10.1 Regulatory Framework

Module 10
Licence Category
A, B1, B2 and B3
Aviation Legislation
10.1 Regulatory Framework
For Training Purposes Only

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Module 10.1 Regulatory Framework

ST Aerospace Ltd For Training Purposes Only 1-2
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Copyright Notice
© Copyright. All worldwide rights reserved. No part of this publication may be reproduced,
stored in a retrieval system or transmitted in any form by any other means whatsoever: i.e.
photocopy, electronic, mechanical recording or otherwise without the prior written permission of
ST Aerospace Ltd.
Knowledge Levels — Category A, B1, B2, B3 and C Aircraft

Maintenance Licence
Basic knowledge for categories A, B1, B2, B3 are indicated by the allocation of knowledge levels indicators (1, 2 or
3) against each applicable subject. Category C applicants must meet the appropriate category B basic knowledge
levels.
The knowledge level indicators are defined as follows:
LEVEL 1
 A familiarisation with the principal elements of the subject.
Objectives:
 The applicant should be familiar with the basic elements of the subject.
 The applicant should be able to give a simple description of the whole subject, using common words and
examples.
 The applicant should be able to use typical terms.
LEVEL 2
 A general knowledge of the theoretical and practical aspects of the subject.
 An ability to apply that knowledge.
Objectives:
 The applicant should be able to understand the theoretical fundamentals of the subject.
 The applicant should be able to give a general description of the subject using, as appropriate, typical
examples.
 The applicant should be able to use mathematical formulae in conjunction with physical laws describing the
subject.
 The applicant should be able to read and understand sketches, drawings and schematics describing the
subject.
 The applicant should be able to apply his knowledge in a practical manner using detailed procedures.
LEVEL 3
 A detailed knowledge of the theoretical and practical aspects of the subject.
 A capacity to combine and apply the separate elements of knowledge in a logical and comprehensive
manner.
Objectives:
 The applicant should know the theory of the subject and interrelationships with other subjects.
 The applicant should be able to give a detailed description of the subject using theoretical fundamentals
and specific examples.
 The applicant should understand and be able to use mathematical formulae related to the subject.
 The applicant should be able to read, understand and prepare sketches, simple drawings and schematics
describing the subject.
 The applicant should be able to apply his knowledge in a practical manner using manufacturer's
instructions.
 The applicant should be able to interpret results from various sources and measurements and apply
corrective action where appropriate.

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Table of Contents
Module 10.1 Regulatory Framework ____________________________________________ 9

International Civil Aviation Organisation (ICAO) ________________________________ 9
History _________________________________________________________________ 9
Aims and Objectives _____________________________________________________ 10
The Chicago Convention __________________________________________________ 10
How it Works ___________________________________________________________ 11
Current Membership _____________________________________________________ 12
The International Standards and Codes ______________________________________ 12
European Aviation Safety Agency (EASA) ____________________________________ 15
General _______________________________________________________________ 15
Before EASA ___________________________________________________________ 15
Member States _________________________________________________________ 16
Jurisdiction _____________________________________________________________ 16
The Competent Authorities ________________________________________________ 19
Management Structure ___________________________________________________ 19
Aircraft Exempt from EASA Regulations ________________ Error! Bookmark not defined.
Relationships with Other Organizations ________________ Error! Bookmark not defined.
Structure of EASA Regulations ______________________ Error! Bookmark not defined.
Regulation (EC) No 216/2008 _______________________ Error! Bookmark not defined.
Regulation (EU) No 748/2012 _______________________ Error! Bookmark not defined.
Regulation (EC) No.2042/2003 ______________________ Error! Bookmark not defined.
Part-66: Certifying Staff ____________________________ Error! Bookmark not defined.
Part-145: Maintenance Organisation Approval __________ Error! Bookmark not defined.
EASA Part-M: Continuing Airworthiness _______________ Error! Bookmark not defined.
EASA Part-147: Training Organisation Requirements _____ Error! Bookmark not defined.
EASA Part-21: Subpart J Design Organisation Approval ___ Error! Bookmark not defined.
EASA Part-21: Subpart G Production Organisation ApprovalError! Bookmark not defined.
Aircraft Type Certification by EASA ___________________ Error! Bookmark not defined.
Role of the Member States ____________________________ Error! Bookmark not defined.
General ________________________________________ Error! Bookmark not defined.
Some Examples National Aviation Authorities in Europe ___ Error! Bookmark not defined.
Some Examples of Non-European National Aviation Authorities ____ Error! Bookmark not
defined.
Regulation (EC) No.2042/2003 and the Relationship between its Parts and Others Error!
Bookmark not defined.
__________________________________________________ Error! Bookmark not defined.
The UK Civil Aviation Authority (CAA) __________________ Error! Bookmark not defined.
General ________________________________________ Error! Bookmark not defined.
Civil Aviation Act 1982 _____________________________ Error! Bookmark not defined.
The Air Navigation Order 2009 ______________________ Error! Bookmark not defined.
Air Navigation General Regulations ___________________ Error! Bookmark not defined.
Air Navigation – The Order and the Regulations (CAP 393) Error! Bookmark not defined.
British Civil Airworthiness Requirements (BCAR) ________ Error! Bookmark not defined.

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CAA Relevant Publications _________________________ Error! Bookmark not defined.
CAP 747 Mandatory Requirements for Airworthiness _____ Error! Bookmark not defined.
CAP 562 Civil Aircraft Airworthiness Information and Procedures (CAAIPs) ________ Error!
Bookmark not defined.
Light Aircraft Maintenance Programme (LAMP) – Aeroplanes (EASA Aircraft) (CAP 766)
_______________________________________________ Error! Bookmark not defined.
Civil Aviation Authority - Safety and Airspace Regulation Group (SARG) Error! Bookmark
not defined.
Relationship between EASA and the UK CAA ___________ Error! Bookmark not defined.
Worksheet 10.1 _____________________________________ Error! Bookmark not defined.

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Module 10.1 Enabling Objectives and Certification Statement
Certification Statement
These Study Notes comply with the syllabus of EASA Regulation (EC) No.2042/2003 Annex III
(Part-66) Appendix I, as amended by Regulation (EC) No.1149/2011, and the associated
Knowledge Levels as specified below:
Part-66 Licence Category
Objective
Reference A B1 B2 B3
Role of International Civil Aviation Organisation; 10.1 1 1 1 1
Role of the European Commission;
Role of EASA;
Role of the Member States and National Aviation
Authorities;
Regulation (EC) No 216/2008 and its implementing
rules Regulation (EC) No 1702/2003 and (EC) No
2042/2003;
Relationship between the various Annexes (Parts)
such as Part-21, Part-M, Part-145, Part-66, Part-147
and EU-OPS.

