EASA FORMS

Regulation (EU) 2020/570

The EASA ('European Aviation Safety Agency') Forms referred to in the appendices to this Part shall have the following obligatory features. Member States shall ensure that the EASA Forms they issue are recognisable and shall be responsible for having those Forms printed.

Appendix I — EASA Form 1 Authorised release Certificate

Appendix II — EASA Form 15a and 15c — Airworthiness Review Certificate

Appendix III — EASA Form 20a Permit to Fly

Appendix IV — EASA Form 20b Permit to Fly (issued by approved organisations)

Appendix V — EASA Form 24 Restricted Certificate of Airworthiness

Appendix VI — EASA Form 25 Certificate of Airworthiness

Appendix VII — EASA Form 45 Noise Certificate

Appendix VIII — EASA Form 52 Aircraft Statement of Conformity

Appendix IX — EASA Form 53 Certificate of Release to Service

Appendix X — EASA Form 55 Production Organisation Approval Certificate

Appendix XI — EASA Form 65 Letter of Agreement for production without production organisation               approval

Appendix I — EASA Form 1 — Authorised Release Certificate

Regulation (EU) No 69/2014

Appendix I

Authorised Release Certificate — EASA Form 1 referred to in Annex I (Part 21)

EASA Form 1-21 Issue 2.

Regulation (EU) 2022/1358

Instructions for the use of EASA Form 1

These instructions relate only to the use of EASA Form 1 for production purposes. Attention is drawn to Appendix II to Annex I (Part‑M) of Regulation (EU) No 1321/2014 which covers the use of EASA Form 1 for maintenance purposes.

1. PURPOSE AND USE

1.1. A primary purpose of the certificate is to declare the airworthiness of new aviation products, parts and appliances (‘the item(s)').

1.2. Correlation must be established between the certificate and the item(s). The originator must retain a certificate in a form that allows verification of the original data.

1.3. The certificate is acceptable to many airworthiness authorities, but this may be dependent on bilateral agreements and/or the policy of the airworthiness authority.

1.4. The certificate is not a delivery or shipping note.

1.5. Aircraft are not to be released using the certificate.

1.6. The certificate does not constitute approval to install the item on a particular aircraft, engine, or propeller but helps the end user determine its airworthiness approval status.

1.7. A mixture of production released and maintenance released items is not permitted on the same certificate.

1.8. A mixture of items certified in conformity with ‘approved data’ and to ‘non‑approved data’ is not permitted on the same certificate.

2. GENERAL FORMAT

2.1. The certificate must comply with the format attached including block numbers and the location of each block. The size of each block may however be varied to suit the individual application, but not to the extent that would make the certificate unrecognisable.

2.2. The certificate must be in ‘landscape’ format, but the overall size may be significantly increased or decreased so long as the certificate remains recognisable and legible. If in doubt, consult the competent authority.

2.3. The user/installer responsibility statement can be placed on either side of the form.

2.4. All printing must be clear and legible to permit easy reading.

2.5. The certificate may either be pre-printed or computer generated but in either case the printing of lines and characters must be clear and legible and in accordance with the defined format.

2.6. The certificate should be in English, and if appropriate, in one or more other languages.

2.7. The details to be entered on the certificate may be either machine/computer printed or hand-written using block letters and must permit easy reading.

2.8. Limit the use of abbreviations to a minimum, to aid clarity.

2.9. The space remaining on the reverse side of the certificate may be used by the originator for any additional information but must not include any certification statement. Any use of the reverse side of the certificate must be referenced in the appropriate block on the front side of the certificate.

3. COPIES

3.1. There is no restriction in the number of copies of the certificate sent to the customer or retained by the originator.

4. ERROR(S) ON A CERTIFICATE

4.1. If an end user finds an error(s) on a certificate, they must identify it (them) in writing to the originator. The originator may issue a new certificate if they can verify and correct the error(s).

4.2. The new certificate must have a new tracking number, signature and date.

4.3. The request for a new certificate may be honoured without re-verification of the item(s) condition. The new certificate is not a statement of current condition and should refer to the previous certificate in block 12 by the following statement: ‘This certificate corrects the error(s) in block(s) [enter block(s) corrected] of the certificate [enter original tracking number] dated [enter original issuance date] and does not cover conformity/condition/release to service’. Both certificates should be retained according to the retention period associated with the first.

5. COMPLETION OF THE CERTIFICATE BY THE ORIGINATOR

Block 1 Approving competent authority/Country

State the name and country of the competent authority under whose jurisdiction this certificate is issued. When the competent authority is the Agency, only ‘EASA’ must be stated.

Block 2 EASA Form 1 header

‘AUTHORISED RELEASE CERTIFICATE EASA FORM 1’

Block 3 Form Tracking Number

Enter the unique number established by the numbering system/procedure of the organisation identified in block 4; this may include alpha/numeric characters.

Block 4 Organisation Name and Address

Enter the full name and address of the production organisation (refer to EASA Form 55 Sheet A) or natural or legal persons releasing the item(s) covered by this certificate. Logos, etc. of the organisation are permitted if they can be contained within the block.

Block 5 Work Order/Contract/Invoice

To facilitate customer traceability of the item(s), enter the work order number, contract number, invoice number, or similar reference number.

Block 6 Item

Enter line item numbers when there is more than one line item. This block permits easy cross-referencing to the Remarks in block 12.

Block 7 Description

Enter the name or description of the item. Preference should be given to the term used in the instructions for continued airworthiness or maintenance data (e.g. Illustrated Parts Catalogue, Aircraft Maintenance Manual, Service Bulletin, Component Maintenance Manual).

