ORDER 8100.

14

INTERIM PROCEDURES FOR WORKING WITH THE

EUROPEAN COMMUNITY ON AIRWORTHINESS
CERTIFICATION AND CONTINUED AIRWORTHINESS

September 30, 2003

DEPARTMENT OF TRANSPORTATION
FEDERAL AVIATION ADMINISTRATION

Distribution: A-W(IR)-3; A-X(CD)-3; A-FAC-0(ALL); Initiated By: AIR-40/100/200

AFS-600(10 copies); AEU-100
RECORD OF CHANGES DIRECTIVE NO. 8110.14

CHANGE SUPPLEMENTS OPTIONAL CHANGE SUPPLEMENTS OPTIONAL

TO TO
BASIC BASIC

FAA Form 1320-5 (6-80) USE PREVIOUS EDITION

09/30/03 8100.14

FOREWORD

This order describes the procedures that Federal Aviation Administration (FAA) employees,
designees, and delegations must follow when working with the European Community on the
import or export of civil aeronautical products, parts, and appliances. This order addresses type,
production, and airworthiness certification. It also addresses continued airworthiness.

On July 15, 2002, the European Parliament and the Council of the European Union (EU) adopted
Regulation (EC) No 1592/2002 (Basic Regulation). It set common civil aviation rules in the EU
and established a European Aviation Safety Agency (EASA). Effective September 28, 2003,
EASA and the National Aviation Authorities (NAA) of EU Member States assumed their
respective shared responsibilities for certificating and overseeing design, production, and
maintenance of all civil aviation products in the EU.

Forward any deficiencies in, clarifications to, or improvements on this order to the Federal
Aviation Administration, Aircraft Certification Service, Planning and Program Management
Division, AIR-500, Attention: Directives Management Officer, 800 Independence Avenue, SW.,
Washington, DC 20591. Interested parties should use FAA Form 1320-19, Directive Feedback
Information, located on the last page of this order for your convenience. You may also obtain
the form electronically from the FAA web site (http://feds.faa.gov) and submit it by e-mail to
[email protected] or by fax to (202) 493-5144.

John Hickey
Director, Aircraft Certification Service, AIR-1

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TABLE OF CONTENTS
CHAPTER 1. GENERAL
Paragraph Page
1-1. Purpose......................................................................................................................... 1
1-2. Distribution .................................................................................................................. 1
1-3. Applicability ................................................................................................................ 1
1-4. Effective Date .............................................................................................................. 1
1-5. Relationship to Other Orders ...................................................................................... 1
1-6. Deviations .................................................................................................................... 1
1-7. Requests for Information............................................................................................. 2
1-8. Records Management .................................................................................................. 2

CHAPTER 2. THE NEW EU SYSTEM AND OUR BILATERAL AGREEMENTS

2-1. Transition to the New EU Regulatory System ........................................................... 3

2-2. How the European Community Divides Responsibilities.......................................... 4
Figure 2-1. Rulemaking and Policy Responsibilities ................................................ 5
Figure 2-2. Airworthiness Certification Responsibilities.......................................... 6
Figure 2-3. Oversight and Standardization Responsibilities..................................... 7
2-3. Related EU Policy and Guidance................................................................................ 8
2-4. Bilateral Agreements................................................................................................... 8
Figure 2-4. Current 15 EU Member States................................................................ 8
2-5. Type Validation Principles (TVP) .............................................................................. 9
2-6. Recognition of Delegation and Designee Systems..................................................... 9

CHAPTER 3. IMPORTING EU PRODUCTS INTO THE U.S.

3-1. Design Approval Validations.................................................................................... 11

Figure 3-1. Design Changes for EU Products Imported into the U.S..................... 14
3-2. Airworthiness Certification of EU Products............................................................. 15
Figure 3-2. Accepting EU Products, Parts, and Articles into the U.S. ................... 17
3-3. Identification and Marking........................................................................................ 18
3-4. Continued Airworthiness of EU Products Operating in the United States.............. 18

CHAPTER 4. EXPORTING U.S. PRODUCTS TO THE EU

4-1. Validation Process Changes...................................................................................... 21

4-2. Design Approval Validation ..................................................................................... 21
Figure 4-1. EU Certification Basis and Type Design Definition............................ 23
Figure 4-2. Data for Design Changes and Repairs for U.S. Products
Exported to the EU .................................................................................................... 27
4-3. Export of U.S. Products to the EU ............................................................................ 28
Figure 4-3. Exporting U.S. Products, Parts, and Articles to the EU ....................... 31
4-4. Continued Airworthiness of U.S. Products Operating in the EU............................. 31

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CHAPTER 5. RULEMAKING AND OTHER ADMINISTRATIVE COORDINATION

5-1. Rulemaking, Policy and Guidance............................................................................ 33

5-2. Record Keeping ......................................................................................................... 33
Figure 5-1. Record Keeping Responsibilities.......................................................... 34
5-3. Protecting Proprietary Data and Support for Requests under Freedom of
Information, Freedom of the Press Act, etc. ............................................................. 34
5-4. Forms ......................................................................................................................... 34

CHAPTER 6. TECHNICAL ASSISTANCE BETWEEN AUTHORITIES

6-1. Technical Assistance Requests ................................................................................. 35

6-2. Requesting Conformity Inspections or Surveillance Support from the EU ............ 35
6-3. Requesting Test Witnessing from the EU ................................................................ 35
6-4. Compliance Findings to EU Requirements .............................................................. 36
6-5. Issuance of Airworthiness Certificates ..................................................................... 36
6-6. International Cooperative Supplier Surveillance Program (ICSSP)........................ 36
6-7. Requesting Production Oversight Support from the EU.......................................... 36
6-8. Access to Facilities .................................................................................................... 36

APPENDIX 1. BASIC REGULATION (EC) NO 1592/2002, ANNEX II (1 page)

APPENDIX 2. EU CONTACTS (1 page)

APPENDIX 3. ACCEPTED PRODUCTS AND SERVICES FROM EU MEMBERS

STATES HAVING BILATERAL AGREEMENTS WITH THE U.S. (6 pages)

APPENDIX 4. TYPE CERTIFICATE DATA SHEET (TCDS) IMPORT

REQUIREMENTS FOR EU PRODUCTS (2 pages)

APPENDIX 5. EASA FORMS (8 pages)

Figure 1. EASA Form 15, Airworthiness Review Certificate
Figure 2. EASA Form 25, Certificate of Airworthiness
Figure 3. EASA Form 45, Noise Certificate
Figure 4. EASA Form 24, Restricted Certificate of Airworthiness
Figure 5. EASA Form 20, Permit to Fly
Figure 6. EASA Form One, Authorized Release Certificate

APPENDIX 6. ACRONYMS (3 pages)

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CHAPTER 1. GENERAL

1-1. PURPOSE. This order provides interim policy and guidance on how to interact with the
newly established European Aviation Safety Agency (EASA) and the National Aviation
Authorities (NAA) of European Union (EU) Member States for the purposes of type, production,
and airworthiness certification, and continued airworthiness of aeronautical products.

1-2. DISTRIBUTION. Distribute this order to the following Federal Aviation Administration
(FAA) offices:

a. Aircraft Certification Service (AIR) branch levels of Washington headquarters and all
Aircraft Certification Directorates, including all Aircraft Certification Offices (ACO);
Manufacturing Inspection Offices (MIO), Manufacturing Inspection District Offices (MIDO),
Manufacturing Inspection Certificate Management Offices (CMO), and Manufacturing
Inspection Satellite Offices (MISO); Directorate Standards Staffs; the Aircraft Certification
Branch at the FAA Academy; and the Brussels Aircraft Certification Staff;

b. Flight Standards Aircraft Maintenance Division and all Flight Standards Aircraft
Evaluation Groups, Flight Standards District Offices (FSDO), Flight Standards CMO, and all
Flight Standards International Field Offices; and

c. Suspected Unapproved Parts (SUP) Program Office.

1-3. APPLICABILITY.

a. This order is intended primarily for ACOs, Directorate Standards Staffs, MIOs,
MIDO/CMOs, and Flight Standards Offices that:

• Conduct type certification and validate design approvals;

• Oversee production and continued airworthiness; and
• Accept the import/export of products between the United States and the EU
Member States.

b. This order addresses the significant differences in policy and procedures that are
required by the ongoing changes in Europe.

1-4. EFFECTIVE DATE. This directive is effective on September 29, 2003.

1-5. RELATIONSHIP TO OTHER ORDERS ON BILATERAL ACTIVITIES. This order

takes precedence over existing policy and procedures on bilateral activities with EU Member
States, unless it states otherwise. We will revise FAA orders, as appropriate, to include this
order, or other appropriate requirements, after the United States concludes an applicable bilateral
agreement with the European Community, hereafter referred to as the Community.

1-6. DEVIATIONS. The FAA must adhere to this order to acknowledge the new European
regulatory system while still fulfilling FAA obligations under bilateral agreements with EU
Member States. Because EASA is still evolving, we should be flexible in adapting to any

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changes. Any deviations from this policy and guidance material should be coordinated with and
approved by Aircraft Engineering Division (AIR-100), Production and Airworthiness Division
(AIR-200), or International Airworthiness Programs Staff (AIR–40), as appropriate to the
subject. FAA employees should substantiate, document, and get their supervisors’ concurrence
with deviations before submitting them for review and approval.

1-7. REQUESTS FOR INFORMATION.

a. All public requests for information on this order and related activities will be processed
per the Freedom of Information Act. Refer to FAA Order 1200.23, Public Availability of
Information.

b. FAA personnel can contact the International Airworthiness Programs Staff (AIR-40),
telephone (202) 267-9559, for additional information or to ask questions about this order. They
also can e-mail questions to [email protected]. FAA designees with questions
should contact their FAA advisors.

1-8. RECORDS MANAGEMENT. Refer to Orders 0000.1, 1350.14, and 1350.15, or your
office’s Records Management Officer (RMO)/Directives Management Officer (DMO) for
guidance on retention or disposition of records.

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CHAPTER 2. THE NEW EU SYSTEM AND OUR BILATERAL AGREEMENTS

2-1. TRANSITION TO THE NEW EU REGULATORY SYSTEM.

a. Creating the European Aviation Safety Agency (EASA).

(1) On July 15, 2002, the European Parliament and the Council of the European Union
adopted Regulation (EC) No 1592/2002 (Basic Regulation). It set common civil aviation rules,
and gave the European Community regulatory competence in the field of civil aviation for the
EU. This includes the power to regulate air transport safety and to check, correct, and ensure
that Member States are uniformly implementing the Basic Regulation and common rules.

(2) The Basic Regulation also creates EASA. The Basic Regulation requires that
EASA be operational by September 28, 2003, when they start overseeing type certification and
continued airworthiness. EASA will oversee all civil aviation products for EU Member States,
except those excluded by Annex II of the Basic Regulation (see appendix 1 for Annex II
criteria). On behalf of the Community, the respective EU Member State of Design and their
NAA still manage products excluded from EASA’s responsibility by Annex II. European
products that remain under an NAA’s responsibility can be found on the FAA Intranet at
http://intranet.faa.gov/avr/air/air4/home.html.