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References: EASA Regulation (EC) No. 216/2008
and further EASA Regulation (EC) No. 748/2012
reading material EASA Regulation (EC) No. 2043/2003
EASA Regulation (EC) No. 1149/2011
http://www.icao.int
http://www.easa.europa.eu
http://eur-lex.europa.eu
International Civil Aviation Organisation (ICAO)

History
After the Second World War international air travel was in its infancy, however technological
development was moving at a rapid pace, not least because of the development of the Gas
Turbine Engine. The opportunity to transport many persons across long distances was
becoming a reality, but there were no common standards between countries.
The ICAO Headquarters in Montreal, Canada

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Aims and Objectives
In promulgating safety and airworthiness information internationally, the aims and objectives of
the ICAO are to develop the principles and techniques of inter-national air navigation and to
foster the planning and development of international air transport so as to:
1. Ensure the safe and orderly growth of international civil aviation throughout the world.
2. Encourage the arts of aircraft design and operation for peaceful purposes.
3. Encourage the development of airways, airports and air navigation facilities for inter-
national civil aviation. Meet the needs of the peoples of the world for safe, regular,
efficient and economical air transport.
4. Prevent economic waste caused by unreasonable competition.
5. Ensure that the rights of the Contracting States are fully respected and that every
Contracting State has a fair opportunity to operate international airlines.
6. Avoid discrimination between Contracting States.
7. Promote safety of flight in international air navigation.
8. Promote generally the development of all aspects of international civil aeronautics.
The Chicago Convention

The American Government recognised this fact and brought together the allied nations in 1944
to discuss the issue. The outcome of 5 weeks of discussion was the Convention on International
Civil Aviation. The convention consists of a preface and 96 Articles.
An organisation was needed to develop these articles and as a result the ICAO came into
existence in 1947, based in Montreal Canada. The ICAO is one of the many Agencies of the
United Nations (UN).
The Convention on International Civil Aviation (also known as the Chicago Convention), was
signed on 7 December 1944 by 52 States. Pending ratification of the Convention by 26 States,
the Provisional International Civil Aviation Organization (PICAO) was established. By 5 March
1947 the 26th ratification was received. ICAO came into being on 4 April 1947. In October of the
same year, ICAO became a specialized agency of the United Nations.
The Convention on International Civil Aviation set forth the purpose of ICAO:
"WHEREAS the future development of international civil aviation can greatly help
to create and preserve friendship and understanding among the nations and
peoples of the world, yet its abuse can become a threat to the general security;
and
WHEREAS it is desirable to avoid friction and to promote that co-operation

between nations and peoples upon which the peace of the world depends;
THEREFORE, the undersigned governments having agreed on certain principles

and arrangements in order that international civil aviation may be developed in a
safe and orderly manner and that international air transport services may be
established on the basis of equality of opportunity and operated soundly and
economically;
Have accordingly concluded this Convention to that end."

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Each member country of the ICAO is known
as a ‗Contracting State‘ due to their
contractual commitment to the Chicago
Convention.
The Chicago Conventionoooooooooo
The Chicago Convention was signed on December 7, 1944
How it Works
The constitution of ICAO is the Convention on International Civil
Aviation, drawn up by a conference in Chicago in November and
December 1944, and to which each ICAO Contracting State is a
party. According to the terms of the Convention, the Organization
is made up of an Assembly, a Council of limited membership with
various subordinate bodies and a Secretariat. The chief officers
are the President of the Council and the Secretary General.
The ICAO Logooooo
The Assembly, composed of representatives from all Contracting States, is the sovereign body
of ICAO. It meets every three years, reviewing in detail the work of the Organization and setting
policy for the coming years. It also votes a triennial budget.

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The Council, the governing body which is elected by the Assembly for a three-year term, is
composed of 36 States. The Assembly chooses the Council Member States under three
headings: States of chief importance in air transport, States which make the largest contribution
to the provision of facilities for air navigation, and States whose designation will ensure that all
major areas of the world are represented. As the governing body, the Council gives continuing
direction to the work of ICAO. It is in the Council that Standards and Recommended Practices
are adopted and incorporated as Annexes to the Convention on International Civil Aviation. The
Council is assisted by the Air Navigation Commission (technical matters), the Air Transport
Committee (economic matters), the Committee on Joint Support of Air Navigation Services and
the Finance Committee.
The Secretariat, headed by a Secretary General, is divided into five main divisions: the Air
Navigation Bureau, the Air Transport Bureau, the Technical Co-operation Bureau, the Legal
Bureau, and the Bureau of Administration and Services. In order that the work of the Secretariat
shall reflect a truly international approach, professional personnel are recruited on a broad
geographical basis.
ICAO works in close co-operation with other members of the United Nations family such as the
World Meteorological Organization, the International Telecommunication Union, the Universal
Postal Union, the World Health Organization and the International Maritime Organization. Non-
governmental organizations which also participate in ICAO's work include the International Air
Transport Association, the Airports Council International, the International Federation of Air Line
Pilots' Associations, and the International Council of Aircraft Owner and Pilot Associations.
Current Membership
There are currently 191 ICAO members, consisting of 190 of the 193 UN members (all but
Dominica, Liechtenstein, and Tuvalu), plus the Cook Islands.
Liechtenstein has delegated Switzerland to implement the treaty to make it applicable in the
territory of Liechtenstein.
The International Standards and Codes

Since its creation the main achievement of ICAO has been to establish a set of standards in the
operation of a safe, regular and efficient service. ICAO also standardizes certain functions for
use in the airline industry, such as the Aeronautical Message Handling System (AMHS), making
it a standards organization.
Each country should have an accessible Aeronautical Information Publication (AIP), based
on standards defined by ICAO, containing information essential to air navigation. Countries are
required to update their AIP manuals every 28 days and so provide definitive regulations,
procedures and information for each country about airspace and aerodromes. ICAO's standards
also dictate that temporary hazards to aircraft are regularly published using NOTAMs.
ICAO defines an International Standard Atmosphere (also known as ICAO Standard

Atmosphere), a model of the standard variation of pressure, temperature, density, and viscosity
with altitude in the Earth's atmosphere. This is useful in calibrating instruments and designing
aircraft.

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ICAO is active in infrastructure management, including Communication, Navigation,
Surveillance / Air Traffic Management (CNS/ATM) systems, which employ digital technologies
(like satellite systems with various levels of automation) in order to maintain a seamless global
air traffic management system.
Both ICAO and IATA have their own airport and airline code systems. ICAO uses 4-letter airport
codes (vs. IATA's 3-letter codes). The ICAO code is based on the region and country of the
airport—for example, Charles de Gaulle Airport has an ICAO code of LFPG, where L indicates
Southern Europe, F, France, PG, Paris de Gaulle.
ICAO also assigns 3-letter airline codes (versus the more-familiar 2-letter IATA codes—for
example, UAL vs. UA for United Airlines). ICAO also provides telephony designators to aircraft
operators worldwide, a one- or two-word designator used on the radio, usually, but not always,
similar to the aircraft operator name. For example, the identifier for Japan Airlines International
is JAL and the designator is Japan Air, but Aer Lingus is EIN and Shamrock. Thus, a Japan
Airlines flight numbered 111 would be written as "JAL111" and pronounced "Japan Air One One
One" on the radio, while a similarly numbered Aer Lingus would be written as "EIN111" and
pronounced "Shamrock One One One".
ICAO maintains the standards for aircraft registration ("tail numbers"), including the
alphanumeric codes that identify the country of registration. For example, aeroplanes registered
in the United States have tail numbers starting with N.
ICAO is also responsible for issuing alphanumeric aircraft type codes containing two to four
characters. These codes provide the identification that is typically used in flight plans. The
Boeing 747 would use B741, B742, B743, etc., depending on the particular variant.
Standardisation has been achieved through the creation of 19 Annexes to the Convention,
known as International Standards and Recommended Practices. The difference between the
two is that a standard is essential and recommended practice is desirable. If a member state
has a standard different from ICAO then it must inform ICAO of the difference.
Because aeronautical technology is continuously developing, the Annexes are constantly

reviewed and updated when necessary. The typical content of an Annex is based upon:
1. Standards intended as specifications when their application is considered as necessary

for the safety and regularity of international air navigation.
2. Recommended practices intended as specifications when their application is considered
as a recommendation in the interest of safety, regularity, and efficiency of international
air navigation.
3. Appendices dealing with the preceding points.
4. Definitions of the used terminology.
In Europe, the applicable EASA certification standards for the certification of aircraft to be
internationally recognized are issued in accordance with the ICAO Annexes. Then, from a
practical point of view, the certification process is based on these airworthiness standards rather
than (directly) on the ICAO International Standards.