Block 8 Part Number

Enter the part number as it appears on the item or tag/packaging. In the case of an engine or propeller, the type designation may be used.

Block 9 Quantity

State the quantity of items.

Block 10 Serial Number

If the item is required by regulation to be identified with a serial number, enter it here. Additionally, any other serial number not required by regulation may also be entered. If there is no serial number identified on the item, enter ‘N/A’.

Block 11 Status/Work

Enter either ‘PROTOTYPE’ or ‘NEW’.

Enter ‘PROTOTYPE’ for:

(i) the production of a new item in conformity with non-approved design data;

(ii) the production of a new item in conformity with design data that has not yet been declared by a declarant in accordance with Subpart C, F or N of Section A of Annex Ib (Part 21 Light);

(iii) re-certification by the organisation identified in block 4 of the previous certificate after alteration or rectification work on an item, prior to entry into service, (e.g. after incorporation of a design change, correction of a defect, inspection or test, or renewal of shelf life). Details of the original release and the alteration or rectification work are to be entered in block 12;

Enter ‘NEW’ for:

(i) the production of a new item in conformity with the approved design data;

(ii) the production of a new item in conformity with design data declared by the declarant in accordance with Subpart C, F or N of Section A of Annex Ib (Part 21 Light);

(iii) re-certification by the organisation identified in block 4 of the previous certificate after alteration or rectification work on an item, prior to entry into service, (e.g. after incorporation of a design change, correction of a defect, inspection or test, or renewal of shelf-life). Details of the original release and the alteration or rectification work are to be entered in block 12;

(iv) re-certification by the product manufacturer or the organisation identified in block 4 of the previous certificate of items from ‘prototype’ (conformity only to non‑approved data) to ‘new’ (conformity to approved data and in a condition for safe operation), subsequent to approval of the applicable design data, provided that the design data has not changed.

For certified products, the following statement must be entered in block 12:

‘RE-CERTIFICATION OF ITEMS FROM ‘PROTOTYPE’ TO ‘NEW’: THIS DOCUMENT CERTIFIES THE APPROVAL OF THE DESIGN DATA [INSERT TC/STC NUMBER, REVISION LEVEL], DATED [INSERT DATE IF NECESSARY FOR IDENTIFICATION OF REVISION STATUS], TO WHICH THIS ITEM (THESE ITEMS) WAS (WERE) MANUFACTURED.’

The box ‘approved design data and are in a condition for safe operation’ should be marked in block 13a;

For aircraft subject to a declaration of design compliance in accordance with Subpart C of Section A of Annex Ib (Part 21 Light), the following statement must be entered in block 12:

‘RE-CERTIFICATION OF ITEMS FROM ‘PROTOTYPE’ TO ‘NEW’: THIS DOCUMENT CERTIFIES THE DECLARATION OF THE DESIGN DATA [INSERT DECLARATION REFERENCE, REVISION LEVEL], DATED [INSERT DATE IF NECESSARY FOR IDENTIFICATION OF REVISION STATUS], TO WHICH THIS ITEM (THESE ITEMS) WAS (WERE) MANUFACTURED.’

(v) the examination of a previously released new item prior to entry into service in accordance with a customer-specified standard or specification (details of which and of the original release are to be entered in block 12) or to establish airworthiness (an explanation of the basis of release and details of the original release are to be entered in block 12).

Block 12 Remarks

Describe the work identified in block 11, either directly or by reference to supporting documentation, necessary for the user or installer to determine the airworthiness of item(s) in relation to the work being certified. If necessary, a separate sheet may be used and referenced from EASA Form 1. Each statement must clearly identify which item(s) in block 6 it relates to. If there is no statement, state ‘None’.

Enter the justification for release to non-approved design data in block 12 (e.g. pending type certificate, for test only, pending approved data).

If the item has been produced in accordance with design data that has not yet been declared by the declarant in accordance with Subpart C, F or N of Section A of Annex Ib (Part 21 Light), then the following statement shall be included in Block 12:

‘PENDING DECLARATION OF DESIGN COMPLIANCE IN ACCORDANCE WITH SUBPART C, F or N of Section A of Annex Ib (Part 21 Light)’

If the item has been produced in accordance with design data that has been declared by the declarant in accordance with Subpart C, F or N of Section A of Annex Ib (Part 21 Light), then the following statement shall be included in Block 12:

‘PRODUCED IN CONFORMITY WITH THE DESIGN DATA OF A DECLARATION OF DESIGN COMPLIANCE IN ACCORDANCE WITH SUBPART C, F or N of Section A of Annex Ib (Part 21 Light)’

If printing the data from an electronic EASA Form 1, any data not appropriate in other blocks should be entered in this block.

Block 13a Mark only one of the two boxes:

1. Mark the ‘approved design data and are in a condition for safe operation’ box if the item(s) was (were) manufactured using approved design data and found to be in a condition for safe operation.

2. Mark the ‘non-approved design data specified in block 12’ box if the item(s) was (were) manufactured using applicable non-approved design data.

This box shall also be marked when the item has been produced in conformity with design data that has been declared in accordance with Subpart C, F or N of Section A of Annex Ib (Part 21 Light).

Identify the data in block 12 (e.g. pending type certificate, for test only, pending approved data, conformity to design data from a declaration of design compliance in accordance with Subpart C, F or N of Section A of Annex Ib (Part 21 Light).

Mixtures of items released against approved and non-approved design data are not permitted on the same certificate.

