The European Light Aircraft Process

MDM032 Initial Airworthinesslatest developmentJan Fridrich, EMF VicepresidentEuropean Microlight Federation Working Meeting Athens 22. – 23. September 2007

To address concerns in the area of initial airworthiness (design, certification and production) EASA proposes to introduce a lighter regulatory regime based around a new process for the European Light Aircraft (ELA). The European Light Aircraft Process

ELA is not a new category of aircraft defined by criteria such as stalling speed or certification code, but is a substantially simpler new process for the regulation of aircraft and related products, parts and appliances that come within the following definition: The European Light Aircraft Process

A non-complex aeroplane, sailplane or powered sailplane with a Maximum Take-Off Mass (MTOM) less than 1000kgA balloon with a maximum design lifting gas or hot air volume of not more than:3250 m3 for hot-air balloons750 m3 for gas balloons300 m3 for tethered gas balloons ELA 1

An airship designed for not more than two occupants and a maximum design lifting gas or hot-air volume of not more than:2250 m3 for hot-air airships1000 m3 for gas airshipsA piston engine installed in aircraft referred to in this paragraphA propeller installed in aircraft referred to in this paragraph ELA 1

In addition, it is recognised that there needs to be in intermediate step between 1000 kg and 2000 kg where the processes are some way between the simplified processes of ELA 1 and the normal processes that apply above 2000 kg. To this end, a second category is proposed: The European Light Aircraft Process

A non-complex aeroplane with MTOM less than 2000kgA balloonA hot-air airship A non-complex gas airship not more than 7500 m3 maximum design lifting gas volume ELA 2

A very light rotorcraftA piston engine installed in aircraft referred to in this paragraphA propeller installed in aircraft referred to in this paragraph. ELA 2

Aircraft below 1000 kg and associated products, parts and appliances would normally benefit from the ELA 1 process but could voluntarily elect to comply with the ELA 2 process or full EASA standards. For aircraft above 2000 kg and associated products, parts and appliances, the normal processes for initial airworthiness defined in Commission Regulation (EC) 1702/2003 will apply The European Light Aircraft Process

ELA 1 Substantially simplified processes below 1000 kg.ELA 2 Simplified processes below 2000 kgThere is no obligation on an applicant to choose ELA processes: applicants may still elect to comply with full EASA standards if this is deemed to be advantageous for export. The European Light Aircraft Process Summary

Associated with the progressive devolution of compliance assessments for non-complex aircraft below 2000 kg is the introduction of approved organisations that will carry out functions on behalf of the Agency, but which are closer to the industry and operators of recreational aircraft. These organisations are referred to as Qualified Entities (QE) and provide the first level of regulatory oversight for ELA. Qualified Entities

Qualified Entities for design issues will be appointed by EASA and are organisations that have demonstrated to the Agency that they have the technical capability and independence to confirm findings of compliance.The concept is that QEs would be derived from existing or new Sporting Organisations or General Aviation sections of existing National Airworthiness Authorities (NAAs), many of which are already carrying out some of these functions in EU member states for microlight, sailplanes and LSA aircraft. Qualified Entities

QEs may be specialised, limiting their terms of approval to specific categories of aircraft: sailplanes, LSA, very light rotorcraft, etc. Within each member state there may therefore be more than one QE.QEs for production, as opposed to those for design, may be appointed by a competent authority of the member state which retains consistency with current production organisation approval procedures. Qualified Entities

The second level of regulatory oversight is provided by the Competent Authorities (CA). CAs may also be derived from existing or new Sporting Organisations or General Aviation sections of existing NAAs and are appointed by the national Department of Transport or its equivalent, not by the Agency. There could be more than one CA in a member state but there must be no overlap in responsibilities. Competent Authority

The intent of this new structure is that there should be a progressive transfer of accountability and liability from EASA to organisations, via CAs and QEs as devolution increases and an integral part of this process is that organisations should take more responsibility for their designs and production standards. Greater reliance should be placed on statements of compliance from design and production organisations and QEs and this may imply greater legal liability. Intent of new structure:

Design Organisation Approval (DOA) will be handled as follows:ELA 1: Approval of certification programme by EASA in lieu of DOA or AP to DOA although the applicant may elect to have a higher design approval.ELA 2: Alternative Procedures to DOA will apply although the applicant may elect to have a higher design approval.Above 2000 kg and associated products; full DOA will apply. Design and Production Organisation Approvals

Production Organisation Approvals (POA) will be handled as at present except that a simplified process is introduced for ELA.Additionally, the option of a combined DOA/POA is introduced for ELA. Design and Production Organisation Approvals

The European Light Aircraft Process