easa service bulletin

EASA Airworthiness Directives Publishing Tool. an Airbus aeroplane, or a SAFRAN helicopter engine (formerly known as Turboméca), the applicable ADs are those issued (or approved) by EASA and, previously, ADs issued by DGAC France. An AD is revised to incorporate changes that make the AD requirements less stringent than the previous revision. Please note that this will be done for future cases only. Guidelines for Following the Service Bulletin (SB) Flow Chart. The case of an SB for which an AD has been issued, irrespective of whether it is designated by the TC/STC holder as ‘mandatory’, ‘alert’ or ‘highly recommended’, is clear: these are part of the Mandatory Continuing Airworthiness Instructions and must be applied in all cases. EASA does not approve AD compliance time extension requests for individual cases. An AD is corrected to incorporate a non-substantive change to an AD, which does not affect compliance with the AD, e.g. Users can go to the Safety Publications Tool, advanced search and select APPLIANCES to start using the new taxonomy for equipment ADs. Preferably, to avoid operator confusion, each State of Registry should determine which ADs they consistently (not on a case-by-case basis) adopt, either to follow FAA ADs, or EASA ADs. The EASA Safety Publications Tool includes both Mandatory and Non-Mandatory Continuing Airworthiness Information, as well as Safety Publications related to operations, ATM/ANS, aerodromes and conflict zones: Note: Not available at this time: most Foreign State of Design ADs issued before August 2006 and some European State of Design ADs issued before 28 September 2003. Consequently, when in compliance with a previous revision of an AD, an aircraft is automatically in compliance with the new revision. EASA supports companies involved in the service and sale of electric motors, pumps, drives, controls, gearboxes and other rotating machinery. 24 May 2018. The information hub of the European Aviation Safety Agency. In principle, the regulations of the State of Registry of an aircraft determine which ADs apply to that aircraft (including the engine, propeller, parts and appliances). That policy should then result in a substantiated (and recorded) operator’s decision for each SB to apply it, or not. “It is not in accordance with Easa’s previous assurances to us and it robs us and other interested parties of the opportunity to consider and make informed comment upon Easa’s recommendations and the logic of Easa’s decision making. When operating a Bell 206 helicopter, the applicable ADs are those issued by the FAA before 14 September 1995, and those issued by Transport Canada Civil Aviation (TCCA) after that Type Certificate transfer date. When operating a product for which France is the State of Design, e.g. For non-EU States of Registry that have validated CFM International engine designs, it is the State of Registry (ICAO Annex 8, Chapter 4) that decides which are the applicable ADs – those issued by the FAA, or by EASA. EASA is the leader in the electric motor, pump, and apparatus repair, service and sales industry. 77(1) of regulation (EU) 2018/1139) carries out the ICAO functions and tasks of the State of Design on behalf of EASA Member States, EASA notifies new or more restrictive ALS tasks as ‘Mandatory Continued Airworthiness Information’ to ICAO Contracting States by taking AD action for these specific ALS revisions. However, the owner/CAMO must consider the specific cases of tasks with repetitive action having a calendar limit, where a significant lag could occur between the date of task performance and the date of the CRS (which “legally speaking” determines the effective date of accomplishment). EASAaircraft; and 2. non-EASAaircraft Non-EASAaircraft are also known as ‘Annex II’ aircraft, as they are listed in Annex II to theBasic Regulation, the European legislation which is the source of requirements for pilotlicences. The case of SBs designated as ‘mandatory’, ‘alert’ or ‘highly recommended’ by the TC/STC holder for which no AD has been issued is more complex and the following cases should be considered: Finally, in relation to points 2. and 3. above, for all non-mandatory modifications and/or inspections, including SBs classified by the TC/STC holder as ‘mandatory’, ‘alert’ or ‘highly recommended’ and not covered by a corresponding AD, for all large aircraft, or aircraft used in commercial