Block 13b Authorised Signature

This space shall be completed with the signature of the authorised person. Only persons specifically authorised under the rules and policies of the competent authority are permitted to sign this block. To aid recognition, a unique number identifying the authorised person may be added.

Block 13c Approval/Authorisation Number

Enter the approval/authorisation number/reference. This number or reference is issued by the competent authority for approved or declared production organisations (for parts produced under Annex Ib (Part 21 Light). If the organisation has produced a part that conforms to design data declared by a declarant in accordance with Subpart C, F or N of Section A of Annex Ib (Part 21 Light) and the organisation is not an approved or a declared production organisation, then they should enter the following statement:

‘PRODUCED UNDER SUBPART R of Section A of Annex Ib (Part 21 Light)’

Block 13d Name

Enter the name of the person signing block 13b in a legible form.

Block 13e Date

Enter the date on which block 13b is signed, the date must be in the format dd = 2 digit day, mmm = first 3 letters of the month, yyyy = 4 digit year.

Block 14a-14e General Requirements for blocks 14a-14e:

Not used for production release. Shade, darken, or otherwise mark to preclude inadvertent or unauthorised use.

User/Installer Responsibilities

Place the following statement on the certificate to notify end users that they are not relieved of their responsibilities concerning installation and use of any item accompanied by the form:

‘THIS CERTIFICATE DOES NOT AUTOMATICALLY CONSTITUTE AUTHORITY TO INSTALL.

WHERE THE USER/INSTALLER PERFORMS WORK IN ACCORDANCE WITH REGULATIONS OF AN AIRWORTHINESS AUTHORITY DIFFERENT THAN THE AIRWORTHINESS AUTHORITY SPECIFIED IN BLOCK 1, IT IS ESSENTIAL THAT THE USER/INSTALLER ENSURES THAT HIS/HER AIRWORTHINESS AUTHORITY ACCEPTS ITEMS FROM THE AIRWORTHINESS AUTHORITY SPECIFIED IN BLOCK 1.

STATEMENTS IN BLOCKS 13A AND 14A DO NOT CONSTITUTE INSTALLATION CERTIFICATION. IN ALL CASES AIRCRAFT MAINTENANCE RECORDS MUST CONTAIN AN INSTALLATION CERTIFICATION ISSUED IN ACCORDANCE WITH THE NATIONAL REGULATIONS BY THE USER/INSTALLER BEFORE THE AIRCRAFT MAY BE FLOWN.'

Appendix II — EASA Form 15a and 15c — Airworthiness Review Certificate

Regulation (EU) 2021/699

Appendix II

Airworthiness Review Certificate – EASA Form 15a

EASA Form 15a – Issue 5

Airworthiness Review Certificate – EASA Form 15c

NOTE: persons and organisations performing the airworthiness review in combination with the 100‑h/annual inspection may use the reverse side of this form in order to issue the CRS referred to in point ML.A.801 corresponding to the 100‑h/annual inspection.

(*) Except for balloons and airships

(**) The issuer of the Form can tailor it to his need by deleting the name, the certifying statement, the reference to the subject aircraft and the issuance details that are not relevant for his use.

EASA Form 15c, Issue 4

Appendix III — EASA Form 20a — Permit to Fly

Regulation (EU) No 748/2012

Appendix III

EASA Form 20a

Appendix IV — EASA Form 20b — Permit to Fly (issued by approval organisations)

Regulation (EU) No 748/2012

Appendix IV

EASA Form 20b

Appendix V — EASA Form 24 — Restricted Certificate of Airworthiness

Regulation (EU) No 748/2012

Appendix V

Restricted Certificate of Airworthiness — EASA Form 24

Competent authority LOGO

RESTRICTED CERTIFICATE OF AIRWORTHINESS

EASA Form 24 Issue 2.

This certificate shall be carried on board during all flights

Appendix VI — EASA Form 25 — Certificate of Airworthiness

Regulation (EU) No 748/2012

Appendix VI

Certificate of Airworthiness — EASA Form 25

Competent authority LOGO

CERTIFICATE OF AIRWORTHINESS

EASA Form 25 Issue 2.

This certificate shall be carried on board during all flights

Appendix VII — EASA Form 45 — Noise Certificate

Regulation (EU) No 748/2012

Appendix VII

EASA Form 45

Appendix VIII — EASA Form 52— Aircraft statement of conformity

Regulation (EU) 2022/201

Appendix VIII

Aircraft statement of conformity — EASA Form 52

EASA Form 52 - Issue 3

Instructions for the use of the “Aircraft statement of conformity – EASA Form 52"

1. PURPOSE AND SCOPE

1.1. The use of the aircraft statement of conformity issued by a production organisation that produces under Part 21 Section A Subpart F is described in point 21.A.130 and in the related acceptable means of compliance (AMC).

1.2. The purpose of the aircraft statement of conformity (EASA Form 52) issued under Part 21 Section A Subpart G is to enable the holder of an appropriate production organisation approval certificate to exercise the privilege to obtain an individual aircraft certificate of airworthiness and, if requested, a certificate of noise from the competent authority of the Member State of registry.

2. GENERAL

2.1. The statement of conformity must comply with the model, including the block numbers and the location of each block. The size of each block may, however, be varied to suit the individual application, but not to the extent that would render the statement of conformity unrecognisable. If in doubt, consult the competent authority.

2.2. The statement of conformity must be either preprinted or computer generated, but in either case, the printing of lines and characters must be clear and legible. Preprinted wording is permitted in accordance with the attached model, but no other certification statements are permitted.

