EASA Regulation - Bureau Veritas

EASA Regulation – Amendment of Implementing Rule 2042/2003 Dated :

13/01/2012

Version :

Version 1

Written by :

Antoine BLIN & Christophe CUBIERES Consultants Jean-Pierre BATIGNE Technical Director

Approved by :

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EASA Regulation – Amendment of Implementing Rule 2042/2003

2012

Table of Contents

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FUTURE ALIGNMENT WITH THE EVOLUTION OF EASA REGULATIONS _________________ 4 1.1

Alignment with the BR 216/2008 _________________________________________________4

1.2

Alignment with the new EASA Regulation structure __________________________________8

ANALYSIS OF THE LAST AMENDMENT OF 2042/2003_______________________________ 9 2.1

Introduction __________________________________________________________________9

2.2

Privileges of B1 and B2 maintenance licences _____________________________________ 10

2.3

Licence B3__________________________________________________________________ 11

2.4

Type and group ratings _______________________________________________________ 12

2.5

Type training _______________________________________________________________ 14

2.6

Impact of the last amendment of 2042/2003 on BV activities ________________________ 15

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Glossary ADR AMC ANS AOC AR ATCO ATFM ATM ATO AUR BR CAT CC CMPA COM CRD FC GEN GM HoT IR MED MPSC MS NCC N-CMPA NCO OPS OR OSD SERA SPA SPO TCO TR TRT

Aerodromes Acceptable Means of Compliance Air Navigation Service Provider Air Operator Certificate Authority Requirement Licensing and medical certification of air traffic controllers Air Traffic Flow Management Air Traffic Management Approved Training Organisations Common airspace usage requirements and operating procedures Basic Regulation Commercial Air Transport Cabin Crew Complex Motor-Powered Aircraft Commercial other than CAT Comment Response Document Flight Crew General Guidance Material Hold-Over Time Implementing Rule Medical Maximum Passenger Seating Configuration Member States Non-commercial with CMPA Non-Complex Motor-Powered Aircraft Non commercial other than CMPA Operations Organisation Requirement Operational Suitability Data Standardised European Rules of the Air Specific Approvals (ETOPS, PBN etc…) Specialised Operations (aerial work) Third Country Operators Type Rating Type Rating Training

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1 FUTURE ALIGNMENT WITH THE EVOLUTION OF EASA REGULATIONS Note : The part provides information about the future evolution of the 2042/2003 and especially the PartM. At this stage, these future evolutions have not been adopted and therefore the aim of this part is just to provide information about the “direction” of the future evolution, in order to anticipate.

1.1 Alignment with the BR 216/2008 Why is “alignment” needed? According to the BR regulation, the requirements regarding continuing airworthiness and their applicability should be based on the following classifications and definitions: •

“Commercial Operation” means any operation of an aircraft, in return for remuneration or other valuable consideration, which is available to the public or, when not made available to the public, which is performed under a contract between an operator and a customer, where the latter has no control over the operator;

•

“Commercial Air Transport” means the transport of passengers, cargo or mail for remuneration or hire.

•

“Complex-Motor-Powered Aircraft (CMPA)” means: (i) An aeroplane o With a maximum certificated take-off mass exceeding 5,700kg or; o Certificated for a maximum passenger seating configuration of more than nineteen, or o Certificated for operation with a minimum crew of at least two pilots, or o Equipped with (a) turbojet engine (s) or more than one turboprop engine, (ii) A helicopter o Certificated with a maximum certificated take-off mass exceeding 3,175kg or; o For a maximum passenger seating configuration of more than nine or o Certificated for operation with a minimum crew of at least 2 pilots; or (iii) A tilt rotor aircraft;

However, the current requirements are based on the following classifications and definitions: •

“large aircraft”, which is defined in Regulation (EC) No 2042/2003 article 2(g) as : an aircraft, classified as an aeroplane with a maximum take-off mass of more than 5700kg, or a multiengined helicopter. In fact, according to the current requirements, continuing airworthiness of large aircraft shall be managed by a CAMO. (M.A.201 (f)) and maintenance of large aircraft shall be performed by a Part-145 approved organisation. (M.A.201(g))

•

Currently regulation (EC) 2042/2003 does not contain a definition of “Commercial Air Transport”. However article 1(3) states that the provisions of the Regulation related to CAT are applicable to licensed air carriers. According to the current 4 TOB 22/12/AB


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2042/2003 will be amended to incorporate the concepts of: • CMPA and, • Commercial Operations and Commercial Air Transport.

What will be the differences? Difference between “CMPA” and “Large” classifications: Replacing “large aircraft” by “CMPA” in Part-M results in: • Continuing airworthiness of CMPA shall be managed by a CAMO. • Maintenance of CMPA shall be performed by a Part-145 organisation. Those CMPA which currently do not fall into the category of “large aircraft” will be required to contract a CAMO and a Part-145 for those types of operations where it is not already required. For aeroplanes, the relation between “large” and “CMPA” can be depicted as follow:

Complex Motor Powered Aircraft/Aeroplane

Large Aircraft/Aeroplanes

Ex: Eclipse EA500 • MTOW: 2722 kg (< 5700 Kg) OTHER THAN LARGE AIRCRAFT • Engines : 2 PWC PW610 CMPA Conversely, multi-engined helicopters with MTOM 3,175kg

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Multi engined Helicopter with MTOM > 3,175kg

Large Aircraft/Helicopter Including multi engined helicopter with MTOM < 3,175kg


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Ex: Eurocopter EC135 • Engines: 2 PW 206 B LARGE AIRCRAFT • MTOW: 2835 kg (