(3) The main objectives of this change are to:

• Promote a high, uniform level of safety and environmental protection;

• Improve cost efficiency by not duplicating certification rules and
procedures;
• Assist Member States in fulfilling their International Civil Aviation
Organization (ICAO) obligations;
• Promote European positions in the field of aviation safety rules and
standards; and
• Make it easier for products, services, and persons to circulate in the EU.

b. Working with the Joint Aviation Authorities (JAA).

(1) Since the JAA also represents countries that are not EU Members, the FAA will
continue to work with the JAA. In the future, non-EU JAA Member Authorities may or may not
adopt the EASA certification specifications or rely on the findings of EASA to issue their own
certificates and approvals. The JAA’s aircraft certification and maintenance functions will move
to EASA, but a small governing body will be retained to make EASA decisions applicable to
other JAA members.

(2) The Community is developing regulations and policy, basing them, to the greatest
extent possible, on JAA regulations, procedures, standardization methods, organizational
approvals, etc. Under EASA’s authority, the JAA will help the Community move to the new
system.

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c. EU Airworthiness and Environmental Protection Requirements.

(1) The Community is issuing new certification specifications to replace Section 1 of

the Joint Aviation Requirements (JAR) as the airworthiness codes for EU Member States.
Certification specifications include:

(a) Airworthiness codes, which are standard technical interpretations of the

airworthiness essential requirements in Annex 1 to the Basic Regulation; and

(b) Acceptable means of compliance (AMC), which are non-exclusive means of

showing compliance with airworthiness codes or implementing rules.

(2) EASA will also provide guidance material, where necessary, similar to JAR
Section 2 and Joint Implementation Procedures (JIP). Guidance material is information to help
in understanding the Basic Regulation, its implementing rules, and certification specifications.

(3) The Community will use ICAO Annex 16 as issued in November 1999 for noise
and emissions standards.

2-2. HOW THE EUROPEAN COMMUNITY DIVIDES RESPONSIBILITIES.

a. Transferring Civil Aviation Safety Oversight to the Community. Under the Basic
Regulation, legal competence and authority on civil aviation moves from Member States to the
Community. Member States retain their ICAO responsibilities. The Community divides
responsibilities between EASA, the NAAs of the EU Member States, and the European
Commission. Although EASA becomes operational on September 28, 2003, the Community has
42 months to complete the transition. In the beginning EASA will rely heavily on the NAAs and
the JAA. The agency will delegate work and contract NAAs and the JAA for services. The
Basic Regulation gives EASA power to outsource certain tasks to qualified entities, but EASA
remains accountable for this work. A qualified entity means a person or organization that may
conduct certification tasks under the control and the responsibility of EASA.

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b. Rulemaking and Policy.

(1) The EU Council and Parliament have rulemaking authority in the Community.
Through the Basic Regulation (EC) No 1592/2002, the Community assigns certain aviation
safety functions to the EU Commission and EASA. Figure 2-1 lists the division of
responsibility:

FIGURE 2-1. RULEMAKING AND POLICY RESPONSIBILITIES

EU Parliament and Adopt Community regulations and establish essential requirements (for
Council example, Basic Regulation (EC) No 1592/2002).

EU Commission Drafts Amendments to Basic Regulation 1592/2002 and related essential

requirements based on opinions from EASA. The EU Council and
Parliament consider these drafts through their co-decision process.
Issues Commission regulations (which are implementing rules, such as
parts 21, 145) to implement the essential requirements of the Basic
Regulation.
Issues grants or denials of exemptions to the essential requirements.

EASA Drafts and issues all certification specifications (including airworthiness

codes and AMC) and guidance material (including maintenance).
Drafts opinions for Amendments to Basic Regulation 1592/2002 and
related essential requirements. EASA forwards these opinions to the EU
Commission.
Drafts opinions on implementing rules for the Commission to consider.
Issues special conditions and equivalent safety findings for product
certification.
Drafts grants or denials of exemptions to the essential requirements for
the Commission to consider.

NAA Recommends regulation and policy changes to EASA.

Acts as technical advisor when requested by EASA or the Commission.

(2) To summarize, the EU regulatory hierarchy below the treaty level for airworthiness
and certification is:

• Level 1: Basic Regulation (including essential requirements);

• Level 2: Implementing rules: for example, the Commission will
adopt Part 21, on the basis of a formal opinion by EASA;
• Level 3: Agency measures: for example, EASA’s Executive
Director will approve airworthiness codes and associated AMC,
including AMC and guidance material to Annex Part 21.

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c. Airworthiness Certification (Type, Production, and Airworthiness, including

organizational approvals). Figure 2-2 lists responsibilities for certificating that products,
appliances, and parts operating in the EU meet the appropriate airworthiness requirements. It
also lists responsibilities for approving design, production, and maintenance organizations:

FIGURE 2-2. AIRWORTHINESS CERTIFICATION RESPONSIBILITIES

EASA Grants type certificates (TC), supplemental type certificates (STC), and
amendments and other design approvals [repair, European Technical Standard
Order (ETSO), replacement parts], and design changes.

Determines type certification basis, including special conditions and equivalent

safety findings. Accepts or rejects proposed deviations from certification
specifications.

Determines if a product complies with the type certification basis and issues
relevant type certificates and other appropriate approvals.

Grants environmental certification.

Oversees continued airworthiness of approved products, which includes issuing

airworthiness directives (AD).

Issues design organisation approvals (DOA).

Issues production organisation approvals (POA) and repair station certifications

outside the EU. (EASA may issue repair station or production approvals for
European organizations, if NAA requests these approvals.)

Cooperates with foreign authorities and international institutions, such as ICAO,

to assist EU Member States in fulfilling their State of Design obligations.

NOTE: EASA may conduct certain tasks through “qualified entities”

for which EASA would be responsible

NAA Issues POAs and repair station certifications in their national boundaries. (An
NAA may request EASA to issue a repair station or production approval for an
organization in the EU.)

Issues airworthiness certificates for individual aircraft registered in their country.

Issues noise certificates for individual aircraft registered in their country.

Approves and oversees all Annex II aircraft and related parts and appliances not
under EASA’s authority.

Approves minor design changes on behalf of EASA.

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d. Oversight and Standardization. Figure 2-3 lists the responsibilities for oversight of
EASA and NAA activities and ensuring standardization within the Community.
FIGURE 2-3. OVERSIGHT AND STANDARDIZATION RESPONSIBILITIES
European Is represented on the EASA Management Board along with representatives of
Commission the Member States.
Provides opinions to the EASA Management Board on EASA’s work program.
Ensures Member States comply with Community Regulations.
Management Appoints the EASA Executive Director, and the EASA Directors.
Board Adopts the Agency’s annual program of work, after receiving the
Commission’s opinion.
Establishes procedures for the Executive Director to make decisions.
Appoints the members of the Board of Appeal.
Exercises disciplinary authority over the Executive Director and with
agreement of the Executive Director discipline the four Directors.
Establishes the Agency’s organizational structure and adopts the Agency’s
staffing policy.
Advises the Executive Director on any matter strictly related to strategic
development of aviation safety.
Establishes an advisory body of interested parties, which it must consult before
making certain decisions.
EASA Allocates certification tasks to NAAs or qualified entities according to
guidelines set by the Management Board.
Undertakes any international functions and technical cooperation with third
countries.
Adopts internal administrative instructions and publishes notices, to ensure the
functioning of the Agency.
Oversees all aviation safety activities of Member States, except products
excluded from EASA’s responsibility by Annex II of the Basic Regulation.
Standardizes implementation of EASA technical policies and procedures.
Conducts inspections and investigations as necessary to fulfill its tasks.
Provides the Commission with the necessary technical, scientific, and
administrative support to carry out its tasks.
NAA Standardizes implementation of its policies and procedures, and how they
apply to Community requirements.
Oversees maintenance and production in its country, including enforcement
actions.

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e. Points of Contact. We show EASA contact information in appendix 2. EU Member

State NAA contact information is available on the FAA Intranet at
http://intranet.faa.gov/avr/air/air4/caalist.pdf. When EASA or an NAA notifies us of changes,
we will update that listing. When EASA or an NAA notifies an Aircraft Certification Service
office of new or changing contacts, the office should inform AIR-40 to help in keeping an up-to-
date listing.

2-3. RELATED EU POLICY AND GUIDANCE.

a. The Office for Official Publications of the European Communities published the Basic
Regulation in the Official Journal of the European Communities on September 7, 2002. The
Basic Regulation is available on the Internet at:
http://europa.eu.int/comm/transport/air/legislation/air_safety_en.htm. EASA has also established
an internet site at http://www.easa.eu.int/

b. Find the EU Implementing Rules, certification specifications, and policy and guidance
materials at: http://europa.eu.int/comm/transport/air/safety/easa_implement_en.htm.

c. Find additional information on Community aviation safety at:

http://europa.eu.int/comm/transport/air/index_en.htm.

d. Find general information on the Community at: http://www.eurunion.org or

http://europa.eu.int/index_en.htm.

2-4. BILATERAL AGREEMENTS.

a. Agreement with EU Member States. As of September 2003, there are 15 EU Member

States (see figure 2-4). Eleven of these 15 countries have either a Bilateral Airworthiness
Agreement (BAA) or Bilateral Aviation Safety Agreement (BASA) with Implementation
Procedures for Airworthiness (IPA) with the United States. In the future, other countries such as
Bulgaria, Cyprus, Czech Republic, Estonia, Hungary, Latvia, Lithuania, Malta, Poland,
Romania, Slovakia, and Slovenia may also become EU Member States.

FIGURE 2-4. CURRENT 15 EU MEMBER STATES

Austria Germany Netherlands

Belgium Greece * Portugal *

Denmark Ireland * Spain

Finland Italy Sweden

France Luxembourg * United Kingdom

* Greece, Ireland, Luxembourg, and Portugal do not have a bilateral airworthiness agreement with the U.S. related
to aircraft certification although Ireland does have a BASA with the U.S. governing repair station activity.

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b. Future Agreement with the European Community. The United States does not yet
have a bilateral agreement with the European Community as a single entity. Per the Basic
Regulation the Community rather than individual Member States now has legal competence on
aviation safety. The FAA is working through the Department of State to conclude a new
agreement that will largely replace our current 11 bilateral agreements. As an interim, the U.S.
and our bilateral partner EU Member States will exchange diplomatic notes to continue bilateral
import and export procedures. When working with EASA and the NAAs of the countries in
figure 2-4 above, we must apply the interim guidance and procedures of this order, until the
United States concludes this new bilateral with the Community.

c. Import of Eligible Products, Parts, and Appliances. Until a new bilateral agreement
is concluded with the Community, the FAA will continue to accept certain European products,
parts, and appliances for import into the United States as defined in the applicable existing
bilateral agreement. Products, parts, and appliances eligible for import into the United States are
summarized in appendix 3. Products, parts, and appliances from Greece, Ireland, Luxembourg,
and Portugal are not eligible for approval or import into the United States.

d. Acceptance of Existing Approved Products, Parts, and Appliances. The Basic

Regulation provides for the acceptance by all EU Member States of existing aviation products,
parts, and appliances already approved by any one EU Member State and of future products,
parts, and appliances approved by EASA. U.S. products, parts, and appliances already accepted
(except for restricted category products) by any EU Member State may be exported throughout
the EU.