2.3. The completion of the statement may be either machine/computer printed or handwritten, using block letters to allow for easy reading. English, and where relevant, one or more of the official language(s) of the issuing Member State, are acceptable.

2.4. A copy of the statement and all the referenced attachments are to be retained by the approved production organisation.

3. COMPLETION OF THE STATEMENT OF CONFORMITY BY THE ORIGINATOR

3.1. There must be an entry in all blocks to render the document a valid statement.

3.2. A statement of conformity may not be issued to the competent authority of the Member State of registry unless the design of the aircraft and its installed products are approved.

3.3. The information required in blocks 9, 10, 11, 12, 13 and 14 may be by reference to separate identified documents held on file by the production organisation, unless the competent authority agrees otherwise.

3.4. This statement of conformity is not intended to include those items of equipment that may be required to be fitted in order to satisfy the applicable operational rules. However, some of those individual items may be included in block 10 or in the approved type design. Operators are therefore reminded of their responsibility to ensure compliance with the applicable operational rules for their own particular operations.

Block 1 Enter the name of the State of manufacture.

Block 2 The competent authority that issues the statement of conformity under its authority.

Block 3 A unique serial number must be preprinted in this block for statement control and traceability purposes. An exception is in the case of a computer-generated document: the number need not be preprinted where the computer is programmed to produce and print a unique number.

Block 4 The full name and the address of the location of the organisation that issues the statement. This block may be preprinted. Logos, etc., are permitted if the logo, etc., can be contained within the block.

Block 5 The aircraft type in full as specified in the type-certificate and its associated data sheet.

Block 6 The type-certificate reference numbers and issue for the subject aircraft.

Block 7 If the aircraft is registered, then this mark will be the registration mark. If the aircraft is not registered, then this will be the mark that is accepted by the competent authority of the Member State and, if applicable, by the competent authority of a third country.

Block 8 The identification number assigned by the production organisation for control and traceability and product support purposes. This is sometimes referred to as a “production organisation serial number” or “constructor’s number”.

Block 9 The engine type and the propeller type(s) in full as specified in the relevant type-certificate and its associated data sheet. Their production organisation identification number and the associated location must also be stated.

Block 10 Approved design changes to the aircraft definition.

Block 11 A listing of all the applicable airworthiness directives (or equivalent) and a declaration of compliance, together with a description of the method of compliance of the subject individual aircraft, including products and installed parts, appliances and equipment. Any future compliance requirement time must be stated.

Block 12 Approved unintentional deviations from the approved type design, sometimes referred to as “concessions”, “divergences” or “non-conformances”.

Block 13 Only agreed exemptions, waivers or derogations may be included here.

Block 14 Remarks. Any statement, information, particular data or limitation which may affect the airworthiness of the subject aircraft. If there is no such information or data, state “NONE”.

Block 15 Enter “certificate of airworthiness”, or “restricted certificate of airworthiness”, as requested.

Block 16 Additional requirements such as those notified by an importing country must be noted in this block.

Block 17 The validity of the statement of conformity is subject to the full completion of all the blocks on the form. A copy of the flight test report, together with any recorded defects and rectification details, must be kept on file by the production organisation approval certificate holder. The report must be signed as satisfactory by the appropriate certifying staff and a flight crew member, e.g. the test pilot or the flight test engineer. The flight tests performed are those defined under the control of the quality management element of the production system, as established by point 21.A.139, in particular point 21.A.139(d)(1)(vi), to ensure that the aircraft conforms to the applicable design data, and is in condition for safe operation.

The listing of items provided (or made available) to satisfy the aspects of this statement that relate to the safe operation of the aircraft must be kept on file by the production organisation approval certificate holder.

Block 18 The statement of conformity may be signed by the person that is authorised to do so by the production approval holder in accordance with point 21.A.145(d). A rubber stamp signature must not be used.

Block 19 The name of the person that signs the statement must be typed or printed in a legible form.

Block 20 The date on which the statement of conformity is signed must be given.

Block 21 The competent authority approval reference must be quoted.

Appendix IX — EASA Form 53 — Certificate of Release to Service

Regulation (EU) No 748/2012

Appendix IX

EASA Form 53

COMPLETION INSTRUCTIONS

The Block BRIEF DESCRIPTION OF WORK PERFORMED appearing in EASA FORM 53 should include reference to the approved data used to perform the work.

The Block LOCATION appearing in EASA FORM 53 refers to the location where the maintenance has been performed, not to the location of the facilities of the organisation (if different).

Appendix X — EASA Form 55 — Production organisation approval certificate

Regulation (EU) 2022/201

Appendix X

Production organisation approval certificate — EASA Form 55

Production organisation approval certificates referred to in Subpart G of Annex I (Part 21)

EASA Form 55a - Issue 3

EASA Form 55b - Issue 3

Appendix XI – EASA Form 65 – Letter of Agreement for production without a production organisation approval

Regulation (EU) 2022/201

Appendix XI

Letter of agreement for production without a production organisation approval — EASA Form 65

Letter of agreement referred to in Subpart F of Annex I (Part 21)

EASA Form 65 – Issue 3

Appendix XII — Categories of flight tests and associated flight test crew qualifications

Regulation (EU) 2015/1039

Appendix XII

Categories of flight test and associated flight test crew qualifications

A. General

This Appendix establishes the qualifications necessary for flight crew involved in the conduct of flight tests for aircraft certified or to be certified in accordance with CS‑23 for aircraft with a maximum take‑off mass (MTOM) of or above 2 000 kg, CS‑25, CS‑27, CS‑29 or equivalent airworthiness codes.