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The 19 Annexes are described as follows:
Annex 1 Personnel Licensing - provides information on licensing of flight crews, air traffic
controllers, and aircraft maintenance personnel, including medical standards for flight
crews and air traffic controllers.
Annex 2 Rules of the Air - contains rules relating to visual and instrument-aided flight.
Annex 3 Meteorological Service for International Air Navigation - provides meteorological services for
international air navigation and reporting of meteorological observations from aircraft.
Annex 4 Aeronautical Charts - contains specifications for the aeronautical charts used in international
aviation.
Annex 5 Units of Measurement to be used in Air and Ground Operations – lists dimensional systems to be
used in air and ground operations.
Annex 6 Operation of Aircraft - enumerates specifications to ensure a level of safety above a prescribed
minimum in similar operations throughout the world. The three parts of this Annex are as follows:
- Part I. International Commercial Air Transport - Airplanes
- Part II. International General Aviation - Airplanes
- Part III. International Operations - Helicopters.
Annex 7 Aircraft Nationality and Registration Marks - specifies requirements for registration and
identification of aircraft.
Annex 8 Airworthiness of Aircraft - specifies uniform procedures for certification and inspection of
aircraft.
Annex 9 Facilitations - provides for the standardization and simplification of border crossing formalities.
Annex 10 Aeronautical Telecommunications - Volume 1 provides for standardizing communications

equipment and systems, Volume 2 standardizes communications procedures.
Annex 11 Air Traffic Services - includes information on establishing and operating ATC, flight information,
and alerting services.
Annex 12 Search and Rescue - provides information on organization and operation of facilities and services
necessary for search and rescue (SAR).
Annex 13 Aircraft Accident and Incident Investigation - provides for uniformity in notifying, investigating, and
reporting on aircraft accidents.
Annex 14 Aerodromes - contains specifications for the design and equipment of aerodromes.
Annex 15 Aeronautical Information Services - includes methods for collecting and disseminating
aeronautical information required for flight operations.
Annex 16 Environmental Protection

- Volume 1 contains specifications for aircraft noise certification, noise monitoring,
and noise exposure units for land-use planning,
- Volume 2 contains specifications for aircraft engine emissions.
Annex 17 Security - Safeguarding International Civil Aviation against Acts of Unlawful Interference -
specifies methods for safeguarding international civil aviation against unlawful acts of
interference.
Annex 18 The Safe Transport of Dangerous Goods by Air - specifies requirements necessary to ensure
hazardous materials are safely transported in aircraft while providing a level of safety that
protects the aircraft and its occupants from undue risk.
Annex 19 Safety Management - The Safety Management System (SMS) framework applies to
organizations responsible for the type design and manufacture of aircraft

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European Aviation Safety Agency (EASA)
General
The European Aviation Safety Agency (EASA) is a 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, by the European Parliament and it reached
full functionality in 2008, taking over
functions of the Joint Aviation Authorities
(JAA).
The responsibilities of EASA include to

conduct analysis and research of safety,
authorizing 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
organizations involved in the design,
manufacture and maintenance of
aeronautical products.
The EASA Building and Logo
Before EASA
Prior to EASA being formed there was a European
organization called the Joint Aviation Authorities
(JAA). This was an organization of various
European states that standardized their
regulations, in accordance with the ICAO Annexes.
Upon formation of EASA it was stated that EASA
would take over all functions of the JAA. By 2010
the JAA ceased to exist, however all of the
regulations produced by the JAA are incorporated
into EASA regulations.
The JAA was dissolved in June 2009. Therefore

the JAA no longer exists, and all the Joint Aviation
Regulations (JARs) have been superseded by
equivalent EASA Regulations.

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The JAA was headquartered at Hoofddorp, North Holland. One
difference between EASA and JAA is that EASA has legal regulatory Member States
authority within the European Union (EU) through the enactment of its The member
regulations through the European Commission, Council of the European states of EASA
Union and European Parliament, while most of the JAA regulatory are (28 Members
products were harmonized codes without direct force of law. Also, some + 4 Associates):
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  Austria
procedures on a voluntary basis.  Belgium
 Bulgaria
 Croatia
 Cyprus
 Czech Republic
 Denmark
 Estonia
 Finland
 France
 Germany
 Greece
 Hungary
 Iceland*
 Ireland
 Italy
 Latvia
 Liechtenstein*
 Lithuania
 Luxembourg
 Malta
 Netherlands
EASA was formed by the European Parliament  Norway*
 Poland
Jurisdiction  Portugal
 Romania
EASA has jurisdiction over new type certificates and other design-
 Slovakia
related airworthiness approvals for aircraft, engines, propellers and  Slovenia
parts. EASA works with the National Aviation Authorities (NAAs) of the  Spain
EU members but has taken over many of their functions in the interest  Sweden
of aviation standardization across the EU and non-EU members in  Switzerland*
Europe.  United Kingdom
EASA is also responsible for assisting the European Commission in * These Associate
negotiating international harmonization agreements with the 'rest of the Member countries
world' on behalf of the EU member states and also concludes technical participate in the
agreements at a working level directly with its counterparts around the activities of EASA
world such as the US Federal Aviation Administration (FAA). EASA also under Article 66 of
sets policy for aeronautical repair stations (Part-145 organizations in the Basic
Europe and the US – also known as Part 571 organizations in Canada) Regulation and
and issues repair station certificates for repair stations located outside are members of
the EU (which permits foreign repair stations to perform work the Management
acceptable to the European Union on EU aircraft). EASA has developed Board without
regulations for air operations, flight crew licensing and non-EU aircraft voting rights.
used in the EU.

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Purpose of EASA
The European Aviation Safety Agency (The Agency) is the centrepiece of the European Union‘s
strategy for aviation safety. EASA‘s mission is to promote the highest common standards of
safety and environmental protection in civil aviation.
The agency‘s responsibilities include:
 Expert advice to the EU on the drafting new legislation;

 Developing, implementing and monitoring safety rules, including inspections in the
Member States;
 Type-certification of aircraft and components, as well as the approval of organizations
involved in the design, manufacture and maintenance of aeronautical products;
 Certification of personnel and organizations involved in the operation of aircraft;
 Certification of organizations providing pan-European ATM/ANS cervices;
 Certification of organizations located outside the territory subject to the EC law and
responsible for providing ATM/ANS services or ATCO training in the Member States
where EC law applies;
 Authorization of third-country (non EU) operators;
 Safety analysis and research, including publication of an Annual Safety Review.
The Agency's tasks are to:
 Help the Community legislature draw up common standards to ensure the highest
possible levels of safety and environmental protection;
 Ensure that they are applied uniformly in Europe and that any necessary safeguard
measures are implemented;
 Promote the spread of standards worldwide.
The Agency may adopt various types of act. It may:
 Take binding individual decisions by granting aircraft type certificates and by conducting
inspections and investigations;
 Issue non-binding documents containing certification specifications, acceptable means of
compliance and guidance material (for use in the certification process) and present
opinions to the European Commission on the essential requirements and implementing
rules to be adopted.
The Competent Authorities

The National aviation authorities of the EU member states are known as EASA ‗Competent
Authorities‘ (CAs). The Competent Authorities are responsible for administering and enforcing
the Rules and Regulations produced by EASA.
The CAs are also responsible for maintaining an individual register of aircraft for their state, and
a register of organizations (such as airline companies operating under an Air Operator‘s
Certificate (AOC) situated in their territories.
Management Structure

