THE EUROPEAN COMMISSION,

Having regard to the Treaty on the Functioning of the European Union, Having regard to Regulation (EU) 2018/1139 of the European Parliament and of the Council of 4 July 2018 on common rules in the field of civil aviation and establishing a European Union Aviation Safety Agency, and amending Regulations (EC) No 2111/2005, (EC) No 1008/2008, (EU) No 996/2010, (EU) No 376/2014 and Directives 2014/30/EU and 2014/53/EU of the European Parliament and of the Council, and repealing Regulations (EC) No 552/2004 and (EC) No 216/2008 of the European Parliament and of the Council and Council Regulation (EEC) No 3922/91 (1), and in particular Article 31 thereof,

Whereas:
(1) Measures introduced to contain the COVID-19 pandemic severely hamper the ability of Member States and the aviation industry to prepare for the application of a number of recently adopted Implementing Regulations in the field of aviation safety.
(2) Confinement and changes in the working conditions and availability of employees, combined with the additional workload required to manage the significant negative consequences of the COVID-19 pandemic for all stakeholders, are impairing preparations for the application of these Implementing Regulations.
(3) Commission Implementing Regulation (EU) 2019/1387 (2) lays down new standards on aircraft landing performance calculation, which are applicable from 5 November 2020. In order to avoid that the application of these standards impedes the seamless process of resumption of flights in the context of the recovery from the COVID-19 pandemic because of additional operational requirements, their applicability should thus be postponed in order to allow the competent authorities and stakeholders to prepare for their implementation.
(4) The European Union Aviation Safety Agency has confirmed to the Commission that postponing the application of the provisions referred to in recital 3 by a limited time is possible without having a detrimental effect on aviation safety, as those rules contain technical alleviations for industry that are best implemented in a normal operational environment.
(5) In order to provide an immediate relief for national authorities and all stakeholders during the COVID-19 pandemic and allow them to adapt their planning to prepare for the postponed application of the provisions concerned, this Regulation should enter into force on the day following that of its publication in the Official Journal of the European Union.
(6) The measures provided for in this Regulation are in accordance with the opinion of the committee established by Article 127 of Regulation (EU) 2018/1139,
HAS ADOPTED THIS REGULATION:
Article 1
In the third paragraph of Article 2 of Implementing Regulation (EU) 2019/1387, ‘5 November 2020’ is replaced by ‘12 August 2021’.

‘CAT.GEN.MPA.210 Location of an aircraft in distress — Aeroplanes
The following aeroplanes shall be equipped with robust and automatic means to accurately determine, following
an accident during which the aeroplane is severely damaged, the location of the point of end of flight:
(1) all aeroplanes with an MCTOM of more than 27 000 kg, with an MOPSC of more than 19 and first issued
with an individual CofA on or after 1 January 2023;
(2) all aeroplanes with an MCTOM of more than 45 500 kg and first issued with an individual CofA on or
after 1 January 2023.’;

The objective of this Decision is to address a safety and regulatory coordination issue related to flight crew
licensing, and it has been developed in response to the European Plan for Aviation Safety (EPAS) safety actions.
It contains the new Subject 090 ‘Communications’, which replaces Subjects 091 ‘VFR Communications’ and 092
‘IFR Communications’, as amended by Commission Implementing Regulation (EU) 2018/1974 of 14 December
2018 amending Commission Regulation (EU) No 1178/2011.
It also contains the amended examination procedures in the relevant AMCs to ARA.FCL.300(b) ‘Examination
procedures’ regarding this new Subject 090 ‘Communications’.
This Decision also issues some editorial corrections to the AMCs to Appendix 6 and in the Learning Objectives
(LOs) (i.e. AMC1 FCL.310; FCL.515(b); FCL.615(b) ‘Theoretical knowledge examination’) of Decision 2018/001/R
of 8 February 2018 and Decision 2018/011/R of 6 November 2018.

The objective of this Decision is to support the application of the amendments introduced in Part 21 through
Commission Delegated Regulation (EU) 2019/897 as regards:
— the embodiment of level of involvement (LoI), the introduction of the possibility for new privileges for
approved design organisations and other amendments to Part 21 that were proposed by EASA in its Opinion
No 07/2016 ‘Embodiment of level of involvement requirements into Part-21’ (RMT.0262) of 23 May 2016;
— the new ICAO aeroplane CO2 standard and the aircraft engine non-volatile particulate matter (nvPM)
emissions standard, and the introduction of references to the updates of existing noise and engine emission
standards in ICAO Annex 16, as proposed by EASA in its Opinion No 09/2017 ‘Implementation of the CAEP/10
amendments on climate change, emissions and noise’ (RMT.0514) of 7 November 2017; and
— the need for the issuance of a permit to fly (PtF) for certain maintenance check flights (MCFs), as proposed
by EASA in its Opinion No 01/2017 ‘Maintenance check flights’ (RMT.0393 & RMT.0394) of 8 March 2017.
In order to achieve this objective, the Decision amends the Acceptable Means of Compliance (AMC) and
Guidance Material (GM) to Part 21.