Identification of a part by checking the aircraft records is only allowed if this is explicitly indicated in the AD requirements. Consequently, when in compliance with a previous revision of an AD, an aircraft is automatically in compliance with the new revision. & 145.A.30(j)4. In case an ALS revision only provides ‘relief’ (less restrictive), no AD will be issued, as there would be no ‘safety’ justification for such action. The following questions should be considered: It is also to be noted that AD compliance verification (enforcement) is not an EASA responsibility, but that of the National Aviation Authority of the State of Registry of the aircraft, and it is always recommended, if in doubt, to seek their advice. Airworthiness Directives (ADs) are legally enforceable regulations issued by the FAA in accordance with 14 CFR part 39 to correct an unsafe condition in a product. Wright Aeronautical Division, Curtiss-Wright Corporation, ZLT Zeppelin Luftschifftechnik GmbH & Co KG, De Havilland Aircraft of Canada Limited (Type Secure, user-only access From any desktop or mobile device. Please also consult our FAQ on ADs applicable to third-country registered aircraft when operated in accordance with Part-NCO. This means that all ADs issued by the State of Design before 28 September 2003 (start date of EASA), either applicable to European or non-European products (i.e.

In this case, the final decision to apply such SB lies with the owner/operator or contracted CAMO, as M.A.302(g) does not apply. In principle, an AD is a State of Design AD when the authority that issues the AD is, on the date of issuance of that AD, the State of Design authority for the products, parts or appliances (or STC modification) to which the AD applies.

the Design Approval Holder, whose contact details can be found in the relevant AD. The accomplishment of an AD is permitted to the Pilot-Owner only in the case where it is specifically allowed in the AD. AD action) work card. 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. Note: To view ADs by a specific Make/Model, use the option to browse All Current ADs by Make/Model below. As a result, all ADs issued by the State of Design authority for the affected product(s), part(s) or appliance(s) are valid in Europe, unless EASA has issued a different decision. FAA ADs applicable to CFM International engines are not eligible for adoption in the EU system, unless EASA determines otherwise.

Fairchild Engine Division, Fairchild Engine and Airplane Corp. Fairchild Personal Planes Division, Fairchild Engine and Airplane Corp. Fiberglas-Technik Rudolf Lindner GmbH & Co. KG, Flight Equipment and Engineering Corporation, Great Lakes Aircraft Company, LLC (John Duncan), Harbin Hafei Aviation Industry Co., Ltd. (HAIC), Intreprinderea De Constructii Aeronautice. Furthermore, it is only permitted to the Pilot-Owner under the conditions of M.A.803 (limited Pilot-owner maintenance). In the case of aircraft operating away from a supported location the organisation may issue a limited certification authorisation to the commander (and/or the flight engineer) on the basis of the flight crew licence held, provided that the organisation ensures that sufficient practical training has been carried out to ensure that such person (commander or flight engineer) can accomplish the specified task to the required standard.
An AD is revised to incorporate changes that make the AD requirements less stringent than the previous revision. The AD would contain a prohibition to install, or specify the conditions under which installation would be allowed, which are requirements that must also apply to aircraft that do not, on the effective date of the AD, have the part installed. 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 also define/amend their filter setting(s) accordingly, thereby ensuring to be notified when EASA publishes an AD or PAD that does not directly apply to aircraft, engine, or propeller type designs. Forms. When operating a product for which the USA is the State of Design, e.g. the Bell 206 and 222 helicopter types moving to Bell Helicopter Textron Canada, from the USA to Canada; the British Aerospace 125 business jet type design was sold to Raytheon (now Textron Aviation, Inc.), moving from the UK to the USA; and APEX sold the R 2000 type design to Alpha Aviation, moving the State of Design (responsibilities) from France to New Zealand. This later decision implies that any AD issued by the State of Design authority for the products, parts or appliances (or STC modification) to which that AD applies, becomes valid in Europe upon the day that AD becomes effective, unless the Agency issues a different decision (e.g. Certificate of Airworthiness 24-0074: Special Certificate of Airworthiness 24-0079: Initial Application for a Special Certificate of Airworthiness 24-0083: Application for AME Licence 24-0090: Operating Conditions 24-0091: Amateur-Built Climb Test Report 24-0092: Aircraft Inspection Snag Sheet 26-0048 aircraft, engines, propellers), parts or appliances (or STC modifications),  have been adopted by EASA under that Regulation. Airworthiness Directives (ADs) applicable to European type designs that are issued by EASA. new or more restrictive tasks) would – in general – lead to an unsafe condition. 14 CFR part 39 defines a product as an aircraft, aircraft engine, propeller, or appliance. The DND/CF Airworthiness Program (NDID number A-GA-005-000/AG-001) is the policy document that regulates the safety of Canada’s military fleet. The TC/STC holder does not include such SB in the manufacturer maintenance programme (MRBR or Manufacturer Recommended Programme) for the aircraft concerned. EASA cannot even provide an 'authentic interpretation' (which is an official interpretation of a statute issued by the statute's legislator).

on 15 December, interested parties would be able to comment on the relevant PAD at any time up until 23:59 on 15 December. For example: A review of aircraft delivery or maintenance records is acceptable in lieu of the inspection as required by this paragraph, provided those records can be relied upon for that purpose, and the Part Number and serial number can be conclusively identified from that review. 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.). if the user does maintenance on seats only) selecting Cabin Crew Seats, Flight Crew Seats and Passengers Seats. Please send us your comments and suggestions. We need your help as we continue to improve the AD search tool. The Agency has no legal tools to prohibit the use of the word ‘mandatory’ by TC/STC holders, but EASA Certification Memorandum CM-21.A-J-001 has been issued to provide advice and guidance on this subject. 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. Contact the Airworthiness Directives Administrator. In principle, EASA does not provide service information as it contains proprietary information owned by the approval holder of the product, part or appliance to which the AD applies. 14 CFR part 39 defines a product as an aircraft, aircraft engine, propeller, or appliance. FAA Order 8040.1 defines FAA's authority and responsibility for the development and issuance of ADs.

Only certifying staff is competent to make the final airworthiness determination and therefore the CRS reference date does not necessarily coincide with the date when the individual maintenance task was actually performed and signed off by maintenance staff. All ADs issued by the State of Design (SoD) Authorities before 28 September 2003 should be retrieved from the relevant SoD websites. Since EASA (under art. In addition, please consult the AMOC FAQ page.
The reason for this is that the unsafe part could be installed on any of those aircraft at a later stage after issuance of the AD. In such a case, a Proposal for AD Cancellation would normally be published first to invite comments. Aeromot-Industria Mecanico Metalurgica Ltda. For a repetitive pre-flight AD which specifically states that the flight crew may carry out such AD, the organisation (Part M, Subpart F or Part 145 maintenance organisation) may issue a limited certifying staff authorisation to the aircraft commander (and/or the flight engineer) on the basis of the flight crew licence held, provided that the organisation ensures that sufficient practical training has been carried out to ensure that such person (aircraft commander or flight engineer) can accomplish the AD to the required standard. This decision applies to all State of Design ADs, not only those issued by the FAA. The record in the EASA SP Tool provides the justification for EASA adoption of such FAA AD, recognised as ‘State of Design’ AD, not for the engine type design, but for the US-designed and FAA-certified STC, or the US-designed and FAA-certified repair, etc. In all other cases, the TC/STC holder should use a term like ’highly recommended‘ (or equivalent). because all the affected parts have been removed from aircraft and are confirmed to have been taken out of circulation.

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