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The EASA administrative structure (correct at September 2014)

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Aircraft Exempt from EASA Regulations
All aircraft are covered by Regulation (EC) 216/2008 except for those excluded by Article 1 of
216/2008 which comprises those engaged in military, customs, police or similar services. In
addition Appendix II of 216/2008 also excludes historical aircraft which are very few in number,
experimental aircraft, homebuilt aircraft, microlight aircraft, gliders of very light weight and very
light unmanned aircraft.
The definition of the word ‗aircraft‘ is found in article 2 of Regulation (EC) No 2042/2003 as
follows:
‘aircraft’ means any machine that can derive support in the atmosphere
from the reactions of the air other than reactions of the air against the
earth’s surface
Aircraft used for carrying out military, customs, police, search and rescue, firefighting,
coastguard or similar activities or service. These are considered ―government aircraft‖ and are
not operated or maintained under EASA Regulations.
Annex II aircraft:
 Historic aircraft or aircraft having a

historical significance such as
— a participation in a noteworthy
historical event, or
— a major step in the development
of aviation, or
— a major role played into the
armed forces of a Member State;
 Aircraft specifically designed or modified

for research, experimental or scientific
purposes, and likely to be produced in
very limited numbers;
Homebuilt aircraft, like this 90% scale
Spitfire, are ―EASA exempt‖ under Annex II
of the Basic Regulation and are therefore
maintained and flown under National regulations
 Aircraft of which at least 51% is built by an amateur, or a non-profit making association of

amateurs, for their own purposes and without any commercial objective;
 Aircraft that have been in the service of military forces, unless the aircraft is of a type for
which a design standard has been adopted by the Agency;
 Aeroplanes, helicopters and powered parachutes having no more than two seats, and a
maximum take-off mass (MTOM), of between 300 – 495 kg depending on type;
 Aeroplanes, having the stall speed or the minimum steady flight speed in landing
configuration not exceeding 35 knots calibrated air speed (CAS);

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 Single and two-seater gyroplanes with a maximum take-off mass not exceeding 560 kg;
 Gliders with a maximum empty mass, of no more than 80 kg when single-seat or 100 kg
when two-seat, including those which are foot launched;
Relationships with Other Organizations

The EASA works closely with representatives of other organizations to ensure that it takes their
views into account. Examples are shown below:
1. Interested parties in industry, which are subject to rules drafted by the EASA, are pivotal
in ensuring the success of civil aviation safety standards by assisting in the drafting and
correct application of European Community and EASA rules. European aviation
authorities perform a critical role in assisting the EASA with the performance of its core
rulemaking, certification, and standardization functions.
2. International aviation organizations such as the Joint Aviation Authorities, EUROCON-

TROL, and the International Civil Aviation Organization (ICAO) work together with the
EASA to promote international civil aviation standards.
3. International aviation authorities such as the Federal Aviation Administration, Transport

Canada, DAC/CTA (Brazil), and the Interstate Aviation Committee (Russia) work with the
EASA to ensure compliance with international standards and to facilitate trade in aero-
nautical products.
4. Of particular note at this time is the imminent trilateral agreement between EASA, FAA
and Transport Canada to release to service components certified by these organizations
in each other‘s country, without the Form 1 (or 8130-3) having a dual release
requirement.
5. Accident investigation bodies issue safety recommendations and analysis that guide the
agency‘s safety strategy.

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Structure of EASA Regulations
The EASA Regulations are written and issued, by the EASA, for and on behalf of the EU
parliament. Once done so, they are written into the Official Journal of the European Union.
This Journal can be viewed online at http://eur-lex.europa.eu.
The drafting and approval of rules (―rulemaking‖) is a lengthy process, and involvement of the
EU National Aviation Authorities (NAAs) is maintained throughout via its Advisory Group of
National Authorities (AGNA).
Each Part consists of two sub-sections, A and B.
Sub-section A contains the implementing rules for personnel and organization.
Sub-section B contains implementing rules to enable the Competent Authorities of EASA to

carry out their duties.
The Sub-section paragraphs can be recognized by the inclusion of the letters ‗A‘ or ‗B‘ as
appropriate in the paragraph number, such as 66.A.15, and 66.B.15.
748/2012

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EASA Regulation Structure (applicable to aircraft design,
manufacture and continued airworthiness)

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Regulation (EC) No 216/2008
The Basic Regulation (Repealing (EC) No 1592/2002)
The basic regulation establishes common essential requirements to provide for a high
uniform level of civil aviation safety. It establishes EASA Article 1 and annex ll defines those
aircraft (types and roles) not covered by this regulation.
The regulation has been amended by Commission Regulations (EC) No 690/2009, (EU) No
6/2013 and (EC) No 1108/2009. The amended Regulation (EC) No.216/2008 further
established regulations regarding:
 Flight Crew Licensing (EU-FCL).
 Air Operations (EU-OPS; previously known as JAR OPS).
Regulation (EU) No 748/2012

Initial Airworthiness (Repealing (EC) No 1702/2003)
This lays 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. It has been amended by Commission Regulation (EU) No
7/2013.
Regulation (EC) No 748/2012 contains Annex I - Part-21; the implementing rules for initial
certification of aircraft and environmental standards.
To provide detailed assistance to manufacturers, Certification Specifications (CS) are also

provided to amplify this regulation. These are currently:
 CS-22 (Sailplanes and Powered Sailplanes)
 CS-23 (Normal, Utility, Aerobatic and Commuter Aeroplanes)
 CS-25 (Large Aeroplanes)
 CS-27 (Small Rotorcraft)
 CS-29 (Large Rotorcraft)
 CS-31HB (Hot Air Balloons)
 CS-34 (Aircraft Engine Emissions and Fuel Venting)
 CS-36 (Aircraft Noise)
 CS-APU (Auxiliary Power Units)
 CS-AWO (All Weather Operations)
 CS-E (Engines)
 CS-ETSO (European Technical Standard Orders)
 CS-Definitions (Definitions and Abbreviations)
 CS-P (Propellers)
 CS-VLA (Very Light Aeroplanes)
 CS-VLR (Very Light Rotorcraft)
These are also known as ―airworthiness codes‖ and are based upon (and in most cases are
identical to) the JAA codes which they replace.

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Regulation (EC) No.2042/2003
Continuing Airworthiness {Amended by Regulation (EC) No.1149/2011}
Regarding on the continuing airworthiness of aircraft and aeronautical products, parts and
appliances, and on the approval of organizations and personnel involved in these.
Consists of 4 Annexes:
o Annex I Part-M Management of Continuing Airworthiness

o Annex ll Part-145 Approval of Maintenance Organisations Commercial and
Large Aircraft
o Annex lll Part-66 Licensing of Aircraft Maintenance Engineers and Certifying
Staff
o Annex lV Part-147 Approval of Training Organisations
To assist organisations and individuals to comply with this regulation Acceptable Means of
Compliance (AMC) and Guidance Material (GM) is provided where applicable, relevant to
the appropriate annex paragraph.
If an organisation wishes to achieve compliance with a regulation by some alternative to the

AMC as published, then it can do so providing it can demonstrate that the alternative method
of compliance is acceptable to the relevant National Aviation Authority (NAA).
Acceptable Means of Compliance (AMC) and Guidance Material (GM)

The term Acceptable Means of Compliance (AMC) as referred to in Articles 18 and 19 of the
Basic Regulation and its implementing rules is primarily used to qualify technical interpretative
material to be used in the EASA certification process. In this respect, the AMC serve as means
by which the certification requirements contained in the Basic Regulation, and its implementing
rules, and more specifically in their annexes (also referred as "Parts"), can be met by the
applicant.
Acceptable Means of Compliance (AMC) and Guidance Material (GM) illustrate a means, but
not the only means, by which a requirement contained in an EASA airworthiness code or an
implementing rule of the Basic Regulation, can be met. An applicant correctly implementing an
AMC/GM issued by EASA is assured of acceptance of compliance.
As such published acceptable means of compliance / guidance material are not the only means
to show compliance, the applicant may decide to show compliance by other means. When so
doing it does not need to justify why an alternative is used, but the burden of proof that the
requirement is met relies entirely with it.