2-5. TYPE VALIDATION PRINCIPLES (TVP). The FAA will continue to apply Type
Validation Principles (TVP) and Post Type Validation Principles (PTVP). We will apply TVP
and PTVP when working with EASA and NAAs. Some titles, terms and names may change, and
EASA administrative procedures may vary slightly from JAA procedures. However, the
principles and spirit of TVP and PTVP are unchanged from those developed between FAA and
JAA.

2-6. RECOGNITION OF DELEGATION AND DESIGNEE SYSTEMS.

a. Accepting Existing Delegation or Organizational Approval Systems. The bilateral

agreements provide for the acceptance of current delegation or organizational approval systems
between the U.S and our bilateral partners. This will continue when working with NAAs or with
EASA, which will represent EU Member States with whom the United States has a bilateral
agreement. The Community proposed a new organizational approval system, Continuing
Airworthiness Management Organisation (CAMO). A CAMO will manage the continued
airworthiness of individual aircraft. The FAA has not accepted CAMO, and it is not recognized
under the current bilateral agreements. The FAA will evaluate the activities of these
organizations for their acceptability in the future.

b. Notification of FAA Designees or Delegated Organization Activities. The certificate

managing ACO will notify EASA whenever a designated engineering representative (DER) or an
FAA delegated organization plans to conduct type design approval activities within an EU
Member State. (See appendix 2 for EASA’s address.) The MIDO/CMO will notify the NAA

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responsible for the involved production approval holder, operator, or maintenance organization
for any designated airworthiness representative (DAR), designated manufacturing inspection
representative (DMIR), or organizational DAR (ODAR) activity. Designee activities outside the
United States may include test witnessing, conformity inspection, airworthiness certification, and
support for data approvals. Other FAA policy on U.S. designees and delegated organizations,
who work in Europe or on EU Member State registered aircraft such as FAA Orders 8110.37 and
8100.8, remains unchanged.

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CHAPTER 3. IMPORTING EU PRODUCTS INTO THE U.S.

3-1. DESIGN APPROVAL VALIDATIONS.

a. Status of Existing FAA-Validated Products. Approvals of EU products that the FAA

made before EASA became operational remain valid. Based on those prior FAA approvals and
validations, anyone can continue to import products of the same type into the United States.
However, as noted later in this chapter, the responsibilities in the Community change with
respect to continued airworthiness, design changes, repairs, etc. The responsibilities also change
for future new applications for FAA validations.

b. Updates of Type Certificate Data Sheets (TCDS) and Supplemental Type

Certificates (STC) for FAA-Validated Products.

(1) Order 8110.4, Type Certification, and Advisory Circular (AC) 33-2, Aircraft Engine
Type Certification Handbook, require that the TCDS for an imported product, in the note titled
“Import Requirements,” reflect the airworthiness documentation from the country of the
manufacturer’s civil aviation authority. The documentation certifies that the aircraft, engine, or
propeller conforms to its type design, is in a condition for safe operation, and meets certain other
conditions. The TCDS statement is used for airworthiness certificate eligibility. This text will
change as a result of EASA assuming responsibility for most products in the EU.

(2) FAA certificate managing ACOs and Directorate Standards Staffs responsible for
FAA-validated products must revise the TCDSs and STCs from EU Member States to show a
historical record and new import requirements as shown in appendix 4. Each office must update
the TCDS and STC at the next revision cycle, or at the earliest opportunity during certificate
management activities, but not later than March 28, 2007.

c. FAA Validation of a EU Restricted TC or STC.

(1) The FAA may choose to validate products with Restricted TCs or STCs case-by-
case from bilateral partner countries. With the essential requirements in Annex I of the Basic
Regulation, “restricted” does not mean the same in the FAA system as it does in the EU system.
This does not imply that EU products with a “restricted” certificate would not comply with
ICAO Annex 8.

(2) EASA plans to have a system for accommodating restricted aircraft. However,
until EASA finalizes its policy on restricted aircraft and the United States and the Community
have concluded a bilateral agreement, we will evaluate each application for a U.S. restricted
category TC on a case-by-case basis for its acceptability.

d. FAA TC and STC Validation Projects in Process Before Operation of EASA.

(1) Unless the FAA is notified otherwise, we will continue any FAA validation projects
for products from an EU Member State started before EASA became operational. The FAA will
work with the existing EU team and project manager focal point (NAA or JAA) until we
complete the project. EASA may change the EU team members or make technical decisions.

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EASA will recognize any documented agreements reached during the project before EASA
became operational – for example, type certification basis, methods of compliance. The FAA
and EASA will continue to apply the principles and procedures of TVP and PTVP.

(2) When EASA becomes operational, any communications with the EU team are
considered to be communications with EASA. The State of Design NAA will issue any
certifying statements for the remainder of the project on behalf of EASA. Should any
disagreements arise, follow the appeals process in TVP.

e. New Applications for FAA Validation of TCs, STCs, and Amendments Submitted
after EASA Is Operational.

(1) After EASA is operational, EASA or an NAA on behalf of EASA will send new
applications to the appropriate FAA office. The FAA can only accept TC and STC applications
from Europe for products from EU Member States covered by an existing bilateral agreement.
Our procedures for responding and working the project with EASA and the applicant are
unchanged from how we worked with the NAA in the past. The FAA will still use TVP.

(2) EASA will designate its focal point to conduct the validation project. That EU
focal point may be the NAA of the State of Design on behalf of EASA. The FAA will
coordinate any decision-making on the project with the assigned focal point who represents
EASA. However, if any significant disagreement arises between FAA and the focal point, the
FAA will coordinate dispute resolution with that focal point through the EASA organization, not
the NAA organizational structure.

(3) While validating products with EASA, the FAA will continue to maintain TVP and
seek to improve efficiency where possible by relying on each other’s findings. The appropriate
FAA Directorate Standards Staff will provide a list showing the differences between the
airworthiness standards of Title 14 Code of Federal Regulations (14 CFR) and the EASA
certification specifications. In consultation with the Directorate Standards Staff, the ACO should
use this list when applying the TVP process of determining which differences are significant
enough to warrant further investigation as validation items. On behalf of the bilateral partner
State of Design, EASA will issue the appropriate certifying statements to us and verify any data
about the FAA’s certification basis.

f. FAA Noise, Emissions, and Fuel Venting Approvals for EU Products.

(1) There are no changes to FAA policy and procedures on environmental requirements
for validation. All applicants must still comply with all applicable noise requirements of
14 CFR part 36, and the applicable fuel venting, and exhaust emission requirements of
14 CFR part 34.

(2) 14 CFR Part 36 has been amended since the conclusion of the six EU Member State
BASA IPAs. Contrary to the text of these six BASA IPAs, Amendment 36-24 requires that all
applicants comply with the noise standards of 14 CFR Part 36 in effect on the date of application
for the U.S. TC, or application for change to the TC. In AIR-40’s International Policy Memo
“Incorporation of Amendment 24 to 14CFR Part 36 into Bilateral Aviation Safety Agreement
(BASA) Implementation Procedures for Airworthiness (IPA)” dated August 11, 2003, the FAA

Page 12
09/30/03 8100.14

gives specific guidance on amendment level and affected Part 36 appendices based on the
application date.

g. FAA Acceptance of EU Design Changes, Including Data that Support Repairs.

(See figure 3-1 for a summary of how to handle design changes.)

(1) Major Changes Developed by a EU TC Holder.

(a) The FAA and EASA will follow the PTVP, where appropriate. EASA, or an
NAA on behalf of EASA, will notify us of major changes per existing PTVP procedures.

(b) The FAA accepts data and instructions that contain a statement showing that
the data was approved under the system of the State of Design NAA prior to September 28,
2003. We accept data and instructions approved by or on behalf of EASA. We accept data and
information that the TC holder submits in one of the following documents:

• Service bulletins,
• Structural repair manuals,
• Vendor manuals,
• Aircraft flight manuals, and
• Overhaul and maintenance manuals.

(c) The FAA will accept design change data and related instructions approved and
submitted in a format not listed in paragraph 3-1g(1)(b), for State of Design products from
France, Germany, Italy, the Netherlands, Sweden, and the United Kingdom or other States when
noted in the respective BASA IPAs and on the FAA TCDS.

(2) Major Changes Developed by Other Than the EU TC holder. For a major
change to the type design, the applicant must submit an FAA STC application as defined in
paragraph 3-1e above.

(3) Major or Minor Repairs. The FAA will accept repair data and related instructions
approved and submitted in a format not listed in paragraph 3-1g(1)(b), for State of Design
products from France, Germany, Italy, the Netherlands, Sweden, and the United Kingdom or
other States when noted in the respective BASA IPAs and on the FAA TCDS. The FAA will
also accept repair data on U.S. transport category airplanes approved by the German LBA or the
U.K. CAA in accordance with bilateral special arrangements.

(4) Minor Changes Developed by the EU TC Holder or Other EU Certificate

Approval Holder. We accept, as FAA approved, data for minor changes from EU Member
States that have a bilateral agreement with the United States. Minor changes must be approved
per Commission Regulation, Annex Part 21. Such minor change data approvals may come from
EASA, or the system of a State of Design NAA on behalf of EASA.

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8100.14 09/30/03

FIGURE 3-1. DESIGN CHANGES FOR EU PRODUCTS IMPORTED INTO THE U.S.
(NOTE: Restricted Category Aircraft are handled on a case-by-case basis)

Is
the product Not accepted
covered by a bilateral by the U.S.
No
agreement with the until a bilateral
country of origin? is concluded
with the
Minor design change Community.
or repair
Yes data
Major or Minor
Design Change
or Repair? Major
Repair
(MR)
Major Design data
EASA
Change (MDC) data Approval
accepted by
FAA
per bilaterals
No MDC by the
EU TC
Holder?

EASA STC Yes Yes MR by the

and FAA EU TC
validation is Holder?
required per
existing
bilaterals.
Is MDC or MR
Level 1 or No
Level 1 Level 2 under
PTVP?

EASA notifies FAA EASA

under PTVP. Level 2 Approval
EASA approves accepted by
and FAA
FAA validates per EASA Approval where provided
existing bilaterals. accepted by FAA for under a
under PTVP. BASA IPA

h. FAA Letter of TSO Design Approval for EU Articles (Parts or Appliances).

(1) EASA will issue ETSOs as defined in Annex Part 21, based largely on JAA Joint
TSO (JTSO) requirements. EASA will forward, to the appropriate FAA certification office
(Brussels Aircraft Certification Staff or their successor), applications from European article
manufacturers for new FAA letters of TSO design approval. The FAA will continue article
approval and import acceptance processes outlined in existing BAA/BASA IPAs. Note that the
FAA continues to recognize existing JTSOs in the EU; existing JTSOs will eventually become
ETSOs.

Page 14
09/30/03 8100.14

(2) The FAA will recognize ETSOs that are identical to FAA TSOs as the basis for
issuing a FAA TSO letter of design approval. When the ETSO and FAA TSO are not identical,
the article must be found to meet the FAA TSO standard, or the appropriate AIR-100 branch
must grant the article a deviation from the standard.

