Stage: Final Publications

Regulatory Agency Final Publications

FAA AC_00-46F Aviation Safety Reporting Program

This advisory circular (AC)
provides guidance for the submission of reports under the Federal Aviation
Administration (FAA) Aviation Safety Reporting Program (ASRP). The ASRP is a
cooperative safety reporting program that invites pilots, controllers, flight attendants
(F/A), maintenance personnel, dispatchers, and other users of the National Airspace
System (NAS), or any other person, to report to the National Aeronautics and Space
Administration (NASA) actual or potential discrepancies and deficiencies in aviation
safety. NASA serves as a third party to receive and process Aviation Safety Reports.
Examples of operations covered by the program include departure, en route, approach,
and landing operations and procedures; air traffic control (ATC) procedures and
equipment; crew and ATC communications; aircraft cabin operations; aircraft movement
on the airport; near midair collisions (NMAC); aircraft maintenance and recordkeeping;
airport conditions or services; and unmanned aircraft operations. The effectiveness of this
program in improving safety depends on the free, unrestricted flow of information from
the users of the NAS. Based on information obtained from this program, the FAA will
take corrective action as necessary to remedy defects or deficiencies in the NAS. The
reports may also provide data for improving the current system and planning for a future
system.

FAA AC_00-46F

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Commercial Operation of Certain Categories of Aeroplanes without an ETOPS Approval

This regulatory amendment and the associated updates to the AMC & GM to Regulation No 965/2012 and to AMC-20, harmonise EASA regulations with U.S. Federal Aviation Administration (FAA) and Transport Canada Civil Aviation (TCCA) regulation for conducting non-ETOPS operations, including updating certain requirements for operations between 120-180 minutes from an airport by large business jets (see, CAT.OP.MPA.140). Aeroplanes with an MCTOM above 45 360 kg were previously subject to 60 minute ETOPS.

Note: RMT.0695 was worked as a Stakeholder-Led Rulemaking Task (SLRT) with participation by Bombardier, Gulfstream, and Pratt & Whitney Canada with additional technical input from Airbus.

Runway Surface Condition Reporting and In-Flight Assessment of Landing Performance

This regulatory amendment and associated means of compliance and guidance material provide compliance with ICAO Annex 6, Part I requirements for a globally harmonised reporting format for runway surface conditions, airworthiness standards, and performance data.

The compliance date for the new standards for aeroplane landing performance calculation was deferred last year from 5 November 2020 until 12 August 2021  in response to the pandemic (see, Regulation (EU) 2020/1187).  

EASA CM proposed_cm-prop-001 Proposed Certification Memorandum providing guidance for compliance with CS-E 515 (a) for Engine Critical Parts

The purpose of this Certification Memorandum is to provide specific guidance for applicants when
demonstrating compliance with CS-E 515 (a) for Engine Critical Parts. This CM provides guidance concerning
the recognition of non-hazardous features (an area, a region, or a zone whose localised failure will not result
in a Hazardous Engine Effect) within an Engine Critical Part and how such features may be credited within
the Engineering Plan of CS-E 515 (a).

EASA proposed_certification_memorandum_cm-sa-001_-_net_safety_benefit_-_issue_1

Historically, the safety assessment of applications for airworthiness approval have focussed on risks
associated with malfunctioning or failing systems and equipment installed on the aircraft. In this process, the
operational use of the systems and equipment was assessed, but generally, no credit was provided for the
operational safety benefits that the installation of such systems and equipment would provide.
The purpose of this Certification Memorandum (CM) is to provide an approach to the demonstration of
compliance to certain CS 23 and CS 27 specifications that is in line with reference standard guidance as
adapted to installation of system/ equipment that provide operational safety benefit. This is achieved by
introducing credits for systems or equipment that provide operational safety benefits in the determination
of the Development Assurance Level (DAL)1
The intent of the Net Safety Benefit policy is to facilitate the introduction of new, safety enhancing
technologies in the current, fleets that have been shown to provide operational safety benefits so as to
improve the overall safety performance of the operation.
It should be noted that whilst the FAA’s NORSEE policy and EASA’s Net Safety benefit policy aim to achieve a
similar goal, the scope, applicability and processes of both policies are different. In part this is due to differing
regulatory environments. For example; in the EASA system, the so called ‘field approvals’ do not exist. EASA
does however accept ‘standard changes’ under CS-STAN. The Net Safety Benefit policy is limited to
applications for airworthiness approval through a Major Change to an existing Type Certificate or a
Supplemental Type Certificate. The policy does not apply to changes covered by CS-STAN or to Minor
Changes.
The guidance provided in this CM is non-binding and provides complementary information and guidance with
the aim to complement the current CS and associated AMC.