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_________________________________________________________________________
Part-66: Certifying Staff

In Europe, Aircraft Maintenance Certifying Personnel have to comply with 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:
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.
_________________________________________________________________________
Part-145: Maintenance Organisation Approval

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: Continuing Airworthiness

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).
_________________________________________________________________________
EASA Part-147: Training Organisation Requirements

To go 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.
_________________________________________________________________________
EASA Part-21: Subpart J Design Organisation Approval

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.
_________________________________________________________________________

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EASA Part-21: Subpart G Production Organisation Approval
A part built for an aircraft can be certificated with an EASA Form 1 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).
_________________________________________________________________________
Aircraft Type Certification by EASA

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.

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Role of the Member States
General
Each member state has a National Aviation Authority (NAA). Each NAA may or may not be a
fully Competent Authority of EASA, depending on each Authority‘s capability.
From a general point of view, an airworthiness authority has the following tasks:
 To prescribe airworthiness requirements and procedures relating to those aircraft and
products that are exempt from EAA regulation, and the implementation of procedures to
incorporate EASA regulations into their own legislative procedures.
 To inform the interested parties regarding the above-mentioned prescriptions. This is
performed in different ways. The authority publishes technical regulations, technical
standards, circulars, etc., to be obtained on request or by other means.
 To control aeronautical material, design, and manufacturing organizations, and aircraft
operators. This is to ensure that all pertinent prescriptions are complied with. Control can
be performed in different ways, with the appropriate involvement of the relevant authority.
 To certificate aeronautical material and organizations. This is to declare in a legal form
compliance with the applicable requirements of an aircraft or part of it, or a change to a
type certificate, the capability of an organization, and so on. This also include the
licensing of aircraft maintenance personnel.
Aviation regulation and policy is, as far as possible, harmonized across the world to ensure
consistent levels of safety and consumer protection. Within Europe much of the regulations and
legislation that the Member States use to protect consumers is developed and enforced on a
Europe-wide basis. These predominantly originate from the European Commission or via the
EASA.
The Member State plays an active role in

assisting with the development of these
policies and regulations and has a close
working relationship with the EC and
other relevant bodies.
The Member States work very closely

with EASA to implement and enforce the
regulations in the their own State.
European Member States

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Some Examples National Aviation Authorities in Europe
Some Examples of Non-European National Aviation Authorities
United States Federal Aviation Administration (FAA)
Brazil National Civil Aviation Agency of Brazil
Canada Transport Canada
China Civil Aviation Administration of China
Jamaica Jamaica Civil Aviation Authority

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Regulation (EC) No.2042/2003 and the Relationship between its
Parts and Others
Regulation (EC) No.2042/2003 has four annexes (or ‗Parts‘) as previously noted: Part-M, Part-
145, Part-66 and Part-147.
The Regulation and its four parts are integral to continued airworthiness. The following diagram
will assist in understanding how they interrelate.
Part-M
Part-145
Maintenance Part-66
Owner Organisation Certifying Staff
Approvals
EU FCL
&
Part-21
EU OPS Part-147
Design, Manufacture and
Training Organisation
Certification of New
Requirements
Products
Certification
Specifications
(CS)
EASA Regulation (EC) 2042/2003 relationships
This Regulation has been amended by Regulation (EC) No 1149/2011 to reflect the addition of
a new license category B3 and other issues in Part-66 especially.
An owner or a lessee must have a management organization approved under Part-M Sub-
Part G to manage the airworthiness of his aircraft. This Part-M organization is responsible for
contracting and monitoring the activities of those Part-145 or Part-M Sub Part F Approved
organizations who carry out maintenance on aircraft and its components.
Part-145 organisations require licensed engineers to carry out release to service functions.
These engineers are licensed in accordance with Part-66. To achieve the standards required by
Part-66, engineers have to attend training courses of various standards at Part-147 Approved
training schools.
Part-145 and Part-M organizations require liaison with Part-21 Design organizations to enable
repairs to be approved in accordance with Certification Specification as exemplified by CS-25
(Large Aeroplanes).
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Finally, flight crews have an airworthiness responsibility under Part-M in that they can be trained
to carry out pre-flight inspections, which are a Part-M requirement.
If the Owner is operating the aircraft for commercial air transport then he must hold an EU-OPS
approval (provided by the Air Operators Certificate (AOC)). In this case, the Part-M approval is
issued in conjunction with the issue of the AOC. The operator cannot have an AOC without an
associated Part-M approval.
The Air Operator Certificate

is issued to the owner or
Lessee of the aircraft in
conjunction with a Part-M
approval.
All operators of aircraft,

whether used for
commercial air transport or
flight training etc., must
obtain an AOC in
accordance with EU-OPS

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UK Specific Content
References: CAP 747 Mandatory Requirements for Airworthiness
And further CAP 562 Civil Aircraft Airworthiness Information and Procedures (CAAIPs)
Reading material CAP 393 Air Navigation: The Order and the Regulations
CAP 553 BCAR Section A - Airworthiness Procedures where the CAA has
Primary Responsibility for Type Approval of the Product
http://www.caa.co.uk
This content may not be relevant to students of Module 10 outside of the UK. Questions on
these subjects may be included in exams conducted only by the UK CAA or a Part-147
organization located in the UK.
The UK Civil Aviation Authority (CAA)

General
The UK CAA was set up in 1972 to bring together the regulation of civil aviation within one
body. The Civil Aviation Act of 1972 established the UK CAA as the body that governs aviation
in the UK.
On 28 September 2003, the European Aviation Safety Agency (EASA) became responsible for
the airworthiness standards for the majority of the civil aircraft registered in the Member States
of the European Union. Since then, the UK CAA has been the National Aviation Authority (NAA)
of the UK, acting on behalf of EASA. It is known as the Competent Authority (CA) of the UK. To
this end, the UK CAA implements rules made by EASA and regulates and implements rules for
non-EASA (Annex II) aircraft.
Civil Aviation Act 1982

The Civil Aviation Act 1982, which consolidated many earlier enactments, is now the principal
Act of Parliament which regulates civil aviation activities in the United Kingdom.
Section 3 of the Act specifies the functions of the CAA, which include:
Those functions conferred on it by, or under, the Air Navigation Order with respect to:
 The registration of aircraft;

 The safety of air navigation and aircraft (including airworthiness);
 The control of air traffic;
 The certification of operators of aircraft;
 The licensing of air crews and aerodromes.
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To give effect to UK membership of ICAO, Section 60(2) of the Act states that:
‗An Air Navigation Order (ANO) may contain such provision as appears to Her Majesty in
Council to be requisite or expedient:
a) for carrying out the Chicago Convention, any Annex thereto relating to
international standards and recommended practices (being an Annex adopted in
accordance with the Convention) and any amendment of the Convention or any
such Annex made in accordance with the Convention; or
b) generally for regulating air navigation.‘
In layman‘s terms this means that the UK shall conform to the Chicago Convention and that any
changes to the regulations can be made by use of the Air Navigation Order. The ANO is Law.
Appropriate amendments are being made on an ongoing basis to the UK Air Navigation Order
to take account of the changes brought about by the implementation of the EASA Regulations.
Changes to BCAR will also be made where necessary. Some aircraft are not within the scope of
the EASA Regulations and these require the retention of existing UK legislation. Maintenance
standards in the UK are contained in a number of documents, e.g. CAP 562 - Civil Aircraft
Airworthiness Information and Procedures, and these standards remain applicable to UK
Registered aircraft until adoption of equivalent European Standards.
The Air Navigation Order 2009

