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U AK PAR A IMALAT SERTIFIKASYON Y NETIMI B l m 1 Sivil Havacilik Otoriteleri ve Kuruluslari

. ?PROGRAMB?l?m 1 Sivil Havacilik Otoriteleri ve KuruluslariB?l?m 2 Avrupa Sivil Havacilik Par?a Imalat Y?netimi?. . B?l?m 1 Sivil Havacilik Otoriteleri ve Kuruluslari. Definitions:?AircraftLarge AircraftCommercial OperationMaintenanceProductParts and AppliancesComponent.

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U AK PAR A IMALAT SERTIFIKASYON Y NETIMI B l m 1 Sivil Havacilik Otoriteleri ve Kuruluslari

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    4. This section is for Category A, B1, B2, C certifying staff (engineers / technicians) at Level 1 ICAO : International Civil Aviation Organisation ECAC : European Civil Aviation Conference NAA : National Aviatio Authority; Turkish CAA, UK CAA, etc. EASA : European Aviation Safety Agency. It is called “the Agency”. JAA : Joint Aviation Authorities. JAR : Joint Aviation Requirement FAA : Federal Aviation Administration FAR : Fedaral Aviation Regulation EU : European Union CAA : civil aviation authority in general meaning. DOT : USA Department of Transportation CFR : USA Code of Regulation. This section is for Category A, B1, B2, C certifying staff (engineers / technicians) at Level 1 ICAO : International Civil Aviation Organisation ECAC : European Civil Aviation Conference NAA : National Aviatio Authority; Turkish CAA, UK CAA, etc. EASA : European Aviation Safety Agency. It is called “the Agency”. JAA : Joint Aviation Authorities. JAR : Joint Aviation Requirement FAA : Federal Aviation Administration FAR : Fedaral Aviation Regulation EU : European Union CAA : civil aviation authority in general meaning. DOT : USA Department of Transportation CFR : USA Code of Regulation.

    5. ‘aircraft’ means any machine that can derive support in the atmosphere from the reactions of the air other than reactions of the air against the earth's surface; aeroplane, helikopter, rotorcraft, sailplane, etc. “commercial operation” shall mean any operation of an aircraft, in return for remuneration or other valuable consideration, which is available to the public or, when not made available to the public, which is performed under a contract between an operator and a customer, where the latter has no control over the operator. ‘component’ means any engine, propeller, part or appliance; ‘large aircraft’ means an aircraft, classified as an aeroplane with a maximum take-off mass of more than 5 700 kg, or a multi-engined helicopter;   ‘maintenance’ means any one or combination of overhaul, repair, inspection, replacement, modification or defect rectification of an aircraft or component, with the exception of pre-flight inspection; “operator” shall mean any legal or natural person, operating or proposing to operate one or more aircraft. “organisation” means a natural person, a legal person or part of a legal person. Such an organisation may be established at more than one location whether or not within the territory of the Member States; “parts and appliances” means any instrument, equipment, mechanism, part, apparatus, appurtenance or accessory, including communications equipment, that is used or intended to be used in operating or controlling an aircraft in flight and is installed in or attached to the aircraft. It includes parts of an airframe, engine or propeller;   ‘pre-flight inspection’ means the inspection carried out before flight to ensure that the aircraft is fit for the intended flight.   “products” means aircraft, engines or propellers. ‘aircraft’ means any machine that can derive support in the atmosphere from the reactions of the air other than reactions of the air against the earth's surface; aeroplane, helikopter, rotorcraft, sailplane, etc. “commercial operation” shall mean any operation of an aircraft, in return for remuneration or other valuable consideration, which is available to the public or, when not made available to the public, which is performed under a contract between an operator and a customer, where the latter has no control over the operator. ‘component’ means any engine, propeller, part or appliance; ‘large aircraft’ means an aircraft, classified as an aeroplane with a maximum take-off mass of more than 5 700 kg, or a multi-engined helicopter;   ‘maintenance’ means any one or combination of overhaul, repair, inspection, replacement, modification or defect rectification of an aircraft or component, with the exception of pre-flight inspection; “operator” shall mean any legal or natural person, operating or proposing to operate one or more aircraft. “organisation” means a natural person, a legal person or part of a legal person. Such an organisation may be established at more than one location whether or not within the territory of the Member States; “parts and appliances” means any instrument, equipment, mechanism, part, apparatus, appurtenance or accessory, including communications equipment, that is used or intended to be used in operating or controlling an aircraft in flight and is installed in or attached to the aircraft. It includes parts of an airframe, engine or propeller;   ‘pre-flight inspection’ means the inspection carried out before flight to ensure that the aircraft is fit for the intended flight.   “products” means aircraft, engines or propellers.