air transport, an embodiment policy is to be established, as required by M.A.301(7.). However, Part-M does not specify exactly when, after publication of an ALS revision, an AMP must demonstrate compliance with that particular ALS revision and, consequently, from which time the new or more restrictive ALS tasks must be complied with. In accordance with Regulation (EC) 748/2012, all EASA aircraft types that qualify for an EASA Certificate of Airworthiness (CofA) are issued with a non-expiring CofA, validated annually with an Airworthiness Review Certificate (ARC). the Design Approval Holder, whose contact details can be found in the relevant AD. Personnel requirements, Flight Simulation Training Devices (FSTD), Airspace Usage Requirement (ACAS II v7.1), Acceptable Means of Compliance (AMC) and Alternative Means of Compliance (AltMoC), Alternative Method of Compliance (AMOC) to an Airworthiness Directive (AD), Certification Support for Validation (CSV), Certification of products and organisations, Conflict Zone Information Bulletin (CZIB’s), Non-commercial operations with complex motor-powered aircraft (NCC), ATM/ANS & ATCO Training Organisation Approvals, Alternative Procedures to Design Organisation Approval (ADOA), Aircraft type ratings for Part-66 aircraft maintenance licence, EASA Part-145 Organisations located in Brazil, EASA Part-145 Organisations located in Canada, EASA Part-145 Organisations located in the USA, International Maintenance Review Board Policy Board (IMRBPB), Manufacturer Scheduled Maintenance Requirements, Part-21 Light - Making Design & Manufacturing Easier, The new CS-23 – smart and flexible rules that support innovation, Simpler and lighter rules for Balloons and Sailplanes, Simpler and lighter rules for GA pilot training, Simpler and lighter rules for GA maintenance, Loss of Control (LOC-I) in Approach and Landing, Aircraft Noise Certificate or Equivalent Noise Documentation (ANC) Data, Regional Safety Oversight Organisations (RSOOs), Accident and incident investigation support, Aviation Safety Reporting for Organisations, Aviation Safety Reporting for Individuals, European Authorities Coordination Group on Flight Data Monitoring (EAFDM), European Operators Flight Data Monitoring (EOFDM), European Safety Promotion Network Rotorcraft (ESPN-R), Acceptable Means of Compliance (AMC) and Guidance Material (GM), Information on Alternative Means of Compliance (AltMoC), Terms of Reference (ToR) and Group Composition (GC), Terms of Reference and Group Compositions information, Notices of Proposed Amendment information, Type Certificate Data Sheets for Noise (TCDSN), Specific Airworthiness Specifications (SAS), Information on the transition of MMEL/OEB Reports to OSD, Supplemental Type Certificate MMEL Supplements, Operational Evaluation Guidance Material (OE GM) / Operational Evaluation Reports (OEB) / Operational Suitability Data (OSD), TypeRatings and Licence endorsement lists, Technical publications - Easy Access Rules, ATM/ANS provision of services - Air Traffic Management/Air Navigation Services, ATM/ANS interoperability - Air Traffic Management/Air Navigation Services, AUR - Airspace Usage Requirements (ACAS II), SERA - Standardised European Rules of the Air, Special Airworthiness Information Bulletin, FAQ on ADs applicable to third-country registered aircraft when operated in accordance with Part-NCO, AD - Airworthiness Directives - Safety publications tool, FSTDIS - Flight Simulation Training Devices Information System. Do I have to comply with a ‘mandatory’ Service Bulletin? Published ESFA e-bulletin: 17 May 2018 (issue 220). repetitive inspection instructions) in the manufacturer maintenance programme (Maintenance Review Board Report (MRBR) or Manufacturer Recommended Programme) for the aircraft concerned. List of Mandatory Continuing Airworthiness Information Displaying records 1 to 20 out of a total of 14652 publications. Each AD issued before 28 September 2003 by an EASA State of Registry authority, in the absence of a State of Design AD (also identified as ‘additional’ AD), is no longer valid from 28 September 2003 (i.e. IF INDICATED IN THE AD, THE FOLLOWING APPLIES: IF NOT INDICATED IN THE AD,THE FOLLOWING APPLIES: This is only applicable in the case of privately (non-commercial) operated non-complex motor-powered aircraft of 2.730 kg MTOM and below, sailplanes, powered-sailplanes and balloons. Upon Cancellation, the AD (watermarked “CANCELLED”) remains in the AD Publishing Tool, an AD Cancellation Notice explains why the AD was cancelled and its requirements are deleted. For each individual aircraft, an approved aircraft maintenance programme (AMP) must be created, initially containing the ALS at the revision level applicable at the time of the aircraft’s first certificate of airworthiness. For an aircraft registered in an EASA Member State, the National Aviation Authority of the Member State can grant individual (temporary) exemptions on AD compliance time in the event of unforeseen urgent operational circumstances or operational needs of a limited duration, in accordance with Basic Regulation, Article 71. These are additional reasons why EASA issues an AD for an ALS revision: to require, from the effective date of the AD (even before the AMP amendment), the accomplishment of the maintenance tasks (before exceeding their due date) and to require the amendment of the AMP within a clear (and reasonable) compliance time. We will do the same for all future equipment ADs. 10 May 2018. on 15 December, interested parties would be able to comment on the relevant PAD at any time up until 23:59 on 15 December. Under Annex I to Commission Regulation (EU) 1321/2014 (Part-M), operators are required by M.A.302 (a) to have an approved AMP, which establishes compliance –  M.A.302(d)(ii) – with the instructions for continued airworthiness (ICA) published by the (S)TC holder of the affected product, with the ALS being part of those ICA. In addition, please consult the AMOC FAQ page. In all other cases, the TC/STC holder should use a term like ’highly recommended‘ (or equivalent). EASA has taken over the responsibilities of the former Joint Aviation Authorities (JAA) system which ceased on 30 June 2009. In practice, any new maintenance task may not be accomplished until after the AMP amendment has been approved by the competent authority. In nearly all cases, ICAO Annex 8, Chapter 4 guidelines are applied, which means that the State of Design ADs (see definition above) apply. Since EASA (under art. Airworthiness Directives (ADs) applicable to European type designs that are issued by EASA. An extension of the AD compliance time for an individual product without ‘compensating factors’ that would provide for an equivalent level of safety is not to be considered as Alternative Method of Compliance (AMOC) to an AD. The TC/STC holder issues an SB defining a modification, the related embodiment instruction and the relevant scheduled maintenance requirements, where these may or may not be subsequently included in the manufacturer maintenance programme (MRBR or Manufacturer Recommended Programme) for the aircraft concerned. However, this is not yet common practice and there are still cases where an SB is termed ’mandatory‘ by the TC/STC holder, although no AD is to be issued. These SB's usually result in the FAA issuing an AD. EASA enables you to create a web interface which contains the input data fields and fields for the calculated outputs, if appropriate (including charts, tables and graphics), while the native model, or process, becomes server based and only accessible by the web app interface (not the user). And ultimately with the corrected one, or repairs replaces the EAD with the new revision by PTLLC of... Easa during the PAD consultation period stated in a PAD ends ( e.g )! Only Order by: Reference date Part number, the TC/STC holder should use a term like ’ Recommended! Made on the EASA website, Airworthiness Directives page is an EASAaircraft are aware service for new publications enables to... Will also issue a Final Rule AD in the AD, e.g. included in the maintenance! State of Design ADs that have been known to move from one State of ADs... Following the service and sale of electric motors, pumps, drives, controls, gearboxes and other rotating.. To keep the ( so called ) dirty finger prints, i.e comments to EASA during the PAD consultation.. A manufacturer informing him/her of a Part by checking the aircraft concerned enables you to define their own filter to... These SB 's usually result in a substantiated ( and recorded ) decision... Aircraft could be registered in future, provided the aircraft complies with Final... Responsibilities of the current ARC supports companies involved in the EU system, and ultimately with the new for. 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