The AN0 is the principal Statutory Instrument regulating air navigation. The AN0
Section 1 comprises Parts (which are further divided into Articles) and 14 Schedules:
PART 1 Registration and Marking of Aircraft

PART 2 Air Operators' Certificates
PART 3 Airworthiness of Aircraft
PART 4 Equipment of Aircraft
PART 5 Crew Required to be Carried
PART 6 Flight Crew Licensing – Requirement for Licence
PART 7 Flight Crew Licensing – Grant of Licence and Maintenance of Privileges
PART 8 Flight Crew Licensing – General Provisions
PART 9 Requirement for Operations and Training Manuals
PART 10 Duties of Commander
PART 11 Public Transport Operations
PART 12 Loading of Public Transport Aircraft
PART 13 Performance Requirements and Operating Minima for Public Transport Flights
PART 14 Operating Minima and Equipment Requirements for Aerial Work and Private Aircraft
PART 15 Operations – General Provisions
PART 16 Height Keeping and Navigation
PART 17 Towing and Dropping
PART 18 Dangerous Goods, Weapons and Munitions of War
PART 19 Prohibited Behaviour
PART 20 Fatigue of Crew and Protection of Crew from Cosmic Radiation
PART 21 Documents and Records
PART 22 Aircraft in Flight UK specific

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PART 23 Air Traffic Services
PART 24 Licensing of Air Traffic ControllersPART 25 Flight Information Services and Licensing
of Flight Information Service Officers
PART 26 Air Traffic Service Equipment
PART 27 Aerodromes, Aeronautical Lights and Dangerous Lights
PART 28 Lights and Lighting
PART 29 Public Transport and Aerial Work by Foreign Registered Aircraft
PART 30 Mandatory Reporting
PART 31 Powers and Penalties
PART 32 Application of the Order
PART 33 Interpretation
PART 34 Public Transport and Aerial Work
SCHEDULES
Schedule 1 Revocations
Schedule 2 A and B Conditions and Categories of Certificate of Airworthiness
PART A
PART B Categories of Certificate of Airworthiness and Purposes for which Aircraft May
Fly
Schedule 3 Classification and Marking of Aircraft and Dealer Certification
PART A Classification of Aircraft
PART B Conditions in Aircraft Dealer‘s Certificate
PART C Nationality and Registration Marks of Aircraft Registered in the United Kingdom
Schedule 4 Aircraft Equipment
Schedule 5 Radio Communication and Radio Navigation Equipment to be Carried in Aircraft
Schedule 6 Aircraft, Engine and Propeller Log Books
Schedule 7 Flight Crew of Aircraft – Licences, Ratings, Qualifications and Maintenance of
Licence Privileges
PART A Flight Crew Licences
PART B Ratings and Qualifications
PART C Maintenance of Licence Privileges
Schedule 8 Public Transport – Operational Requirements
PART A Information and Instructions which Must be Included in an Operations Manual
PART B Information and Instructions which Must be Included in a Training Manual
PART C Required Crew Training, Experience, Practice and Periodical Tests
Schedule 9 Documents to be Carried
Schedule 10 Air Traffic Controllers – Licences, Ratings, Endorsements and Maintenance of
Licence Privileges
PART A Air Traffic Controller Licences
PART B Ratings, Ratings Endorsements and Licence Endorsement
Schedule 11 Air Traffic Service Equipment – Records Required and Matters to which the CAA
May Have Regard
PART A Records to be Kept in Accordance with Article 206(1)(a)
PART B Records Required in Accordance with Article 206(5)(b)
PART C Matters to which the CAA May Have Regard in Granting an Approval of
Apparatus in Accordance with Article 206(6)
UK specific
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Schedule 12 Information and Instructions which Must be Included in an Aerodrome Manual
Schedule 13 Penalties
PART A Provisions Referred to in Article 241(5)
PART B Provisions Referred to in Article 241(6)
PART C Provisions Referred to in Article 241(7)
PART D Provisions Referred to in Article 241(8)
Schedule 14 Parts of Straits Specified in Connection with the Flight of Aircraft in Transit over
United Kingdom Territorial Waters
An up-to-date copy of the ANO (and all recent amendments) can be viewed online at
http://www.legislation.gov.uk/uksi?title=air%20navigation%20order
UK specific

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Air Navigation General Regulations
The ANO empowers the Secretary of State to make Regulations on specific subjects. For
example, the Air Navigation (General) Regulations 2006 is a Statutory Instrument (SI) which
amplifies the ANO with respect to:
 Particulars of Load Sheets

 Weighing Requirements - Passengers, Crew and Hand Baggage
 Weighing Requirements - Hold Baggage and Cargo
 Loading - Additional Provisions
 Aeroplanes to which Article 44(5) Applies
 Helicopters to which Article 45(1) Applies
 Weight and Performance - General Provisions
 Noise and Vibration Caused by Aircraft on Aerodromes
 Pilots Maintenance - Prescribed Repairs or Replacements
 Aeroplanes Flying for the Purpose of Public Transport of Passengers – Aerodrome
Facilities for Approach to Landing and Landing
 Reportable Occurrences - Time and Manner of Reporting and Information to be Reported
 Mandatory Reporting of Birdstrikes - Time and Manner of Reporting and Information to
be Reported
 Minimum Navigation Performance and Height Keeping Specifications
 North Atlantic Minimum Navigation Performance Specification Airspace
 Airborne Collision Avoidance System
 Mode S Transponder
 Aeroplane Performance
 Helicopter Performance
Air Navigation – The Order and the Regulations (CAP 393)

This publication sets out the provisions of the Air Navigation Order and the regulations made
thereunder. It has been prepared for those concerned with day-to-day matters relating to air
navigation who require an up-to-date version of the Orders and Regulations and is edited by the
Legal Adviser‘s Department of the CAA. Courts of Law will, however, only refer to the Queen‘s
Printer‘s edition and therefore CAP 393 should not be regarded as authoritative. CAP 393
contains the following:
 The Air Navigation Order 2009.

 The Rules of the Air Regulations 1996.
 The Air Navigation (General) Regulations 2006.
 The Air Navigation (Cosmic Radiation) (Keeping Records) Regulations 2000.
 Permanent Air Navigation (Restriction of Flying) Regulations.
 The Civil Aviation Authority Regulations 1991.
 The Air Navigation (Dangerous Goods) Regulations 2002.
UK specific