(3) The FAA still must issue an FAA TSO letter of design approval for appliances
imported into the United States. Per bilateral agreements and 14 CFR part 21, Subpart O, EASA
or the NAAs on behalf of EASA will issue statements certifying that an appliance or part
complies with an FAA TSO where appropriate. The FAA will issue the letter of TSO design
approval and send it under a cover letter to EASA. The appliance can then be marked per the
appropriate TSO and 14 CFR 21.607(d) requirements.

(4) There is no change to FAA’s requirements regarding notification of design changes

to a TSO letter of design approval, however, EASA or an NAA on behalf of EASA may provide
this notification.
i. Transfer of EU TCs and STCs. The EU State of Design will notify the FAA, per
ICAO and bilateral agreement obligations, when the EU TC holder is transferring an EU
certificate that the FAA validated to another holder or to another State of Design. Until the
United States has an applicable bilateral agreement with the Community, the FAA cannot
recognize the transfer of a European product to an EU State of Design that does not have a
bilateral agreement with the United States.

3-2. AIRWORTHINESS CERTIFICATION OF EU PRODUCTS.

a. General. This section applies only to import of products, parts, and appliances from an
EU Member State with whom the United States has a BAA or BASA IPA, and to products, parts,
and appliances within the scope of the specific bilateral agreement for which that country is the
State of Design. Products, parts, and appliances from a EU Member State that does not have a
bilateral agreement with the United States are not eligible for import into the United States.
Products, parts, and appliances must be imported with appropriate airworthiness documentation.

b. Import Documentation. Under existing bilateral agreements, the FAA will continue to
recognize any JAA and NAA forms for products, parts, and appliances issued prior to the
mandatory implementation date of any new EASA forms (September 2005). Because the
Community will not use a common Export Certificate of Airworthiness (C of A) document, each
NAA will continue to issue its own Export C of A Form for new aircraft imported into the
United States. An EASA POA holder will issue an EASA Form One, Authorised Release
Certificate (see appendix 5), for new aircraft engines and propellers, ETSO articles, and
modification and replacement parts. Additionally, POA holders producing articles under the
authority of an FAA letter of TSO design approval will issue an EASA Form One when
exporting.

c. FAA Acceptance of EU Products, Parts and Appliances. For the import of EU

products, parts and appliances into the United States, current FAA guidance and procedures for
accepting them remain the same as governed by the existing bilateral agreements. The FAA will
continue to require an Export C of A for aircraft and an authorized release certificate for aircraft
engines, propellers, parts, and appliances. As defined by the applicable bilateral agreement and

Page 15
8100.14 09/30/03

per current policy and procedures (see figure 3-2), the FAA will continue to accept the following
products, appliances, and parts with appropriate import documentation:

• New aircraft with an NAA Export C of A.

• New EU restricted aircraft from current BASA IPA partners, after the
FAA validates the TC, with an NAA Export C of A.

• New aircraft engine or propeller with a JAA Form One (issued prior to
09/28/2005) or an EASA Form One after EASA becomes operational.

• New TSO article with a JAA Form One (issued prior to 09/28/2005) or
an EASA Form One after EASA becomes operational.

• New modification or replacement parts with a JAA Form One (issued

prior to 09/28/2005) or an EASA Form One after EASA becomes
operational.

• Used aircraft, including aircraft manufactured in any third country when

provided for in the scope of the bilateral agreement, with an NAA
Export C of A.

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09/30/03 8100.14

FIGURE 3-2. ACCEPTING EU PRODUCTS, PARTS, AND ARTICLES INTO THE U.S.
(NOTE: Restricted Category Aircraft are handled on a case-by-case basis)

Is the product, Accepted as

Item not No under existing
part or appliance
accepted by the bilateral.
U.S. until a covered by a
bilateral
bilateral is
agreement? Yes
concluded with
the Community. Yes

Parts Is there an
Is there a Product Product, EASA Form One
No
U.S. TC to part, or or JAA Form One
cover the appliance? with the part?
product?

Yes Articles
(appliance) No

Accepted as Produced Under

under current a letter of TSO Design
bilateral. Approval or ETSO
or JTSO? No

Yes

Is there an No
Yes Item not acceptable
EASA or JAA
for Import.
Form One with
the appliance?
Obtain U.S.
validation of EU TC.

d. Export Certificate of Airworthiness Exceptions. The exporting NAA will notify the
geographical-responsible MIO of any non-compliance to our approved type design before
issuing its Export C of A for an EU aircraft. The NAA will list this non-compliance as an
“exception” on the Export C of A. This notification process, and our policy and procedure for
accepting or rejecting any exception, remain the same.

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8100.14 09/30/03

3-3. IDENTIFICATION AND MARKING. The identification and marking of products, parts,
and appliances imported into the United States from the EU remain the same, with the following
two exceptions:

a. The letters “EPA” (European Part Approval) will be marked on parts that are produced
on and after March 28, 2004, using design data not belonging to the TC holder of the related
product.

b. The applicable ETSO number will be marked on all articles produced to an ETSO
airworthiness specification.

3-4. CONTINUED AIRWORTHINESS OF EU PRODUCTS OPERATING IN THE

UNITED STATES.

a. EASA Mandatory Continued Airworthiness Information (MCAI).

(1) EASA is responsible for continued airworthiness of all products operating in the
EU, except for those products under Annex II of the Basic Regulation. As the agent of the EU
State of Design, EASA will issue any necessary ADs to correct unsafe conditions. Similarly
EASA is responsible for notifying the FAA of pending emergency actions or significant
investigations. ADs issued by EASA are mandatory in all EU Member States.

(2) The Community has determined that for the interim the NAA of the State of Design
for an EU product will manage the product’s continued airworthiness on behalf of EASA. The
NAA will conduct the necessary oversight and prepare ADs, which EASA will issue. The FAA
will continue to work EU product-specific technical continued airworthiness issues with the State
of Design NAA. The FAA may have informal communications with the NAA specialists
investigating the continued airworthiness issue and preparing the AD.

(3) The FAA accountable directorate will take action based on EASA’s AD when
EASA develops its AD from information generated by NAAs who have a BAA/BASA IPA with
the United States. The EASA Director of Certification and the responsible FAA directorate
management representative manage the resolution of any disagreements over a continued
airworthiness issue.

b. Service Difficulty Reports (SDR) and Malfunction, Failure, and Defect Reporting.

(1) Existing bilateral agreements contain provisions on how to exchange data on

malfunctions, failures, and defects. EASA is developing a centralized system for collecting and
analyzing in-service data. In the interim, although EASA is responsible under the Basic
Regulation for the continued airworthiness of EU products under its authority, the EU State of
Design NAAs will oversee the continued airworthiness of their EU products. They will perform
this oversight on behalf of EASA and the Community.

(2) The FAA will work with the State of Design NAA on reporting and exchanging in-
service information. We also will respond to requests from EASA or the State of Design NAA
about EU products operating in the United States.

Page 18
09/30/03 8100.14

(3) The NAAs, on behalf of EASA, will continue to oversee industry service difficulty,
malfunction, and defect reporting requirements. They also will provide appropriate SDR
information on EU products, when the FAA requests it. The NAAs will conduct technical
investigations, and prepare necessary ADs or other corrective actions for EASA.

c. FAA Accident/Incident and Suspected Unapproved Parts (SUP) Investigations.

(1) When the FAA investigates an accident, incident, or SUP involving a EU product,
the accountable FAA office will coordinate with EASA and share all pertinent data and
information. The FAA will forward all requests for help to EASA headquarters at the address in
appendix 2. We may get help in the investigation from EASA or the EU Member State of
Design NAA who manages the EU product’s continued airworthiness for the Community.

(2) In accident investigations, the Investigator in Charge controls the sharing of

information and data and the participation of FAA and the State of Design NAA. The
Investigator in Charge may be a member of the appropriate accident investigating board, for
example, the National Transportation Safety Board in the United States and the accident
investigation organization of any country where an accident may have occurred.

(3) The State of Design NAA will assist to ensure the product manufacturer provides
the information quickly. If urgency requires that the FAA request information directly from an
EU manufacturer or the manufacturer provides data directly to us for any reason, our focal point
will inform the NAA and EASA headquarters of that exchange as soon as possible.

Page 19 (and 20)

09/30/03 8100.14

CHAPTER 4. EXPORTING U.S. PRODUCTS TO THE EU

4-1. VALIDATION PROCESS CHANGES.

a. EASA will notify the responsible FAA project office of any personnel changes due to
EASA becoming the validating agency for the Community. When EASA becomes operational,
any European validation teams composed of JAA or NAA individuals dealing with existing or
new validations of U.S. products will report to EASA management. If disagreements or
differences of opinion arise during the validation project, the European decision-making agency
is EASA.

b. Under the Community system, there will no longer be additional national design
requirements (ANDR) for the airworthiness of the type design for a TC validation. However,
some EU Member States may have local operational or stricter environmental requirements that
an operator in their country would have to meet. Any type design changes to meet those unique
local requirements are not a mandatory part of the type design requirements for import into the
EU. However, an operator in a particular country may still be required to meet those additional
requirements to get an operational approval.

c. Local Member State additional operational or environmental requirements that affect the
type design will not be part of the EASA certification basis required for validation. Member
State NAAs will handle those requirements locally, and may ask us to verify or approve
requirements on their behalf. We will verify or approve those requirements for bilateral partner
NAAs or EASA as the agent of a bilateral partner Member State.

4-2. DESIGN APPROVAL VALIDATION.

a. Status of Existing U.S. Products Validated by EU Member States Before the

Operation of EASA.

(1) All products, parts, and appliances currently approved in any EU Member State are
grandfathered. They remain acceptable for operation throughout the EU as long as they are
maintained consistent with the initial approval. Under Commission Regulation, Article 2,
Paragraph 3, previously issued certificates, approvals, or authorizations by a EU Member State
will remain valid. EASA will not reissue existing TCs and STCs until an amendment is
requested. At that time, an EASA certificate will replace the NAA’s certificate.

(2) The Community will not rescind TCs and STCs issued by NAAs. If more than one
NAA has validated a product, each EU Member State will accept all the various NAA-approved
configurations, although EU Member States may refuse operational approval for aircraft that do
not meet their local operational or environmental requirements. The Community will consider
any national variants previously approved within the EU as approved optional or alternative
configurations. Even though EASA will not reissue existing TCs and STCs until amended, any
products imported into the EU after EASA becomes operational will have to meet the EASA
type certification basis defined in paragraph 4-2a(3) plus applicable ADs (see para. 4-2.a.(4).

Page 21
8100.14 09/30/03

(3) For all U.S. products having an existing design approval issued by an EU Member
State, the Community will establish an EASA type certification basis per Commission
Regulation, Article 2, 3(a). The EASA type certification basis is either:

(a) The JAA certification basis, as defined in the JAA data sheet for products that
have been validated under JAA procedures; or

(b) The FAA type certification basis, if there was no JAA validation.

(4) Applicable Airworthiness Directives. The minimum type design configuration

eligible for import into the EU must meet the above TC basis and applicable ADs (see
figure 4-1). Applicable ADs are defined as the ADs of the State of Design. The Community
has recognized all other Member State ADs as equal. While the approval of existing products
validated and operating in the EU are grandfathered, EASA assumes the responsibility for their
continued airworthiness, as explained later in this chapter. EASA may need to further reconcile
the AD differences between Member States. This situation presents challenges to the FAA to
export airworthy products in some practicable and standardized manner, per 14 CFR part 21
subpart L.