B. Definitions

1. "Flight test engineer" means any engineer involved in flight test operations either on the ground or in flight.

2. "Lead flight test engineer" means a flight test engineer assigned for duties in an aircraft for the purpose of conducting flight tests or assisting the pilot in the operation of the aircraft and its systems during flight test activities.

3. "Flight tests" mean:

3.1. flights for the development phase of a new design (aircraft, propulsion systems, parts and appliances);

3.2. flights to demonstrate compliance to certification basis or conformity to type design;

3.3. flights intended to experiment new design concepts, requiring unconventional manoeuvres or profiles for which it could be possible to exit the already approved envelope of the aircraft;

3.4. flight test training flights.

C. Categories of flight tests

1. General

The descriptions below address the flights performed by design and production organisations under Annex I (Part 21).

2. Scope

If more than one aircraft is involved in a test, each individual aircraft flight shall be assessed under this Appendix to determine if it is a flight test and when appropriate, its category.

The flights referred to in point (6)(B)(3) are the only flights that belong to the scope of this Appendix.

3. Categories of flight tests

Flights tests include the following four categories:

3.1. Category One (1)

(a) Initial flight(s) of a new type of aircraft or of an aircraft of which flight or handling characteristics may have been significantly modified;

(b) Flights during which it can be envisaged to potentially encounter flight characteristics significantly different from those already known;

(c) Flights to investigate novel or unusual aircraft design features or techniques;

(d) Flights to determine or expand the flight envelope;

(e) Flights to determine the regulatory performances, flight characteristics and handling qualities when flight envelope limits are approached;

(f) Flight test training for Category 1 flight tests.

3.2. Category Two (2)

(a) Flights not classified as Category 1 on an aircraft whose type is not yet certified;

(b) Flights not classified Category 1 on an aircraft of an already certified type, after embodiment of a not yet approved modification and which:

(i) require an assessment of the general behaviour of the aircraft; or

(ii) require an assessment of basic crew procedures, when a new or modified system is operating or is needed; or

(iii) are required to intentionally fly outside of the limitations of the currently approved operational envelope, but within the investigated flight envelope.

(c) Flight test training for Category 2 flight tests.

3.3. Category Three (3)

Flights performed for the issuance of statement of conformity for a new-built aircraft which do not require flying outside of the limitations of the type certificate or the aircraft flight manual.

3.4. Category Four (4)

Flights not classified as Category 1 or 2 on an aircraft of an already certified type, in case of an embodiment of a not yet approved design change.

D. Competence and experience of pilots and lead flight test engineers

1. General

Pilots and lead flight test engineers shall have the competences and experience specified in the following table.

1.1 Competence level 1:

1.1.1 Pilots shall comply with the requirements of Annex I (Part‑FCL) to Commission Regulation (EU) No 1178/2011 of 3 November 2011⁶⁹ Commission Regulation (EU) No 1178/2011 of 3 November 2011 laying down technical requirements and administrative procedures related to civil aviation aircrew pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the Council (OJ L 311, 25.11.2011, p.1)..

1.1.2 Lead flight test engineer shall have:

(a) satisfactorily completed a Competence level 1 training course; and

(b) a minimum of 100 hours of flight experience, including flight test training.

1.2 Competence level 2:

1.2.1 Pilots shall comply with the requirements of Annex I (Part‑FCL) to Commission Regulation (EU) No 1178/2011 of 3 November 2011.

1.2.2 The lead flight test engineer shall have:

(a) satisfactorily completed a Competence level 1 or level 2 training course; and

(b) a minimum of 50 hours of flight experience, including flight test training.

The competence level 1 or level 2 training courses for Lead flight test engineer shall cover at least the following subjects:

(i) Performance;

(ii) Stability and control/handling qualities;

(iii) Systems;

(iv) Test management; and

(v) Risk/safety management.

1.3 Competence level 3:

1.3.1 Pilot(s) shall hold a valid licence appropriate to the category of aircraft under test, issued in accordance with Part-FCL and hold a Commercial Pilot Licence (CPL) as a minimum. In addition, the pilot-in-command shall:

(a) hold a flight test rating, or;

(b) have at least 1 000 hours of flight experience as pilot-in-command on aircraft having similar complexity and characteristics, and

(c) have participated, for each class or type of aircraft, in all flights that are part of the programme leading to the issuance of the individual certificate of airworthiness of at least five aircraft;

1.3.2 Lead flight test engineer shall:

(a) satisfy Competence level 1 or level 2, or;

(b) have gained a significant amount of flight experience relevant to the task; and

(c) have participated in all flights that are part of the programme leading to the issuance of the individual certificate of airworthiness of at least five aircraft.

1.4 Competence level 4:

1.4.1 Pilot(s) shall hold a valid licence appropriate to the category of aircraft under test, issued in accordance with Part-FCL and hold a CPL as a minimum. The pilot-in-command shall hold a flight test rating or have at least 1 000 hours as pilot-in-command on aircraft having similar complexity and characteristics.

1.4.2 Competence and experience for lead flight test engineers is defined in the flight test operations manual.

2. Lead flight test engineers

Lead flight test engineers shall receive an authorisation from the organisation that employs them detailing the scope of their functions within the organisation. The authorisation shall contain the following information:

(a) name;

(b) date of birth;

(c) experience and training;

(d) position in organisation;

(e) scope of the authorisation;

(f) date of first issue of the authorisation;

(g) date of expiry of the authorisation, if appropriate; and

(h) identification number of the authorisation.