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British Civil Airworthiness Requirements (BCAR)
The BCARs comprise the minimum requirements, and administrative requirements that form the
basis of manufacture of aircraft; the approval of equipment; the approval of design,
manufacturing and maintenance organizations; the approval of personnel; certification and
continued airworthiness procedures. The BCARs are guidance material to show how to comply
with the ANO.
The BCAR set out, within the framework of current aeronautical knowledge, mandatory,
imperative, and permissive objectives to allow those concerned with the design, manufacture
and maintenance of aircraft, to show possible alternative methods of compliance with the BCAR
which would offer equivalent airworthiness
Since 2003 many of the procedures in the ANO and BCAR have been superseded by EASA
regulations and Acceptable Means of Compliance and Guidance Material (AMC / GM).
However with respect to those aircraft excluded from Regulation (EC) No. 216/2008, the ANO
and BCAR continue to be applicable.
Although the ANO establishes in law the basis for the regulation of civil aviation, it does not
provide the specific details of what is to be achieved, e.g. technical requirements. This
information including the administration procedures is contained in such publications as British
Civil Airworthiness Requirements (BCAR).
For example, Article 35(3) of the ANO 2009 (as amended) prescribes that:
'Every aircraft to which this article applies must be weighed, and the position of
its centre of gravity determined, at such times and in such manner as the CAA
may require.'
The fulfilment of this provision is provided for in BCAR Section A for aircraft manufactured in the
United Kingdom, Chapters A5–4 Weight and Balance of Aircraft and A7–10 Weight and Balance
Report and for aircraft manufactured outside the United Kingdom, Chapters B5–4 Weight and
Balance of Aircraft and B7–10 Weight and Balance Report.
The above illustrates, in basic terms, the system of airworthiness control which is accomplished
in conjunction with Approved Organisations and Licensed Aircraft Maintenance Engineers.
NOTE: The ANO is frequently subject to amendment, therefore the current status of the ANO
should always be checked prior to use.
UK specific
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BCAR are subdivided as follows:
 Section A Airworthiness Procedures Where the CAA Has Primary Responsibility for
Type Approval of the Product (CAP 553)
 Section B Airworthiness Procedures Where the CAA Does Not Have Primary
Responsibility for Type Approval of the Product (CAP 554)
 Section L Licensing (CAP 468)
 Section Q Non Rigid Airships (CAP 471)
 Section R Radio (CAP 472)
 Section S Small Light Aeroplanes (CAP 482)
 Section T Light Gyroplanes (CAP 643)
 Section VLH Very Light Helicopters (CAP 750)
 BCAR 31 Manned Free Balloons (CAP 494)
BCAR Sections (e.g. A, B, S and T) are amended by the issue of loose leaf amendments,
applicable to that particular section.
Those Sections of BCAR which deal with design and testing of aircraft, comprise the minimum
requirements which must be achieved to certificate an aircraft as airworthy against a
background of up-to-date aeronautical knowledge. BCAR also incorporates the standards laid
down by ICAO which must be satisfied for an aircraft to operate internationally.
NOTE: Further details regarding the equipment required for international operation of aircraft
are contained in the ANO 2009 Schedules 4 and 5 (as amended).
In some cases, there is a general approach to a specific requirement. An example of this is to

be found in the various chapters of Sub-section A8 of Section A which prescribes the
Requirements for the approval of organisations. Within these chapters there is a Requirement
that 'Bonded and Quarantine stores shall be provided'. However, the general Requirement
includes more than a storage room. Consideration would need to be given to providing suitable
racks and bins, record systems, and methods of stock segregation and identification. It would
also include other factors such as temperature and humidity control of the stores, all of which
can only be decided according to the particular circumstances, but see CAAIP Leaflet D-40.
UK specific

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CAA Relevant Publications
The CAA continues to have a responsibility to publish UK standards on technical and
administrative matters concerning airworthiness. The publications are known as Civil Aviation
Publications (CAPs). They are all available from the CAA‘s appointed publisher TSO (The
Stationery Office) Ltd, or downloaded free of charge from the CAA‘s website (www.caa.co.uk) in
PDF.
Those of particular interest to licensed engineers are shown below (students are encouraged to
download these documents and familiarize themselves with the format and nature of the
contents):
 CAP 747 Mandatory Requirements for Airworthiness
 CAP 562 Civil Aircraft Airworthiness Information and Procedures (CAAIPs)
 CAP 766 and CAP 767 Light Aircraft Maintenance Programme (LAMP)
CAP 747 Mandatory Requirements for Airworthiness

CAP 747 brings together in one publication, all of those requirements which CAA has notified
under Regulation 216/2008 Article 14, for the convenience of those persons responsible for
aircraft and products covered by 216/2008 and its implementing rules: for certification –
European Commission Regulation (EC) No. 1702/2003; and for continuing airworthiness –
2042/2003.
CAP 747 brings together:

 a small number of UK CAA Generic Requirements, previously published in CAP 455
‗Airworthiness Notices‘ (now discontinued); and
 a small number of UK CAA Generic Concessions, previously published in CAP
455‗Airworthiness Notices‘ (now discontinued); and
 a number of CAA additional requirements and special conditions previously published in
CAP 480 ‗Additional Requirements and Special Conditions‘ (now discontinued); and
 a number of CAA additional airworthiness directives, previously published in CAP473
‗Foreign Airworthiness Directives Volumes I and II, (CAA Additional Airworthiness
Directives applicable to products and equipment of USA design (now discontinued))‘;and
 a number of CAA additional airworthiness directives, previously published in CAP474
‗Foreign Airworthiness Directives Volume III, (CAA Additional Airworthiness Directives
applicable to products and equipment of non-USA design (now discontinued))‘.
CAP 562 Civil Aircraft Airworthiness Information and Procedures (CAAIPs)

Civil Aircraft Airworthiness Information and Procedures (CAAIP), referred to as the ‗Leaflets‘ are
published by the Civil Aviation Authority (CAA). The Leaflets give information on a variety of
matters concerned with civil aircraft during manufacture, overhaul, repair, maintenance,
operation and procedures. Leaflets may assist and increase the knowledge of the reader on
subjects for which there is a shortage of information from other sources.
The information is essentially of a general nature which does not include detail on specific types
of aircraft and engines, specialised equipment and component parts fitted to civil aircraft.
UK specific

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Manuals, published by the appropriate manufacturers, should be consulted for detailed
information.
The interpretation of the Leaflets and the application of the information is greatly dependent on
the background knowledge of the reader. In preparing the Leaflets it is assumed that the reader
is familiar with the general engineering practices and working procedures of the civil aircraft
industry. Nevertheless, a certain amount of background information is provided where this is
considered necessary for the understanding of the text.
Leaflets are contained in two books.
Book 1 contains CAA information and procedures in eight chapters labelled alphabetically, with
the Leaflets within each chapter labelled alphanumerically.
 Chapter A General Information

 Chapter B Airworthiness Information
 Chapter C Airworthiness Procedures
 Chapter D Engineering Practices and Processes
 Chapter E Identification Marking
 Chapter F Non-destructive Examinations
 Chapter G Ground Operations
 Chapter H Maintenance Personnel Licensing
Book 2 contains information on technical subjects organised in 18 chapters according to the

ATA 100 chapter numbering system.
 Chapter 5 Time Limits / Maintenance Checks

 Chapter 8 Weighing
 Chapter 12 Servicing – Routine Maintenance
 Chapter 20 Standard Practices – Airframe
 Chapter 24 Electrical Power
 Chapter 25 Equipment/Furnishings
 Chapter 28 Fuel
 Chapter 31 Indicating/Recording Systems
 Chapter 32 Landing Gear
 Chapter 33 Lights
 Chapter 34 Navigation
 Chapter 39 Electrical-Electronic Components and Multifunction Units
 Chapter 44 Cabin Systems
 Chapter 51 Standard Practices and Structures – General
 Chapter 56 Windows
 Chapter 61 Propellers/Propulsors
 Chapter 70 Engines
 Chapter 100 Computer Hardware-Software

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Light Aircraft Maintenance Programme (LAMP) – Aeroplanes (EASA Aircraft) (CAP 766)
This publication was introduced in order to account for the implementation of Commission
Regulation 2042/2003 Annex 1, Part M, M.A.302. The programme addresses the scheduled
maintenance requirements for aeroplanes with less than 2730 kg MTOM, regulated by EASA
under Regulation (EC) 216/2008. A similar publication, CAP 767, provides a programme and
schedule of maintenance for Helicopters with less than 2730 kg MTOM.
Civil Aviation Authority - Safety and Airspace Regulation Group (SARG)