(a) In the interim, we will apply FAA ADs to U.S. products as the minimum for
export (see paragraph 4-3).

(b) To export a used EU product to the EU, the exporter must identify the
applicable State of Design ADs and verify that they have been incorporated before export.

(c) If a U.S. manufacturer wants to use the ADs of another EU Member State
rather than the U.S. ADs, the exporter must:

1. Ensure that the product’s configuration is consistent with the selected ADs,

2. Verify the acceptability of those ADs with the importing NAA, and

3. Provide evidence to the FAA before shipment.

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09/30/03 8100.14

FIGURE 4-1. EU CERTIFICATION BASIS AND TYPE DESIGN DEFINITION

Does a
Yes JAA Type
JAA Type
Certification
Certification
Basis
Basis Exist?

No

State of Design
FAA
FAA
FAR Type
Type EU Basic
Airworthiness
Certification Imported
Directives
Basis Product
Configuration

(5) STCs and Repair Data.

(a) Under transfer requirements in Commission Regulation Article 2, the

Community will continue to accept, without further showing, existing STCs and repair data
accepted in the EU before EASA became operational. They will accept the STCs and repair data
as long as an NAA issued a design approval.

(b) Certain exceptions to the EU grandfather policy follow:

1. Some EU Member States have accepted U.S. STCs, although an NAA

never issued its validation STC or “certificate.” EASA will need to review these STCs for their
applicability, documentation, and possible validation for future applications.

2. Some EU Member States have accepted repairs or alterations on U.S.-

manufactured aircraft on their registry, although a Member State did not give the aircraft a
corresponding design approval. Those repairs and alterations include ones that are not part of the
manufacturer’s service information accepted under the bilaterals (such as Instructions for

Page 23
8100.14 09/30/03

Continued Airworthiness, service bulletins), or those that a DOA or other appropriately rated
JAA approved organization did not develop. EASA will need to review any such repairs and
alterations before they can be accepted for future application on EU-registered aircraft.

b. EU Validation Projects for U.S. TCs, STCs, and Amendments in Process Before the
Operation of EASA.

(1) The Community will accept products validated by one or more Member States. If
an NAA is validating an applicant’s product, but one or more of the EU Member States have
already validated the same product, the U.S. applicant may cease the current NAA validation
project.

(2) Unless EASA, JAA, or the NAA notifies the FAA otherwise, any validation
projects for U.S. products initiated prior to EASA becoming operational will continue to be
worked to completion with the European validation team, which is composed of NAA or JAA
individuals. The European validation team will report to EASA when EASA becomes
operational. EASA manages and standardizes all certification and validation activity in the EU.

(3) Our policy and procedures for validation projects with the Community are
unchanged. The only differences are that the FAA and the U.S. applicant will work with EASA
and its validation team. The European validation team will be under the authority of EASA and
may be composed of technical specialists of an NAA or former JAA under contract to EASA.

(4) EASA may choose to change the EASA validation team members, which are JAA
or NAA individuals, or engage in making technical decisions. If the European type certification
basis was not established with the JAA or an EU Member State NAA before EASA became
operational, EASA will establish the EASA certification basis using the appropriate EASA
certification specifications.

(5) EASA will recognize any documented agreements reached during the project before
EASA became operational – for example, a JAA or NAA type certification basis or methods of
compliance. If agreements were not finalized, EASA may require the applicant to meet the EU
certification specifications in the interest of safety. After completing the project, EASA will
issue a TC that will be valid in all EU Member States.

(6) When the European validation team for an existing project is a JAA team, the JAA
will also issue a recommendation to the non-EU JAA member authorities. The JAA does this so
that the non-EU Member State NAA can issue their national validation TC or STC as they have
in the past.

(7) When the European validation team is an NAA team, EASA will issue a TC or STC
after the NAA completes its validation. EASA will also notify JAA so that JAA may issue its
recommendation to the non-EU JAA member authorities.

Page 24
09/30/03 8100.14

c. New Applications for EASA Validation of U.S. TCs, STCs, and Amendments
Submitted after EASA Becomes Operational.

(1) Validation Process.

(a) After EASA becomes operational, applicants will submit their applications for
validation through their certificate managing ACO to the EASA Director of Certification. EASA
will identify their project team. The project team may be composed of technical specialists from
NAAs under contract to EASA.

(b) Validations with EASA will continue to follow TVP. To improve efficiency,
EASA should rely on FAA findings to the maximum extent possible. The FAA Directorate
Standards Staff will provide FAA offices involved with validation projects with a list of the
differences between the EASA certification specifications and the airworthiness standards of
14 CFR. The FAA certificate managing ACO will use that list when conducting the project with
EASA and will issue the appropriate certifying statements of compliance to EASA per TVP and
PTVP.

(c) During the course of its validation, EASA is responsible for accepting or
rejecting proposed methods of compliance and processing special conditions, equivalent level of
safety findings, and deviations to the certification specifications (comparable to our exemptions)
where appropriate. EASA will continue to coordinate those with the FAA and the applicant.

(d) EASA will issue the TC or STC after the project is completed. EASA will also
notify JAA so that JAA may issue its recommendation to the non-EU JAA member authorities.

(2) Operational Requirements.

(a) Under the Basic Regulation, NAAs cannot add any ANDRs to the EASA TC
or STC certification basis. Because of national operational requirements, NAAs may still require
an EU operator in a particular EU Member State to meet additional requirements to register an
aircraft or to get operational approval. NAAs should identify these requirements during the TC
program. EASA is responsible to integrate any operational equipment requirements that affect
the type design. NAAs cannot add operational equipment requirements to the EASA type
certification basis.

(b) EASA will encourage Member States to use JAR 26 as the EU equipment
requirements until new requirements are in place. The Community has not determined how or if
it will manage national variations for registering an aircraft and operating it in an individual
country. However, the Basic Regulation, the EU transfer policy, and the Commission
Regulation clearly state that the NAA will issue an airworthiness certificate to an aircraft that
conforms to its EASA type design and is safe for operation.

d. EASA Acceptance of FAA Environmental Testing and Approvals for Noise,

Emissions, and Fuel Venting. Current bilateral agreements do not cover reciprocal acceptance
of environmental approvals. Under Annex Part 21 the U.S. applicant must declare that the
product complies with the EU essential requirements for environmental protection. This
declaration is in addition to the FAA’s certification to 14 CFR parts 34 and 36. EASA will issue

Page 25
8100.14 09/30/03

two TCDSs: one for airworthiness and emissions and a second for noise. In addition, the NAA
of the State of Registry will issue an aircraft Noise Certificate (see appendix 5) for each
individual aircraft.

e. EU Acceptance of U.S. Design Changes Including Data Used in Support of Repairs.

(See figure 4-2 for a summary of how to handle design changes.)

(1) Major Type Design Changes and Major Repair Data Developed by the TC
Holder.

(a) The FAA and EASA will follow the PTVP notification procedures, or any
other mutually agreed procedure, for a particular product as appropriate for major changes.

(b) Per existing bilaterals, EASA will accept the following:

1. Data and related instructions that a U.S. TC holder submits, such as service
bulletins, structural repair manuals, vendor manuals, and overhaul and maintenance manuals that
are FAA approved or accepted, as appropriate, and

2. FAA approvals of major repair data and related instructions submitted in a

format not listed in paragraph 4-2e(1)(b)1, that are approved per FAA Order 8110.4 for U.S.
State of Design products.

(2) Major Type Design Changes Developed by Other Than the TC Holder. Major
changes to the type design by someone other than the TC holder require the FAA to issue an
STC. EASA then must validate the STC, as explained paragraphs 4-2b and c in this section.

(3) Major Repair Data Developed by Other Than the TC Holder. Major repair data
must first be FAA approved per FAA Order 8110.4. EASA will accept such data for U.S. State
of Design products.

(4) Minor Design Changes and Minor Repair Data Developed. EASA will accept
minor design changes and minor repair data that are FAA accepted under the U.S. system for
U.S. products.

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09/30/03 8100.14

FIGURE 4-2. DATA FOR DESIGN CHANGES AND REPAIRS

FOR U.S. PRODUCTS EXPORTED TO THE EU
(NOTE: Restricted Category Aircraft are handled on a case-by-case basis)

M i n o r D e s ig n
C h a n g e o r R e p a ir d a t a M a jo r o r M i n o r
D e s ig n C h a n g e
M a jo r
o r R e p a ir ?
R e p a ir
F A A ap p ro ved (M R )
o r a c c e p te d M a jo r D e s ig n d a ta
d a t a is a c c e p t e d C h a ng e (M D C ) d a ta
by E A S A under
e x is t i n g
b i la t e r a ls
M D C b y th e
U .S . T C
No H o ld e r ?

Y es Y es M R b y th e
U .S . T C
H o ld e r ?

Is M D C o r M R
L eve l 1 or No
L eve l 2 under
PTV P? L eve l 1

L evel 2

F A A n o t if ie s E A S A
N e w U .S . S T C F A A A p p ro va l
u nd e r P T V P .
a nd E A S A a c c e p te d b y
F A A a p p ro ve s
v a l id a t io n is EASA a nd
r e q u ir e d . u nd e r P T V P . E A S A v a l id a t e s .

f. European TSO Approval (ETSO) for U.S. Parts or Appliances.

(1) EASA will issue ETSOs as defined in Annex Part 21. U.S. appliance
manufacturers should submit new applications for a letter of ETSO approval. They should
submit applications to the EASA Director of Certification, through their certificate managing
ACO. EASA may contract an EU Member State NAA to review the design on behalf of EASA.

(2) Note that auxiliary power units (APUs) will be subject to a new EASA certification
process similar to product type certification. The relevant standard is CS-APU, not an ETSO.

(3) Previously granted JTSO Authorisations for Import remain valid until replaced by
an ETSO Authorisation. EASA will still accept without further showing articles already
approved under the existing TSO/JTSO system.

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g. Replacement and Modification Parts. EASA will accept U.S. Parts Manufacturer
Approval (PMA) parts into the EU in a manner consistent with the JAA policy on PMA parts
(see JAA Maintenance Temporary Guidance Leaflet 11, 145 Acceptance of Aircraft Components
and Material). When EASA becomes operational, NAAs will no longer issue separate national
approvals for FAA PMA parts. Manufacturers of U.S. PMA parts will file applications with
EASA for EU acceptance of critical FAA PMA parts that are not manufactured under a license
agreement or a validated U.S. STC.

h. Transfer of U.S. TCs and STCs. Per ICAO and bilateral obligations, we will notify
EASA, when a U.S. certificate that the Community validated is transferred from one U.S. holder
to another, or transferred to another country. The FAA certificate managing ACO will notify the
EASA Director of Certification when a U.S. TC or STC is transferred. The certificate managing
ACO will also provide a copy of the revised certificate and TCDS.

i. EASA Validation of a U.S. Restricted Category TC or STC. After EASA

validates the TC, the Community will continue to accept U.S. restricted category products
case by case.