Lead flight test engineers shall only be appointed for a specific flight if they are physically and mentally fit to safely discharge assigned duties and responsibilities.

The organisation shall make all relevant records related to authorisations available to their holders.

E. Competence and experience of other flight test engineers.

Other flight test engineers on board the aircraft shall have an amount of experience and training commensurate with the tasks assigned to them as crew members, and in accordance with the flight test operations manual, when applicable.

The organisation shall make all relevant records related to their flight activities available to the relevant flight test engineer.

AMC No 1 to Appendix XII – Training courses for Lead Flight Test Engineers (LFTEs)

ED Decision 2015/026/R

GENERAL

1. Competency-based training

1.1. LFTE training courses should be competency-based. The training programme should, as much as possible, follow the syllabus outlined below, but may be adapted taking into account the previous experience, skills and theoretical knowledge level of the students.

1.2. It should also be recognised that the syllabus below assume that suitable flight test experience will be gained subsequent to course attendance. Should the student be significantly experienced already, then consideration should be made of that experience and it is possible that the course content might be reduced in areas where that experience has been gained.

1.3. Furthermore, it should be noted that LFTE courses are specific both to a certain category of aircraft (aeroplanes or helicopters) and to a certain category of flight test (Category 1 or 2). Therefore, an LFTE wishing to extend their privileges to further categories of aircraft or to further categories of flight test (this is only relevant for someone having already undertaken a Category 2 course) should not be requested to undertake the same course as an ‘ab initio applicant’. In these cases, the organisation providing the training should develop specific ‘bridge courses’ taking into account the same principles mentioned above.

1.4. To allow proper consideration of the student’s previous experience, a pre-entry assessment of the student’s skills should be undertaken on the basis of which the organisation providing the training may evaluate the level of the applicant in order to better tailor the course. Consequently, the syllabi listed below should be regarded as a list of individual demonstrable competencies and qualifications rather than a list of mandatory training objectives.

2. Continuous evaluation

2.1. Training courses should be built on a continuous evaluation model in order to ensure that successful completion of the course ensures that the student has reached the level of competence (both theoretical and practical) necessary to carry on their functions.

COURSE CONTENT

3. In addition, the content of the course should vary taking into account whether the student wants to undertake a Category 1 or Category 2 flight test, as well as the relevant category of aircraft, and their level of complexity. In order to better take these factors into account, LFTE training courses have been divided into levels similar to those for the pilot flight test rating.

3.1 Competence Level 1 courses apply to Category 1 flight tests on:

a. helicopters certified in accordance with the standards of CS-27 or CS-29 or equivalent airworthiness codes;

b. aeroplanes certified in accordance with:

(i) the standards of CS-25 or equivalent airworthiness codes; or

(ii) the standards of CS-23 or equivalent airworthiness codes within the commuter category or having a design diving speed (MD) above 0,6 or a maximum ceiling above 25 000 ft.

3.2 Competence Level 2 courses apply to:

a. Category 2 flight tests for:

(i) helicopters certified in accordance with the standards of CS-27 or CS-29 or equivalent airworthiness codes;

(ii) aeroplanes certified in accordance with:

—      the standards of CS-25 or equivalent airworthiness codes; or

—      the standards of CS-23 or equivalent airworthiness codes (including those mentioned in 3.1.b.(ii)), except for aeroplanes with a maximum take-off mass of less than 2 000 kg.

b. Category 1 flight tests for aeroplanes certified in accordance with the standards of CS‑23, with a maximum take-off mass of 2 000 kg or above, with the exclusion of those mentioned in 3.1.b.(ii) (which are subject to competence Level 1 courses).

AEROPLANES

4. Competence Level 1 courses for aeroplanes

4.1. These courses should include approximately:

a. 350 hours of ground training; and

b. 60 hours of flight training, during which at least 10 flights should be made without an FTE tutor on board (i.e. unsupervised).

c. Principles of test management and risk and safety management should be integrated throughout the course. In addition, principles and methods applicable to the certification activity and safety assessments should be taught. A review of the principles of Crew Resource Management (CRM) tailored to the flight test environment should be included.

4.2. These courses should include instruction on at least six different aircraft types, of which at least one should be certified in accordance with CS-25 standards or equivalent airworthiness codes.

4.3. During the course, the student should be required to develop at least five substantial flight test reports.

4.4. The student should be evaluated through examinations on all of the theoretical knowledge subjects, and should undertake a final in-flight test upon completion of the syllabus.

4.5. Syllabus. The following subjects should be covered in the course:

5. Competence Level 2 courses for aeroplanes

5.1. These courses should include approximately:

a. 150 hours of ground training; and

b. 30 hours of flight training, during which at least 6 flights should be made without an FTE tutor on board (i.e. unsupervised).

c. Principles of test management and risk and safety management should be integrated throughout the course. In addition, principles and methods applicable to the certification activity and safety assessments should be taught. A review of the principles of CRM tailored to the flight test environment should be included.

5.2. These courses should include instruction on at least five different aircraft types, of which at least one should be certified in accordance with CS-25 standards or equivalent airworthiness codes.

5.3. During the course, the student should be required to develop at least three substantial flight test reports.

5.4. The student should be evaluated through examinations on all of the theoretical knowledge subjects, and should undertake a final in-flight test upon completion of the syllabus.

5.5. Syllabus. The following subjects should be covered in the course:

HELICOPTERS

6. Competence Level 1 courses for helicopters

6.1. These courses should include approximately:

a. 350 hours of ground training; and

b. 60 hours of flight training, during which at least 15 flights should be made without an FTE tutor on board (i.e. unsupervised).

c. Principles of test management and risk and safety management should be integrated throughout the course. In addition, principles and methods applicable to the certification activity and safety assessments should be taught. A review of the principles of CRM tailored to the flight test environment should be included.