The role of the CAA‘s Safety and Airspace Regulation Group (SARG) is to ensure that UK civil
aviation standards are set and achieved in a co-operative and cost-effective manner. The
CAA must satisfy itself that aircraft are properly designed, manufactured, operated and
maintained; that airlines are competent; that flight crews, air traffic controllers and aircraft
maintenance engineers are fit and competent; that licensed aerodromes are safe to use and
that air traffic services and general aviation activities meet required safety standards.
To monitor the activities of this complex and diverse industry, SARG employs a team of
specialists. They have an exceptionally wide range of skills, including pilots qualified to fly in
command of current airliners; test pilots able to evaluate all aircraft types; experts in flying
training, leisure and recreational aviation activities; aircraft maintenance surveyors; surveyors
conversant with the latest design and manufacturing techniques; flight test examiners;
aerodrome operations and air traffic control specialists; and specialists in aviation medicine.
Specific responsibilities include:

 Commercial Aviation
 General Aviation
 Harmonising European Standards
 Flight Operations
 CAA Support to Government
 Passenger Safety
 UK Register of Civil Aircraft
 Aircraft Maintenance
 Structures, Materials & Propulsion
 Aircraft Airworthiness
 Aircraft Design & Manufacturing
 Flight Crew Licensing
 Medical Certification
 Human Factors
 Air Traffic Control Services
 Aerodrome Licensing & Inspections
 Incident Reporting
 Research
 International Consultancy & Training Services
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The group is also responsible for the planning and regulation of all UK airspace including the
navigation and communications infrastructure to support safe and efficient operations. Staff
include civilian and military experts with experience of commercial, business, recreational and
military aviation. The needs of all users are accommodated, as far as possible, with regard for
safety as well as environmental, economic and national security considerations.
Relationship between EASA and the UK CAA

Since the amendment to the ANO adopting EASA regulations into UK law the CAA has
effectively become the servant of EASA. Whilst EASA make regulations the CAA implement
them on behalf of EASA the CAA is referred to by EASA as ‗the competent authority‘ for the
United Kingdom. Non EU organizations must apply directly to EASA in Cologne for approvals
etc. but for any organization or individual in the UK seeking approval or licensing then they must
approach the CAA.
It must be remembered that the CAA continue to exercise authority for those aircraft not
governed by Regulation (EC) No 216/2008 (The Basic Regulation).
The following table reprinted from CAAIPs Leaflet B10 summarizes the relationship between the
CAA and EASA regulations. Each row represents the legal equivalents in the UK and EC
legislative systems.
United Kingdom European Community
Legislation. UK Parliament European Parliament

Create and Civil Aviation Act Council Regulation 216/2008
empower Civil Aviation European Aviation Safety Agency
Authority - Annex I Essential
Requirements
- Annex II Excluded Aircraft
Commission Regulation 748/2012

Requirements. Air Navigation Part-21
Binding by law Order Commission Regulation
2042/2003 + 1149/2011
Annex I Part-M
Annex II Part-145
Annex Ill Part-66
Annex IV Part-147
Acceptable Means of
Compliance (AMC) and British Civil Certification Specifications
guidance material (GM). Airworthiness CS 23, CS 25, CS 27 AMC, GM, etc.
Not binding by Requirements
law
UK specific

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Worksheet 10.1
Use the following worksheet to revise your knowledge. It may require you to investigate some of
the references quoted at the beginning of this section. However most of the information is
contained in these Study Notes.
1. What is ICAO; where and when was it formed?
2. What is the function of EASA?
3. To whom is the Agency accountable?
4. When did the Agency take over the responsibility of rules and procedures for operations
and crew licensing?
5. Which aircraft are excluded from EASA?
6. What is the current number of the basic regulation?
7. What is (EC) Regulation 2042/2003 concerned with and what are its 4 annexes called?
8. What is (EC) Regulation 748/2012 concerned with and what are the certification
standards contained within it?
9. The Implementing Rules (IR) contain AMC and GM. What are AMC and GM?
10. What organisation in an EASA state approves a company to maintain Aircraft?

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11. What Organisation approves a company under Part-M or Part-147 if that company‘s main
place of business is outside the EU?
12. Which four former JAA members are now treated as members of EASA even though they
are not members of the EU?
13. Which organisation can issue approval for design of a product or type certification of a
new aircraft in EU states?
14. Which Regulation created EASA?
15. Who created EASA?
16. Where will you find a list of aircraft types that do not need to be maintained under EC
regulations?
17. What Regulation establishes the Rules for Initial Certification of aircraft and aircraft
products?
18. State 2 certificates that are issued under Implementing Rules of Part 21.
19. What are the Certification Specifications also known as?
20. What Regulation establishes the Rules for Continuing Airworthiness, and what is it
amended by?
21. What is Annex I of Regulation (EC) 2042/2003?
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22. What is Annex II of Regulation (EC) 2042/2003?
23. What is Annex III of Regulation (EC) 2042/2003?
24. What is Annex IV of Regulation (EC) 2042/2003?
25. What Implementing Rule is applicable to the operation of aircraft for Commercial Air
Transport, and what was it previously known as?
26. Which organisation promotes airworthiness and safety Internationally?
27. Mandatory Requirements for Airworthiness can be found in which UK CAA publication?
28. Civil Aircraft Airworthiness Information and Procedures can be found in which UK CAA
publication?
UK specific

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10.1 Regulatory Framework

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Module 10

For Training Purposes Only

Module 10.1 Regulatory Framework

Knowledge Levels — Category A, B1, B2, B3 and C Aircraft

Module 10.1 Regulatory Framework

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International Civil Aviation Organisation (ICAO)

The ICAO Headquarters in Montreal, Canada

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The Chicago Convention

WHEREAS it is desirable to avoid friction and to promote that co-operation

THEREFORE, the undersigned governments having agreed on certain principles

Have accordingly concluded this Convention to that end."

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The Chicago Conventionoooooooooo

The Chicago Convention was signed on December 7, 1944

The ICAO Logooooo

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The International Standards and Codes

ICAO defines an International Standard Atmosphere (also known as ICAO Standard

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Because aeronautical technology is continuously developing, the Annexes are constantly

1. Standards intended as specifications when their application is considered as necessary

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Annex 10 Aeronautical Telecommunications - Volume 1 provides for standardizing communications

Annex 16 Environmental Protection

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The responsibilities of EASA include to

The EASA Building and Logo

The JAA was dissolved in June 2009. Therefore

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The agency‘s responsibilities include:

 Expert advice to the EU on the drafting new legislation;

The Agency's tasks are to:

The Agency may adopt various types of act. It may:

The Competent Authorities

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 Historic aircraft or aircraft having a

 Aircraft specifically designed or modified

 Aircraft of which at least 51% is built by an amateur, or a non-profit making association of

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Relationships with Other Organizations

2. International aviation organizations such as the Joint Aviation Authorities, EUROCON-

3. International aviation authorities such as the Federal Aviation Administration, Transport

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Each Part consists of two sub-sections, A and B.

Sub-section A contains the implementing rules for personnel and organization.

Sub-section B contains implementing rules to enable the Competent Authorities of EASA to

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Regulation (EU) No 748/2012

To provide detailed assistance to manufacturers, Certification Specifications (CS) are also

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o Annex I Part-M Management of Continuing Airworthiness

If an organisation wishes to achieve compliance with a regulation by some alternative to the

Acceptable Means of Compliance (AMC) and Guidance Material (GM)

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