4-3. EXPORT OF U.S. PRODUCTS TO THE EU.

a. General. The Community has developed new common EU special import requirements
for publication in AC 21-2, Export Airworthiness Approval Procedures. The United States will
continue to export products, parts, and appliances to EU Member States, using 14 CFR part 21,
subpart L.

b. Export Documentation. Our export documentation remains the same. The FAA will
continue to issue this documentation per bilateral agreements and FAA policy until an applicable
bilateral agreement is concluded with the Community. The FAA Form 8130-4, Export
Certificate of Airworthiness, should contain the following:

(1) A statement that the product covered by the Form 8130-4 conforms to the EASA
type design basis and is in a condition for safe operation. In issuing this statement, the FAA is
certifying compliance with the applicable State of Design ADs. For engines and propellers, the
statement should also confirm that the engine or propeller has undergone a final operational
check. (This conformity statement in the Exceptions block is in addition to the pre-printed
certifying statement on the Form 8130-4.) Depending on the EASA type certification basis
definition, the Form 8130-4 should contain one of the following statements:

If: Enter one of the following exporting statements:

1. A new EASA TC exists, “The [INSERT AIRCRAFT MODEL] covered by this

certificate conforms to EASA Type Certificate
[INSERT EASA TYPE CERTIFICATE NUMBER],
and is found to be in a condition for safe operation.”

or

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09/30/03 8100.14

“The [INSERT ENGINE or PROPELLER MODEL]

covered by this certificate conforms to EASA Type
Certificate [INSERT EASA TYPE CERTIFICATE
NUMBER], is found to be in a condition for safe
operation, and has undergone a final operational check.”

2. An EASA TC does not exist “The [INSERT AIRCRAFT MODEL] covered by this
but a JAA type certification basis certificate conforms to JAA Data Sheet [INSERT JAA
and JAA Data Sheet exists, DATA SHEET NUMBER], and is found to be in a
condition for safe operation.”

or

“The [INSERT ENGINE or PROPELLER MODEL]

covered by this certificate conforms to JAA Technical
Data Sheet [INSERT JAA DATA SHEET NUMBER], is
found to be in a condition for safe operation, and has
undergone a final operational check.”

3. Neither a JAA type certification “The [INSERT AIRCRAFT MODEL] covered by this
basis and JAA Data Sheet nor an certificate conforms to FAA Type Certificate [INSERT
EASA type certificate exists, FAA TYPE CERTIFICATE NUMBER], and is found to
be in a condition for safe operation.”

or

“The [INSERT ENGINE or PROPELLER MODEL]

covered by this certificate conforms to FAA Type
Certificate [INSERT FAA TYPE CERTIFICATE
NUMBER], is found to be in a condition for safe
operation, and has undergone a final operational check.”

NOTE: The EASA type certification basis should be available from

several sources. For existing U.S. products certified prior to EASA
becoming operational, we define the EASA type certification basis in
paragraph 4-2a of this order. A listing of EASA type certification
bases are available on the FAA Internet at:
http://www.faa.gov/certification/aircraft/InfoaboutEASA.stm. EASA
will issue a new EASA TC and TCDSs to new products, including
amended TCs, validated after EASA becomes operational. Also, both
the importing NAA and the exporting U.S. production approval holder
should know what the EASA type certification basis is, that is, either a
new EASA TC, a JAA basis, or – lacking either of those – the FAA type
certfication basis.

(2) If the importing EU Member State has identified any Additional National

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8100.14 09/30/03

Requirements (ANR), an additional statement should be noted in the Exceptions block to verify
that the product meets these ANRs. These unique ANRs are typically for aircraft registration or
operational needs specific to an EU Member State. A statement such as the following should be
entered on the Form 8130-4:

“This [INSERT AIRCRAFT, ENGINE, or PROPELLER MODEL]

meets the Additional National Requirements as identified by
[INSERT NAME OF IMPORTING EU MEMBER STATE NAA].”

c. EU Acceptance of U.S. Products, Parts, and Articles. Per current FAA policy and
procedures, the FAA will continue to issue FAA Form 8130-4, Export Certificate of
Airworthiness, for aircraft, aircraft engines, and propellers, and FAA Form 8130-3, Authorized
Release Certificate (Airworthiness Approval Tag), for TSO articles, and modification and
replacement parts. The EU Member State will continue to accept the following (see figure 4-3):

(1) New aircraft, aircraft engines, and propellers with an FAA Export C of A.

(2) New TSO article with an FAA Form 8130-3.

(3) New modification or replacement part from either the U.S. PAH or PMA holder
with an FAA Form 8130-3.

(4) Used aircraft, including aircraft manufactured in any third country, with an FAA
Export C of A.

(5) Aircraft with a U.S. special airworthiness certificate in the restricted category or
primary category may be accepted by the Community on a case-by-case basis with an FAA
Export C of A. EASA may elect to issue an EASA restricted TC for aircraft with a U.S. TC (that
is, restricted category, primary category).

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09/30/03 8100.14

FIGURE 4-3. EXPORTING U.S. PRODUCTS, PARTS,

AND ARTICLES TO THE EU

d. Export Certificate of Airworthiness Exceptions. The MIDO/CMO, or their designee

when agreed, will notify the importing EU Member State NAA of any non-compliance to the
EASA-approved type design before issuing an FAA Export C of A for a new U.S. aircraft,
aircraft engine, or propeller. For used aircraft, the appropriate FAA FSDO or Flight Standards
CMO will notify the NAA. The FAA will list any non-compliance as an “exception” on the
Export C of A. Our notification process to the EU Member State NAA remains the same.
However, EASA may be involved in the approval of exceptions, such as, for a non-validated
major design change. The NAA or EASA needs to reply in writing to accept the exception
before we can export the product.

4-4. CONTINUED AIRWORTHINESS OF U.S. PRODUCTS OPERATING IN THE EU.

a. FAA Airworthiness Directives (ADs).

(1) EASA is responsible for the continued airworthiness of products operating in the
EU, except for those products under Annex II of the Basic Regulation that remain with the
NAAs. The Community will notify us of the continued airworthiness focal points for U.S.
products operating in Europe. The FAA will respond to requests for information from EASA or
the EU focal point, to help in their investigations of airworthiness issues on U.S. products
operating in the EU.

(2) The FAA will provide copies of ADs for U.S. products to EASA headquarters for
action. We will also provide a copy to the European focal point for the U.S. product, if
identified. The FAA will continue to send advance notifications of significant airworthiness
issues to EASA and the product focal point NAA. For Annex II products, this notification will
go directly to the NAAs.

(3) EASA, or the NAAs for Annex II products, will take action based on our AD. The
FAA may informally communicate with the EU focal point for the affected product to explain
our corrective action. The EASA Director of Certification and the responsible FAA directorate
management representative manages the resolution of any disagreements over a continued
airworthiness issue.

b. Service Difficulty Reports (SDR) and Malfunction, Failure, and Defect Reporting.
Existing bilateral agreements discuss how to exchange data on malfunctions, failures, and
defects. EASA is developing a centralized system to collect and analyze in-service data. The
FAA will work with the EASA and the EU focal point when reporting and exchanging
information on U.S. products. It is important to acquire in-service data from EASA/NAAs on
U.S. products operating in the EU.

c. EASA Safety and Suspected Unapproved Parts (SUP) Investigations.

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8100.14 09/30/03

(1) When EASA conducts a safety or SUP investigation involving a U.S. product, the
FAA and EASA will coordinate and share all pertinent data. Our policy and procedures on the
protocol for investigations is unchanged. The Investigator in Charge from the appropriate
accident investigating board controls the sharing of information and the participation of FAA and
any other state in accident investigations. Examples of accident investigating boards are the
National Transportation Safety Board in the U.S. and the accident investigation organization of
any country where an accident may have occurred.

(2) For a specific investigation, EASA and the FAA will establish individual focal
points to respond to questions from each other. These focal points will also ensure timely and
consistent communication occurs. We will help to ensure a U.S. manufacturer provides the
information quickly. If urgency requires that EASA request information directly from a U.S.
manufacturer because it cannot contact us quickly, or the manufacturer provides data directly to
EASA for any reason, EASA will ensure that we are aware of that exchange as soon as possible.

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09/30/03 8100.14

CHAPTER 5. RULEMAKING AND OTHER ADMINISTRATIVE COORDINATION

5-1. RULEMAKING, POLICY, AND GUIDANCE.

a. Continuing to Work with the JAA. Because the JAA also supports other countries
that are not members of the Community, the FAA will continue to work with the JAA on
regulatory and policy coordination until the JAA informs us otherwise. At a minimum, JAA will
continue to publish rules, policy, and guidance for aircraft operations and flight crew licensing.
The JAA may also assist EASA in developing their rulemaking program and drafting rules.

b. EASA Rulemaking Process. The EASA rulemaking process will retain some aspects
of the JAR 11 procedures, such as issuance of Notice of Proposed Amendment (NPA), 90-day
comment period, but with several significant differences.
(1) EASA is solely responsible for drafting Community aviation safety rules as an
independent rulemaking body. The Executive Director can choose to use either a work group or
EASA resources when drafting a document. The objective is to obtain the correct technical
expertise for a given task, rather than systematically involving all parties.
(2) Two groups will advise the EASA Executive Director on rulemaking: the Safety
Standards Consultative Committee (SSCC) and Advisory Group of National Authorities
(AGNA). The SSCC is intended to include those directly affected by EASA’s actions (that is,
industry). The AGNA will include one NAA representative per EU Member State responsible
for applying the Basic Regulation and its implementing rules. EASA will publish all materials,
including membership, procedures, meeting agendas, minutes, and related documentation, from
both groups.

c. Working with EASA on Rulemaking. The FAA and EASA will work together as the
EASA rulemaking process is finalized to maintain an open process and promote U.S.
participation on advisory groups. Provisions for participation in rulemaking must be included in
any new bilateral agreement with the Community, since the Basic Regulation does not provide
for non-EU government involvement. The FAA and EASA will continue to resource and
support the completion of key joint safety initiatives, such as the implementation of the Changed
Product Rule (CPR) and other harmonization efforts originally sponsored by JAA and us.

5-2. RECORD KEEPING. The Community will maintain all records on aviation safety,
including regulatory, administrative, and technical records. Under the current system, a NAA
that served as program manager for an EU certification or U.S. product validation would usually
maintain the certification records. Initially NAAs will not transfer documents and records to
EASA. EASA may later decide to transfer documents.

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8100.14 09/30/03

FIGURE 5-1. RECORD KEEPING RESPONSIBILITIES

EASA maintains: All records on EASA’s duties and responsibilities in the areas of
rulemaking, airworthiness, oversight, and standardization, for example,
TC, TCDS, STC, AD, ETSO, DOA, POA, rules, policy.

NOTE: EASA may permit NAAs to retain records locally in the areas of
responsibility they are performing on behalf of EASA.

NAA maintains all Products the NAA approved before EASA became operational.
records on:
Production approvals issued and overseen by the NAA.

Annex II products.

Airworthiness, oversight, and standardization activities that the NAA

conducts with or on behalf of EASA.

NOTE: NAAs may retain other records locally in the areas of

responsibility they are performing on behalf of EASA.

