This Opinion addresses a proportionality issue related to sailplane operations. Its specific objective is to establish a simpler and proportionate regulatory framework for air operations with sailplanes.

For this purpose, this Opinion proposes the extraction of the rules for air operations with sailplanes from Regulation (EU) No 965/2012 (except for the authority requirements specified in Annex II (Part-ARO)) and the issue of a new regulation related to air operations with sailplanes. The scope of this new regulation may be extended at a later stage to include other areas related to sailplanes. The final goal would then be to develop — at least to a certain extent — a single ‘sailplane rule book’.

With the new draft regulation, EASA proposes rules for air operations with sailplanes which are less complex and which are proportionate to the complexity and risks of such operations.

In summary, the proposed changes are expected to maintain safety while reducing the regulatory burden especially for sailplane pilots/operators.

The objective of this rulemaking task was to analyse the risks linked to the effect of wind shear during a take-off from, approach to and landing at an airport, and identify the appropriate mitigations. The European Aviation Safety Agency (EASA) concluded that no regulatory action is needed to mandate the installation of predictive wind shear systems (PWSs). Instead, EASA will develop a safety promotion initiative providing recommendations on wind-shear-related training in the context of evidence-based training (EBT) and the oversight thereof. In this framework, recommendations and guidance to voluntarily install PWSs will be further considered. The proposed way forward is expected to maintain the current level of safety.

This Decision addresses a regulatory coordination issue related to harmonisation of the current EASA CS-25 and
AMC 25-19 with FAA AC 25-19A regarding certification maintenance requirements (CMRs). The specific objective is to
mitigate the risks linked to having different CMR documents with different identification means and follow-up
procedures because of the lack of harmonisation between the FAA Advisory Circular and the EASA AMC-25-19. It also
strengthens the approval of CMRs by EASA by their introduction into the airworthiness limitations section.
This Decision amends CS-25 as follows:
– Amendment of CS 25.1309 and Appendix H, in order to introduce CMRs in the Airworthiness Limitations
Section;
– Amendment of AMC 25-19 in order to improve the guidance for the identification, the selection, the approval,
and the protection in service of CMRs.
The changes made are expected to ensure better harmonisation of the CMR development process among applicants,
and the reduction of the risk of inadequate task identification and follow-up.