May JAR-STD 1H 1st issue, 1 April 2001
Aeroplane Flight 2008 eff 01 Aug 2008 Helicopter Flight
Simulation Training Simulators
Devices JAR-STD 2H 1st issue, 1 September
JAR-FSTD H Initial Issue, 1 May Helicopter Flight Training 2003
Helicopter Flight 2008 eff 01 Aug 2008 Devices
Simulation Training JAR-STD 3H 1st Issue, 1 May 2002
Devices Helicopter Flight
JAR-26 Amendment 3, 1 Simulators
Additional December 2005 JAR-MMEL/MEL Amendment 1, 1 August
Airworthiness Minimum Master 2005
Requirements for Equipment List /Master
Operations Equipment List
Licensing
JAR-FCL 1 Amendment 7, 1
Flight Crew Licensing December 2006
(Aeroplane)
JAR-FCL 2 Amendment 6, 1
Flight Crew Licensing February 2007
(Helicopter)
JAR-FCL 3 Amendment 5, 1
Flight Crew Licensing December 2006
(Medical)
JAR-FCL 4 Amendment 3, 1
Flight Crew Licensing September 2005
(Flight Engineers)
Airworthiness JAR-66 Amendment 2, 1
Certifying Staff February 2007
JAR-21 Amendment 7, 1
JAR-145 Amendment 7, 1
Certification Procedures February 2007
Approved Maintenance February 2007
for Aircraft, Products Organisations
and Related Parts JAR 147 Amendment 3, 1
JAR-22 Amendment 9, 1 Maintenance Training February 2007
Sailplanes & Powered February 2007 Organisations
Sailplanes JAR-APU Amendment 5, 1
JAR-23 Amendment 3, 1 Auxiliary Power Units February 2007
Normal, Utility, February 2007 JAR-AWO Amendment 4, 1
Aerobatic and All Weather Operations February 2007
Commuter Category JAR-E Amendment 14, 1
Aeroplanes Engines February 2007
JAR-25 Amendment 20, 1 JAR-M Initial Issue, December
Large Aeroplanes December 2007 Continuing Airworthiness 2007
JAR-P Amendment 9, 1
JAR-27 Amendment 6, 1
Propellers February 2007
Small Rotorcraft December 2007
JAR-TSO Amendment 8, 1
JAR-29 Amendment 6, 1 Joint Technical Standard February 2007
Large Rotorcraft December 2007 Orders
JAR-34 Amendment 2, 1 JAR-VLA Amendment 2, 1
Aircraft Engine February 2007 Very Light Aeroplanes February 2007
Emissions JAR-VLR Amendment 2, 1
JAR-36 Amendment 2, 1 Very Light Helicopters February 2007
Aircraft Noise February 2007 GAI-20 Amendment 3, 1
JAR-39 Initial Issue, 1 January Joint Advisory Material - February 2007
Airworthiness Directives 2003 Advisory Circular Joint

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