5-3. PROTECTING PROPRIETARY DATA AND SUPPORT FOR REQUESTS UNDER

FREEDOM OF INFORMATION, FREEDOM OF THE PRESS ACT, ETC.

a. Rules for Disclosing Information. The Community will continue to protect intellectual
property, including proprietary data, under bilateral commitments and European Community and
national law. Access to proprietary data is restricted to EASA and NAAs who need to know as
part of their regulatory responsibilities. Release of such data to other parties requires written
consent from the owner of the data. The principles of protection and prior approval of public
access to documents will be covered by Regulation (EC) 1049/2001 and rules adopted by the
Commission and the EASA Management Board under the Basic Regulation, Articles 11 and 47.
Under these principles, EASA must disclose any information it has, unless it falls within certain
exceptions. These exceptions include trade secrets and financial or commercial data that would
be considered confidential.

b. Releasing Officially Requested Information. The FAA, EASA, and NAAs will help
each other determine if they can release officially requested information, per U.S., EU, or
Member State regulations. Any FAA requests to release proprietary data belonging to an EU
data holder will be submitted through EASA. Consent, if granted, will be forwarded to the FAA
through EASA.

5-4. FORMS. The Commission Regulation defines EASA forms in Annex Part 21 (see
appendix 5 for forms pertinent to this order). NAA and JAA forms executed before EASA
became operational are still valid. (JAA Form Ones may be executed until September 28, 2005.)
The EU Member State NAAs will continue to use their own local forms, unless there is an
explicit requirement to use an EASA form. For example, NAAs must use an NAA form for
Annex II products that are under the NAA’s responsibility and for Export C of A.

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CHAPTER 6. TECHNICAL ASSISTANCE BETWEEN AUTHORITIES

6-1. TECHNICAL ASSISTANCE REQUESTS.

a. Providing Technical Assistance to NAAs or EASA. The FAA will continue to

provide technical assistance to bilateral partner NAAs or EASA, when EASA is acting as the
agent of a bilateral partner Member State. The affected FAA office should respond to requests,
per existing policy and procedures. We will consider EASA requests for technical assistance for
EU Member States that do not have a bilateral agreement with the United States, case by case,
subject to available FAA resources.

b. Requesting EU Assistance. When requesting new technical assistance, it is important

for our specialists to determine if the support required in Europe is related to engineering design
or manufacturing. EASA is responsible for all design activity in EU Member States, except for
aircraft under Annex II of the Basic Regulation. The NAAs will still oversee production. This
division of responsibility affects how the FAA will transmit and respond to new requests for
technical assistance.

c. FAA Special Arrangements with NAAs or EASA. Existing working arrangements

with NAAs will continue. These are largely in the conformity inspection, production oversight,
and test witnessing areas. NAAs will transfer responsibilities to EASA case by case. The NAA
must first notify us that the terms and conditions of any working arrangement have shifted to
EASA or can no longer be met for other reasons. Any new special arrangements that may be
needed with EASA must be coordinated through AIR-40.

6-2. REQUESTING CONFORMITY INSPECTIONS OR SURVEILLANCE SUPPORT

FROM THE EU.

a. FAA Requests. Per existing FAA policy and procedures, we will continue to ask the
applicable EU Member State NAA for help in conducting conformity inspections of prototype
parts or test setup equipment located in the EU. The MIDO/CMO should be as specific as
possible when requesting information or data to be returned to the FAA. Note that no EASA
form exists equivalent to FAA Form 8100-1 “Conformity Inspection Record.”

b. EU Member State NAA Replies. The EU Member State NAA will send back all
requested conformity inspection documentation (for example, Conformity Inspection Record,
Statement of Conformity, Request for Conformity) to the requesting FAA office. The EU
Member State NAA will also issue an EASA Form One signifying conformity, to accompany the
prototype part on shipment.

6-3. REQUESTING TEST WITNESSING FROM THE EU.

a. FAA Requests. We will ask the EASA Director of Certification for help in witnessing
tests within the EU. EASA may choose to task an NAA to support the FAA request or may
witness the test itself.

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8100.14 09/30/03

b. EASA or EU Member State NAA Replies. EASA or the EU Member State NAA will
send back all requested test witnessing documentation (for example, test report) to the requesting
FAA office.

6-4. COMPLIANCE FINDINGS TO EU REQUIREMENTS.

a. The FAA will continue to make statements of compliance to European airworthiness

codes (JAR and/or EASA certification specifications) as requested by a bilateral partner NAA or
EASA acting as the agent of a bilateral partner Member State per the existing BAAs/BASA
IPAs. Designees currently authorized to make compliance findings to the JARs can be
considered as candidates for making findings to the certification specifications, after the
differences have been identified. (See paragraph 4-2c(1)(b).) The ACO will identify designees
with this authorization in the Designee Information Network (DIN).

b. The FAA and FAA designees cannot make similar compliance findings for non-bilateral
partner Member States until a new bilateral agreement is concluded with the Community.

6-5. ISSUANCE OF AIRWORTHINESS CERTIFICATES. The NAAs of Germany, Italy,

and France will continue to assist with issuing U.S. Standard Airworthiness Certificates in their
respective countries under existing bilateral agreements. The NAA points of contact are
unchanged, unless the NAA notifies us otherwise.

6-6. INTERNATIONAL COOPERATIVE SUPPLIER SURVEILLANCE PROGRAM

(ICSSP). In Germany, the United Kingdom, and France, our ICSSP will remain in effect under
existing agreements, until a new bilateral agreement is in place with the Community that
addresses ICSSP activities with other EU Member States.

6-7. REQUESTING PRODUCTION OVERSIGHT SUPPORT FROM THE EU.

a. FAA Requests. Per existing FAA policy and procedures, we ask the EU Member State
NAA for help in overseeing production (for example, production approvals extended outside the
United States, supplier surveillance in non-ICSSP countries).

b. EU Member State NAA Replies. The EU Member State NAA will conduct the
requested production oversight assistance, and will send back all requested documentation
associated with the oversight assistance to the requesting FAA office.

6-8. ACCESS TO FACILITIES. The FAA and the Community will continue to permit
unrestricted access for each other’s inspectors to all regulated facilities in the United States and
the EU.

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Appendix 1

APPENDIX 1. BASIC REGULATION (EC) NO 1592/2002, ANNEX II

Aircraft referred to in Article 4(2)

(a) “Aircraft to which Article 4(1) does not apply are aircraft for which a type-certificate or a
certificate of airworthiness has not been issued on the basis of this Regulation and its
implementing rules, and which fall in one of the following categories:(a) Aircraft having a clear
historical relevance, related to:
(i) Participation in a noteworthy historic event; or
(ii) A major step in the development of aviation; or
(iii) A major role played in the armed forces of a Member State;
and meeting one or more of the following criteria:
(i) Its initial design is established as being more than 40 years old;
(ii) Its production stopped at least 25 years ago;
(iii) Fewer than 50 aircraft of the same basic design are still registered in the Member States;
(b) Aircraft specifically designed or modified for research, experimental or scientific purposes,
and likely to be produced in very limited numbers;
(c) Aircraft of which at least 51% is built by an amateur, or a non-profit association of amateurs,
for their own purposes and without any commercial objective;
(d) Aircraft whose initial design was intended for military purposes only;
(e) Aeroplanes having no more than two seats; the stall speed or the minimum steady flight speed
in landing configuration not exceeding 35 knots calibrated air speed (CAS); and a maximum
take-off mass (MTOM) of no more than:
(i) 300 kg for a land plane, single seater; or
(ii) 450 kg for a land plane, two seater; or
(iii) 330 kg for an amphibian or floatplane single seater; or
(iv) 495 kg for an amphibian or floatplane two seater, provided that, where operating
both as a floatplane and as a land plane, it falls below both MTOM limits, as
appropriate;
(f) ‘Gliders’ with a structural mass of less than 80 kg when single seater or 100 kg when two
seater, including those which are foot launched;
(g) Unmanned aircraft with an operating mass of less than 150 kg;

(h) Any other aircraft with a total mass without pilot of less than 70 kg.”

Page A1-1 (and A1-2)

09/30/03 8100.14
Appendix 2

APPENDIX 2. EU CONTACTS

Send notifications and communications to the appropriate EASA or NAA office. See
information below.

1. European Aviation Safety Agency (EASA):

European Aviation Safety Agency
European Commission
Mailing address:
G-12 03/032
B-1049 Brussels
Belgium

Physical location
Rue de Geneve 12
Brussels, Belgium

Fax: 32-2-298-6649

2. National Aviation Authorities (NAA) Contacts. NAA contact information is available on

the FAA Intranet at: http://intranet.faa.gov/avr/air/air4/caalist.pdf.

Page A2-1 (and A2-2)

09/30/03 8100.14
Appendix 3

APPENDIX 3. ACCEPTED PRODUCTS AND SERVICES FROM EU MEMBER

STATES HAVING BILATERAL AGREEMENTS WITH THE U.S.

Airworthiness
Conformity
Witnessing

Approvals
Inspection
Test
COUNTRY PRODUCTS INCLUDED IN THE BILATERAL
AUSTRIA Aircraft – all categories X X X
Engines X X X
Propellers X X X
Appliance NO NO NO
Supplemental Type Certificates (STC) NO NO NO
Replacement parts (Austria is State of Design, FAA has X X X
validated Type Certificate (TC) for the aircraft, etc.)
Modification parts by TC holder NO NO NO
Comments on component conformity and test
witnessing: FAA and AustroControl have a special
arrangement for conformity inspection and test witnessing.
Consult this procedure when the FAA is working on behalf
of Austria about AustroControl’s expectations for data.

BELGIUM Aircraft – all categories X X X

Engines X X X
Propellers X X X
Appliance X X X
STCs NO NO NO
Replacement parts (Belgium is State of Design, FAA has X X X
validated TC for the aircraft, etc.)
Modification parts by TC holder X X X

DENMARK Aircraft – all categories X X X

Engines X X X
Propellers X X X
Appliance X X X
Replacement parts X X X
STCs NO NO NO
Modification parts by TC holder X X X

Page A3-1
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Appendix 3

APPENDIX 3. ACCEPTED PRODUCTS AND SERVICES FROM EU MEMBER

STATES HAVING BILATERAL AGREEMENTS WITH THE U.S. (Continued)

Airworthiness
Conformity
Witnessing

Approvals
Inspection
Test
COUNTRY PRODUCTS INCLUDED IN THE BILATERAL
FINLAND Gliders only NO NO X
Engines NO NO NO
Propellers NO NO NO
Appliance NO NO X
Replacement parts (for appliances and gliders) NO NO X
STCs NO NO NO
Modification parts NO NO NO

FRANCE Aircraft – all categories X X X

Engines X X X
Propellers X X X
Appliance X X X
Replacement parts X X X
STCs (for products for which France is the State of Design) X X X
Modification parts (for products for which either France or X X X
the United States is the State of Design for the design
change)
NOTE: See AIR-200 Information Memo, “Imported Parts
Produced in a Bilateral Country Under Licensing Agreement
with a U.S. or Third Country Design Approval Holder,”
December 12, 2002, on French modification parts.