6.2. These courses should include instruction on at least six different aircraft types, of which at least one should be certified in accordance with CS-29 standards or equivalent airworthiness codes.

6.3. During the course, the student should be required to develop at least five substantial flight test reports.

6.4. The student should be evaluated through examinations on all of the theoretical knowledge subjects, and should undertake a final in-flight test upon completion of the syllabus.

6.5. Syllabus. The following subjects should be covered in the course:

7. Competence Level 2 courses for helicopters.

7.1. These courses should include approximately:

a. 150 hours of ground training; and

b. 30 hours of flight training, during which at least 6 flights should be made without an FTE tutor on board (i.e. unsupervised);

c. Principles of test management and risk and safety management should be integrated throughout the course. In addition, principles and methods applicable to the certification activity and safety assessments should be taught. A review of the principles of CRM tailored to the flight test environment should be included.

7.2. These courses should include instruction on at least four different aircraft types, of which at least one should be certified in accordance with CS-29 standards or equivalent airworthiness codes.

7.3. During the course, the student should be required to develop at least three substantial flight test reports.

7.4. The student should be evaluated through examinations on all of the theoretical knowledge subjects, and should undertake a final in-flight test upon completion of the syllabus.

7.5. Syllabus. The following subjects should be covered in the course:

AMC No 2 to Appendix XII – Conditions for appointment of Lead Flight Test Engineers (LFTEs) – Medical fitness

ED Decision 2015/026/R

1. Before the organisation issues an authorisation for an LFTE, the LFTE should undergo an initial medical examination and assessment. Afterwards, the LFTE should be regularly (typically every 2 years) reassessed to ensure that they will remain physically and mentally fit to safely discharge their duties. These examinations and assessments should take due account of the actual flight environment of the intended flight test activity.

2. Any medical examination or assessment should be carried out according to best aero-medical practice by an aero-medical practitioner who has sufficient, detailed knowledge of the applicant’s medical history.

3. The organisation should maintain a record of medical fitness for each LFTE.

4. These assessments should attest that the LFTE:

a. is in good health;

b. is free from any physical or mental illness which might lead to incapacitation or inability to perform crew duties;

c. has normal cardiorespiratory function;

d. has normal central nervous system;

e. has adequate visual acuity 6/9 with or without glasses;

f. has adequate hearing; and

g. has normal function of ear, nose and throat.

5. If the LFTE holds a Class 1 or Class 2 medical certificate issued in accordance with Part-MED, the assessment or examination is not necessary.

AMC No 3 to Appendix XII – Demonstration of compliance with competence level 1 or level 2 requirements

ED Decision 2017/024/R

The design organisation could demonstrate compliance with the LFTE competence level 1 or level 2 training course Part 21 requirements using one of the following:

1. training carried out internally, established in accordance with AMC No 1 to Appendix XII under a procedure agreed with EASA;

2. a certificate of course completion for the training established in accordance with AMC No 1 to Appendix XII, issued by an approved training organisation under its privilege in accordance with ORA.ATO.355; or

3. a national document (i.e. licence) issued by an EASA Member State after 1 January 2018, under its national regulations, ensuring compliance with the competence requirements of Part 21.

GM No 1 to Appendix XII – Lead Flight Test Engineer (LFTE)

ED Decision 2015/026/R

LFTEs are Flight Test Engineers (FTEs) that have specific duties and privileges as a flight test crew member, to operate the test aircraft’s systems either directly or through dedicated flight test instrumentation, that could significantly interfere with the aircraft basic systems (such as flight controls and engine controls), or that could significantly impact aircraft stability and control (e.g. through weight and balancing flight management or flight control configuration changes). As an example, an LFTE could be permitted to shut down the engines or change the engine parameters through controls which are not accessible to the pilots.

The word ‘assisting’ (the pilots) should be understood in the sense of the critical actions (e.g. actions described above) which could be performed by the LFTE, if requested by the flight test order and agreed by the pilot-in-command.

Flight test categories

The purpose of this GM is to help operators to:

—      determine whether an operation is a flight test; and

—      to classify the flight test.

Flight test categories are defined in Appendix XII to Part-21, and are described in this GM in such a manner that an operator who wishes to classify a flight, should first determine whether the flight is defined as a flight test according to the ‘General’ paragraph. The operator should then determine if the flight test falls within the definition of Category 1 before moving to Category 2 and so on throughout the list until the correct category is determined.

Other types of flights, such as maintenance check flights, are not included in the flights described in this GM and are, therefore, not subject to it.             

a) General

The testing of aircraft performance, handling qualities and systems, including checking compliance with Certification Specifications (CSs), requires specialist techniques, skills and theoretical knowledge. Therefore, flight test training and specific experience is required to enable a test crew to:

—      safely perform systematic and comprehensive flight envelope exploration;

—      acquire specific skills and abilities for some particularly difficult tests;

—      mitigate risks by anticipating potentially hazardous situations, and by applying methods that permit the safest flight possible in these situations;

—      understand the relevant CSs; and

—      learn methods to assess whether the aircraft or its systems comply with these regulations.

It should be noted that the content of the flight test determines its category, and the flight test category determines the required competence of the crew.

Nevertheless,

—      flight tests of an aircraft which does not have a Type Certificate (TC) should be considered either as Category 1 or Category 2 flight test until the type has been certified; and

—      flight tests for a modification of an already certified type may be Category 1, 2 or 4, depending on the purpose of the test.

