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Bilateral Agreement between Faa and Easa

Posted on March 5th, 2022 in Uncategorized by


Airworthiness Implementation Procedures (APIs) are procedural documents authorized by the BASA Executive Agreement for design approval, production activities, export airworthiness permits, post-design approval activities and technical support between authorities. This document defines the scope of civil aviation products and parts that may be imported into the United States and the corresponding BASA signatory country. It also establishes requirements and procedures for the interface between authorities for the validation, import and subsequent support of such civil aviation products and articles. In a separate announcement of the agreements, the European Commission said the provisions on the conversion of pilot certificates “will ensure that pilots residing in the EU fly aircraft on the basis of licences and ratings issued in accordance with EU rules under the supervision of EU member states. It will also ensure that they maintain and develop their qualifications through EU training institutions.┬áIn addition to the Certificate of Airworthiness, bilateral aviation safety agreements provide for bilateral cooperation in various areas of aviation, including maintenance, flight operations and environmental certification. For aircraft certification, an additional document, an airworthiness implementation procedure, is developed to cover specific areas such as design approvals, production activities, export airworthiness approval, post-design approval activities and technical cooperation. The consolidated version of the US-EU Civil Aviation Security Regulatory Cooperation Agreement (BASA) has been prepared by EASA to provide stakeholders with an updated and easy-to-read publication. It has been prepared by combining the corresponding officially published text of the BASA and all the amendments to the annexes of the BASA previously adopted by the Bilateral Supervisory Board. Please note, however, that this document is not an official publication. This document cannot have the same validity as an official legal text published in the Official Journal of the European Union, as it cannot be guaranteed that all recent legislative changes will be included without delay in the consolidated publication.

Therefore, please understand that the Agency cannot accept any liability arising from the risk associated with the use of this document. Readers are invited and encouraged to report internationally [to] easa.europa.eu perceived errors or comments on this publication. Extending the scope of the basa between the EU and the US is another important objective of the Commission`s aviation strategy for Europe, which aims to generate growth for European businesses, encourage innovation and offer passengers safer, cleaner and cheaper flights. Pilot licenses, especially PPLs, are issues of great interest in the aviation community. After the deterioration of compatibility between civil aviation authorities and the FAA in Max 8, all the news that the FAA has reached an agreement with another CAA, in particular the European Union Safety Administration (EASA), is the most notable. When terms like “new” and “expand” are used in headlines, the journalist`s juice begins to flow. The substance of BASA is pilot training, a very hot topic before and after the Max 8 debacle. This suggests that this is a hot topic, but as with many developments, the real reason for the announcement may not be as it appeared. Also note that all this is valid for the moment at the level of the private pilot. The BASA (Bilateral Agreement) contains provisions that may be extended to CPL and ATPL licenses in the future. I have received a number of questions regarding the announcement of the bilateral agreement signed on November 19, 2020. As regards pilot licences, the new annex will ensure that EU-based pilots fly aircraft under the supervision of EU Member States on the basis of licences and ratings issued in accordance with EU rules.

It will also ensure that they obtain and develop their qualifications through EU training institutions. The aim of the new annex is to convert certain US pilot licences into partial EU FCL licences and ratings, taking into account the similarities between the US and European regulatory systems. This is a cost-effective solution for converting FAA pilot licenses into EU FCL licenses. Several thousand EU pilots are expected to take advantage of the new regulations and complete the conversion of their FAA pilot licenses and ratings. The FAA and the European Commission have announced the expansion of their bilateral aviation safety agreement to allow for mutual recognition of certain pilot certification and training rules, streamline administrative processes and reduce training costs. The Implementation Procedure Schedule (SIP) is the procedure document, similar to an API, associated with certain BAAs. It facilitates the certification process for aircraft and other aeronautical products imported or exported between the United States and another country. “These annexes reduce duplication of work and leverage FAA and EU resources, allowing both agencies to allocate resources to areas of higher safety risk. Simplified procedures and reduced costs will benefit industry, government and the flying public,” the announcement reads, noting that the annexes create “new areas of cooperation” between the two security agencies. The moral of this story is therefore not the collaboration that was its original label. On the contrary, the strict rules of the European pilots of the GA led to a rush of their pilots in America to get their PPL. Member States have recognised this loss of control.

EASA has positioned this BASA as a bilateral recognition of PPLs; Thus, you can easily transfer your FAA IR to your native EASA ticket. From now on, all European pilots must have the EU licence and be subject to their original regulations. A bilateral aviation safety agreement (BASA) is an agreement that provides for the sharing of civil aviation certificates between two countries. [1] The bilateral agreement between the United States and Europe is a quick way to allow pilots who have flown aircraft registered as third country “N” while living full-time in Europe only with FAA licenses. Bilateral airworthiness agreements are executive treaties concluded prior to 1996 through an exchange of diplomatic notes between the U.S. State Department and its foreign counterpart based on faa technical recommendations. (Note: The United States no longer enters into bilateral airworthiness agreements.) Work procedures are a type of agreement with a foreign CAA with which the FAA has not entered into a bilateral agreement. They are used to define the methods by which the FAA`s Aircraft Certification Service can assist another state in approving aeronautical products and articles exported from the United States to that state. On 1 May 2011, the AGREEMENT BETWEEN THE UNITED STATES and the EU on the regulation of civil aviation security entered into force. EASA and the FAA have developed a Validation Improvement Roadmap (VIR) with the aim of implementing a risk-based approach to the acceptance of Certification Authority (CA) approvals and conformity determinations without further technical review by the Validation Authority (VA) within the existing European Union (EU)/United States (USA) framework. Bilateral Aviation Safety Agreement (BASA).

The VIR (which is reviewed and updated annually or as required) identifies initiatives to incorporate new pathways of acceptance or validation between the FAA and EASA, which in turn will be integrated into the Technical Implementation Procedures (TIP). The three approval options are as follows: The FAA and the European Commission have signed four decisions on the US-EU safety agreement. Two of these decisions contained additional annexes to the original agreement on pilot licences and full-flight simulators. The new annexes are new areas of cooperation between the FAA and the European Commission. . . .

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