GERMANY Aircraft – all categories X X X

Engines X X X
Propellers X X X
Appliance X X X
Replacement parts X X X
STCs (for both German and U.S. products, and specific X X X
Airbus models)

Page A3-2
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Appendix 3

APPENDIX 3. ACCEPTED PRODUCTS AND SERVICES FROM EU MEMBER

STATES HAVING BILATERAL AGREEMENTS WITH THE U.S. (Continued)

Airworthiness
Conformity
Witnessing

Approvals
Inspection
Test
COUNTRY PRODUCTS INCLUDED IN THE BILATERAL
Modification parts (on products for which Germany is the X X X
State of Design, and/or the part is manufactured by a
German Production Organisation Approval (POA) holder
who has an arrangement with a U.S. design change approval
holder for the manufacturing rights)

ITALY Aircraft – all categories X X X

Engines X X X
Propellers X X X
Appliance X X X
Replacement parts (for products for which Italy is the State X X X
of Design, and/or the part holds an FAA approval and is
manufactured by an Italian POA holder who has an
arrangement with a U.S. or third country design approval
holder for the manufacturing rights)
STCs (for products for which Italy is the State of Design) X X X
Modification parts (for products for which Italy is the State X X X
of Design, and/or the part is manufactured by an Italian
POA holder who has an arrangement with a U.S. design
change approval holder for the manufacturing rights)

NETHERLANDS Aircraft – all categories X X X

Engines NO NO NO
Propellers NO NO NO
Appliance X X X
Replacement parts (Netherlands is the State of Design for X X X
the product, and/or the part holds an FAA approval and is
manufactured by a Dutch POA holder who has an
arrangement with a U.S. or third country design approval
holder for the manufacturing rights)
STCs (for Netherlands State of Design products) X X X
Modification parts (where Netherlands is the State of Design X X X
for the product and the design change, and/or the part is
manufactured by a Dutch POA holder who has an
arrangement with a U.S. design change approval holder for
the manufacturing rights)

Page A3-3
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Appendix 3

APPENDIX 3. ACCEPTED PRODUCTS AND SERVICES FROM EU MEMBER

STATES HAVING BILATERAL AGREEMENTS WITH THE U.S. (Continued)

Airworthiness
Conformity
Witnessing

Approvals
Inspection
Test
COUNTRY PRODUCTS INCLUDED IN THE BILATERAL

SPAIN Aircraft – all categories NO NO X

Engines NO NO NO
Propellers NO NO NO
Appliance NO NO X
Replacement parts (for aircraft and appliances only) NO NO X
STCs NO NO NO
Modification parts (by the original FAA approval holder for NO NO X
aircraft and appliances only)

SWEDEN Aircraft – all categories X X X

Engines NO NO NO
Propellers NO NO NO
Appliance X X X
Replacement parts X X X
STCs (Sweden is State of Design for the product, and FAA X X X
has validated the product’s STC)
Modification parts (where Sweden is State of Design for the X X X
product and the design change, and/or the part is
manufactured by a Swedish POA holder who has an
arrangement with a U.S. design change approval holder for
the manufacturing rights)

Page A3-4
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Appendix 3

APPENDIX 3. ACCEPTED PRODUCTS AND SERVICES FROM EU MEMBER

STATES HAVING BILATERAL AGREEMENTS WITH THE U.S. (Continued)

Airworthiness
Conformity
Witnessing

Approvals
Inspection
Test
COUNTRY PRODUCTS INCLUDED IN THE BILATERAL
UNITED Aircraft – all categories X X X
KINGDOM
Engines X X X
Propellers X X X
Appliance X X X
Replacement parts (on products for which the United X X X
Kingdom is the State of Design, and/or the part holds an
FAA approval and is manufactured by a U.K. POA holder
who has an arrangement with a U.S. or third country design
approval holder for the manufacturing rights)
STCs (for U.K. State of Design Products) X X X
Modification parts (where the United Kingdom is the State X X X
of Design for the product and the design change, and/or the
part is manufactured by a U.K. POA holder who has an
arrangement with a U.S. design change approval holder for
the manufacturing rights)

The following are applicable as EU products after May 2004 only.

CZECH Aircraft – All categories NO NO X
REPUBLIC Engines NO NO X
Propellers NO NO X
Appliance NO NO X
STCs NO NO NO
Replacement parts (for Czech products and appliances only) NO NO X
Modification parts by TC holder NO NO NO
Comments:
Formal Operating Procedures were concluded in 1996.
These procedures describe various interactions between the
FAA and the Civil Aviation Inspectorate and are similar to
an IPA.
NOTE: There are no bilateral provisions for
the Civil Aviation Inspectorate to provide
technical assistance to the FAA.

Page A3-5
8100.14 09/30/03
Appendix 3

APPENDIX 3. ACCEPTED PRODUCTS AND SERVICES FROM EU MEMBER

STATES HAVING BILATERAL AGREEMENTS WITH THE U.S. (Continued)

Airworthiness
Conformity
Witnessing

Approvals
Inspection
Test
COUNTRY PRODUCTS INCLUDED IN THE BILATERAL
POLAND Aircraft – gliders, small fixed-wing aircraft of 12,500 lbs or X X X
less, and helicopters
Engines – piston engines of 1,000 horsepower (H.P.) or less, X X X
turbine engines
Propellers – associated with piston engines of 1,000 H.P. or X X X
less
Appliance NO NO NO
Replacement parts (for products for which Poland is the X X X
State of Design)
STCs NO NO NO
Modification parts by TC holder X X X

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Appendix 4

APPENDIX 4. TYPE CERTIFICATE DATA SHEET (TCDS)

IMPORT REQUIREMENTS FOR EU COMMUNITY PRODUCTS

A. New Historical Transition Statement:

Add the following statement immediately after the Type Certification Basis statement section in
the TCDS and in STCs:

“[Insert name of the State of Design National Aviation Authority] originally type
certificated this [insert aircraft, rotorcraft, engine, or propeller] under its type certificate
Number [insert the original State of Design TC or STC number]. The FAA validated
this product under U.S. Type Certificate Number [insert the U.S. TC or STC number].
Effective September 28, 2003, the European Aviation Safety Agency (EASA) began
oversight of this product on behalf of [insert the State of Design].”

B. Revised Import Requirements Statement:

Add before Note 1 of the TCDS:

“IMPORT REQUIREMENTS:

The FAA can issue a U.S. airworthiness certificate based on an NAA Export Certificate of
Airworthiness (Export C of A) signed by a representative of [insert name of the State of
Design/Manufacture National Aviation Authority] on behalf of the European Community.
The Export C of A should contain the following statement: ‘The aircraft covered by this
certificate has been examined, tested, and found to comply with [insert document
identifier, title revision, etc.] approved under U.S. Type Certificate No. [insert type
certificate number] and to be in a condition for safe operation.’ ”

C. Revised Service Information Statement:

Add in the “Notes” Section of the FAA TCDS:

“SERVICE INFORMATION:

Each of the documents listed below must state that it is approved by the European Aviation
Safety Agency (EASA) or – for approvals made before September 28, 2003 – by [insert
the name of the State of Design National Aviation Authority]. Any such documents are
accepted by the FAA and are considered FAA approved.

• Service bulletins,
• Structural repair manuals,
• Vendor manuals,
• Aircraft flight manuals, and
• Overhaul and maintenance manuals.

Page A4-1
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Appendix 4

APPENDIX 4. TYPE CERTIFICATE DATA SHEET (TCDS)

IMPORT REQUIREMENTS FOR EU COMMUNITY PRODUCTS (Continued)

This applies only to the acceptance of the type design data. FAA personnel should also
incorporate – into the Service Information statement above – a description of any other accepted
forms or types of data approval where provided for under the bilateral agreement with the State
of Design. This may include approvals made under the TC holder’s DOA, repair instructions
not included in the structural repair manual, etc.

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Appendix 5

APPENDIX 5. EASA FORMS

When the forms of this Appendix are issued in a language other than English, they shall include
an English translation.

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Appendix 5

APPENDIX 5. EASA FORMS (Continued)

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Appendix 5

APPENDIX 5. EASA FORMS (Continued)

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Appendix 5

APPENDIX 5. EASA FORMS (Continued)

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Appendix 5

APPENDIX 5. EASA FORMS (Continued)

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Appendix 5

APPENDIX 5. EASA FORMS (Continued)

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Appendix 5

APPENDIX 5. EASA FORMS (Continued)

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Appendix 5

APPENDIX 5. EASA FORMS (Continued)

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Appendix 6

APPENDIX 6. ACRONYMS

AC Advisory Circular

ACO Aircraft Certification Office

AD Airworthiness Directive

AGNA Advisory Group of National Authorities

AIR Aircraft Certification Service

AMC Acceptable Means of Compliance

ANDR Additional National Design Requirement

ANR Additional National Requirement

BAA Bilateral Airworthiness Agreement

BASA Bilateral Aviation Safety Agreement

C of A Certificate of Airworthiness

CAMO Continuing Airworthiness Management Organisation

CAS Calibrated Air Speed

CFR Code of Federal Regulations

CMO Certificate Management Office

CPR Changed Product Rule

DAR Designated Airworthiness Representative

DER Designated Engineering Representative

DOA Design Organisation Approval

EASA European Aviation Safety Agency

EPA European Part Approval

EU European Union

ETSO European Technical Standard Order

FAA Federal Aviation Administration

Page A6-1
8100.14
Appendix 6

APPENDIX 6. ACRONYMS (Continued)

FSDO FAA Flight Standards District Office

ICAO International Civil Aviation Organization

ICSSP International Cooperative Supplier Surveillance Program

IPA Implementation Procedures for Airworthiness

JAA Joint Aviation Authorities

JAR Joint Aviation Requirements

JIP Joint Implementation Procedures

JTSO Joint Technical Standard Order

MCAI Mandatory Continued Airworthiness Information

MIDO Manufacturing Inspection District Office

MIO Manufacturing Inspection Office

MISO Manufacturing Inspection Satellite Office

MTOM Maximum Take-off Mass

NAA National Aviation Authority

NPA Notice of Proposed Action

ODAR Organizational Designated Airworthiness Representative

PMA Parts Manufacturer Approval

POA Production Organisation Approval

PTVP Post Type Validation Principles

SDR Service Difficulty Report

SSCC Safety Standards Consultative Committee

STC Supplemental Type Certificate

SUP Suspected Unapproved Part

TC Type Certificate

Page A6-2
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Appendix 6

APPENDIX 6. ACRONYMS (Continued)

TCDS Type Certificate Data Sheet

TDS Technical Data Sheet

TSO Technical Standard Order

TVP Type Validation Principles

U.S. United States

Page A6-3 (and A6-4)

09/30/03 8100.14

U.S. Department
of Transportation
Federal Aviation
Administration

Directive Feedback Information

Please submit any written comments or recommendations for improving this directive, or suggest new items or
subjects to be added to it. Also, if you find an error, please tell us about it.

Subject: Order 8100.14

To: Directive Management Officer, AIR-500

(Please check all appropriate line items)

An error (procedural or typographical) has been noted in paragraph _______ on page _______.

Recommend paragraph _______ on page _______ be changed as follows:

(attach separate sheet if necessary)

In a future change to this directive, please include coverage on the following subject:
(briefly describe what you want added)

Other comments:

I would like to discuss the above. Please contact me.

Submitted by: ________________________________________ Date: _________________

FTS Telephone Number: ____________________ Routing Symbol: ____________________

FAA Form 1320–19 (8-89)(Representation)