The rationale for this difference is the fact that a new aircraft type is considered under continuous assessment until the TC is issued.

Cases where more than one aircraft is involved in a flight test point:

Chase flights are a typical example of flights in which more than one aircraft is involved. Every aircraft participating in the test point(s) should be evaluated through this classification. The guiding principle should be the role of the crew of the chase aircraft in the safety of the aircraft under test or of the formation.

b) Category 1 flight test

Below are examples of flight tests to be considered as Category 1:

—      Fixed-wing aircraft: V_MCG, V_MU, spinning, initial stalling, or for rotary-wing aircraft: H/V diagrams and Category A engine failures.

—      Where encounter of surprising or even hazardous flight characteristics can be expected.

—      Upon determination, aircraft handling and performance in conditions where at least one of the following parameters is approaching the actual limits of the aircraft envelope: altitude, attitudes, weights, CG, speed/Mach, stalls, temperature, engine and aerofoil performance.

—      Where the embodiment of new systems is anticipated to significantly affect the aircraft’s handling or performance characteristics.

—      When the crew of the chase aircraft has the duty to assist the test aircraft crew in recovering from a critical flight situation (i.e. assist the spinning aircraft crew in assessing the spin or triggering recovery actions).

c) Category 2 flight test

Below are examples of flight tests to be considered as Category 2:

—      The flight test envelope has already been opened and it has been demonstrated that the general behaviour of the aircraft is adequately safe and there are no unsafe flight characteristics.

—      All-engines-operating climb performance.

—      Cruise performance.

—      Static stability demonstration.

—      Function and reliability flights.

—      Systems tests of autopilot or guidance/warning systems such as Terrain Awareness and Warning System (TAWS) or Airborne Collision Avoidance System (ACAS), when the modes themselves are tested, requiring operating the aircraft by deviating from the standard operational procedures. Additionally, in the case of embodiment of such systems on an already certified aircraft, when the system integration in an existing cockpit requires a more global crew procedure assessment — for example, when the system has been integrated in cockpit screens and a centralised warning system which requires a new cockpit procedure assessment (note that some system tests may fall under Category 4; see below).

d) Category 3 flight test

These flights are commonly referred to as production flight tests. They are performed on each new aircraft of a type that is already certified. The aim is to check that the aircraft and its systems are working properly and conform to the certified type. As the type is already certified, the behaviour of the aircraft is known.

However, experience has shown that during production flight tests of a new aircraft, unexpected failures can occur which could not be described in the Aircraft Flight Manual (AFM). For this reason, it is considered that special experience should be required.

It should be noted that a TC or a Supplemental Type Certificate (STC) should have been issued in order for a production flight test to be considered as Category 3. Until a TC or STC is issued, any flight, including production flight tests, will be Category 1, 2 or 4 according to classification criteria.

It should be noted also that if the flight of an aircraft with a TC or STC requires flying outside the AFM limitations, then this flight should be considered as Category 1 or Category 2 flight.

e) Category 4 flight test

Typical Category 4 flights are those required by a DOA to demonstrate compliance with the airworthiness requirements of ‘not yet approved data’:

—      cabin conversion;

—      zonal drying system installation;

—      Emergency Locator Transmission (ELT) installation;

—      new cabin installation;

—      cabin aircraft location pictorial system installation;

—      new entertainment system installation;

—      SATCOM and telephone installation; and

—      new radio equipment installation.

Category 4 includes also flights after embodiment of guidance/warning systems which are not Category 2 and for which:

—      good functioning test only is required; and

—      there is no need to fly the aircraft outside the AFM limitations.

The modification should not affect the behaviour of the aircraft in any way.

However, there may be modifications whose tests, despite the fact that they have no influence on the behaviour of the aircraft, require flying in conditions which deviate significantly from the standard operational use of the aircraft. These unusual flight test conditions may require classifying the flight as Category 2, as mentioned above. The typical example to consider here is the approval of the modification of an already certified TAWS system. In this situation, it is required to fly at very low altitude and/or towards high terrain. Such a flight can be classified as Category 4 flight on a light aircraft (or helicopter) because that flight test is performed in a domain corresponding to the normal operation of the aircraft, whereas the same flight performed with a heavy CS-25 aircraft, especially if it needs to be flown in clean configuration significantly below gear and flaps warning heights, should be classified as Category 2 because such a flight does not correspond to the normal use of the aircraft and needs to adopt specific testing procedures as demonstrated in the Category 2 training.

GM No 2 to Appendix XII – Competence and experience of pilots for Category 3 and Category 4 flight tests and of Lead Flight Test Engineers (LFTEs)

ED Decision 2015/026/R

Definition of similar ‘complexity and characteristics’:

Similar ‘complexity and characteristics’ for aircraft can normally be assumed for aircraft of the same category and in the same class, and certified under the same CSs, e.g. CS-23/CS-25. However, it could be considered that aircraft certified under different CSs but having small difference in weight and operating procedure (e.g. Citation 525/Citation 550, 560) have similar complexity and characteristics.

Flight experience of LFTEs:

The flight experience includes experience as a crew member in flight tests or other flights (e.g. flights as a student pilot or with a pilot licence).

GM No 3 to Appendix XII. Demonstration of compliance with competence level 1 or level 2 requirements

ED Decision 2017/024/R

It is the organisation’s responsibility to show proof of compliance with the competence requirements of Part 21 defined in AMC No 3 to Appendix XII.