    6. “DOA” means Design Organisation Approval. “DOE” means design organisation exposition. “FCL” means Flight Crew Licencing “FTO” means Flight Training Organisations “TRTO” means Flight Type Rating Training Organisation “MOE” means maintenance organisation exposition. “MTOE” means maintenance training organisation exposition. “Part 145” is an EASA regulation part for maintenance organisation requirements “Part 147” is an EASA regulation part for maintenance training organisation requirements ‘Part 21’ means the requirements and procedures for the certification of aircraft and related products, parts and appliances, and of design and production organisations. “Part 66” is an EASA regulation part for aircraft maintenance certifying staff requiremets ‘Part M’ means the applicable continuing airworthiness requirements adopted in pursuance to the basic Regulation. “POA” means production organisation approval. “POE” means production organisation exposition. “STC” means Supplemental Type Certificate. “STCH” means Supplemental Type Certificate Holder. “TC” means Type Certificate. “TCH” means Type Certificate Holder.“DOA” means Design Organisation Approval. “DOE” means design organisation exposition. “FCL” means Flight Crew Licencing “FTO” means Flight Training Organisations “TRTO” means Flight Type Rating Training Organisation “MOE” means maintenance organisation exposition. “MTOE” means maintenance training organisation exposition. “Part 145” is an EASA regulation part for maintenance organisation requirements “Part 147” is an EASA regulation part for maintenance training organisation requirements ‘Part 21’ means the requirements and procedures for the certification of aircraft and related products, parts and appliances, and of design and production organisations. “Part 66” is an EASA regulation part for aircraft maintenance certifying staff requiremets ‘Part M’ means the applicable continuing airworthiness requirements adopted in pursuance to the basic Regulation. “POA” means production organisation approval. “POE” means production organisation exposition. “STC” means Supplemental Type Certificate. “STCH” means Supplemental Type Certificate Holder. “TC” means Type Certificate. “TCH” means Type Certificate Holder.

    7. Specialized agency of the United Nations whose mandate to ensure the safe, efficient and orderly evolution of international civil aviation. Currently, there are 190 contracting states. Assembly has the representatives from these countries. There is a council with 36 country delegates. This council works on Standard and Recommended Practices (SARP) and Annexes to ICAO The Council is assisted by the Air Navigation Commission (technical matters), the Air Transport Committee (economic matters), the Committee on Joint Support of Air Navigation Services and the Finance Committee.Specialized agency of the United Nations whose mandate to ensure the safe, efficient and orderly evolution of international civil aviation. Currently, there are 190 contracting states. Assembly has the representatives from these countries. There is a council with 36 country delegates. This council works on Standard and Recommended Practices (SARP) and Annexes to ICAO The Council is assisted by the Air Navigation Commission (technical matters), the Air Transport Committee (economic matters), the Committee on Joint Support of Air Navigation Services and the Finance Committee.

    8. The Convention (Doc 7300) was signed on 7 December 1944 by 52 States. This already provides for minimum standards to ensure the safety of civil aviation and environmental protection.   The latest revision is 9 (Doc7300/9) on 27 November 2007. In order to access the document, go to web site: http://www.icao.int/icaonet/dcs/7300.html ICAO Annexes   •Annex 1 : Personnel Licensing •Annex 2 : Rules of the Air •Annex 3 : Meteorological service for International Air Navigation •Annex 4 : Aeronautical Charts •Annex 5 : Units of Measurement to be Used in Air and Ground Operations •Annex 6 : Operation of Aircraft •Annex 7 : Aircraft Nationality and Registration Marks •Annex 8 : Airworthiness of Aircraft •Annex 9 : Facilitation •Annex 10: Aeronautical Telecommunications •Annex 11: Air Traffic Services •Annex 12: Search and Rescue •Annex 13: Aircraft Accident and Incident Investigation •Annex 14: Aerodromes •Annex 15: Aeronautical Information Services •Annex 16: Environmental Protection •Annex 17: Security : Safeguarding International Civil Aviation Against Acts of Unlawful Interference •Annex 18: The Safe Transport of Dangerous Goods by Air The Convention (Doc 7300) was signed on 7 December 1944 by 52 States. This already provides for minimum standards to ensure the safety of civil aviation and environmental protection.   The latest revision is 9 (Doc7300/9) on 27 November 2007. In order to access the document, go to web site: http://www.icao.int/icaonet/dcs/7300.html ICAO Annexes   •Annex 1 : Personnel Licensing •Annex 2 : Rules of the Air •Annex 3 : Meteorological service for International Air Navigation •Annex 4 : Aeronautical Charts •Annex 5 : Units of Measurement to be Used in Air and Ground Operations •Annex 6 : Operation of Aircraft •Annex 7 : Aircraft Nationality and Registration Marks •Annex 8 : Airworthiness of Aircraft •Annex 9 : Facilitation •Annex 10: Aeronautical Telecommunications •Annex 11: Air Traffic Services •Annex 12: Search and Rescue •Annex 13: Aircraft Accident and Incident Investigation •Annex 14: Aerodromes •Annex 15: Aeronautical Information Services •Annex 16: Environmental Protection •Annex 17: Security : Safeguarding International Civil Aviation Against Acts of Unlawful Interference •Annex 18: The Safe Transport of Dangerous Goods by Air

    9. CHAPTER I FAA, DOT SUBCHAPTER A-- DEFINITIONS SUBCHAPTER B-- PROCEDURAL RULES SUBCHAPTER C-- AIRCRAFT 21.1 to 21.621 Certification Procedures For Products And Parts 23.1 to 23.1589 Airworthiness Standards: Normal, Utility, Acrobatic, And Commuter Category Airplanes 25.1 to 25.1733 Airworthiness Standards: Transport Category Airplanes 26.1 to 26.49 Continued Airworthiness And Safety Improvements For Transport Category Airplanes 27.1 to 27.1589 Airworthiness Standards: Normal Category Rotorcraft 29.1 to 29.1589 Airworthiness Standards: Transport Category Rotorcraft 31.1 to 31.85 Airworthiness Standards: Manned Free Balloons 33.1 to 33.201 Airworthiness Standards: Aircraft Engines 34.1 to 34.89 Fuel Venting And Exhaust Emission Requirements For Turbine Engine Powered Airplanes 35.1 to 35.47 Airworthiness Standards: Propellers 36.1 to 36.1583 Noise Standards: Aircraft Type And Airworthiness Certification 39.1 to 39.27 Airworthiness Directives 43.1 to 43.17 Maintenance, Preventive Maintenance, Rebuilding, And Alteration 45.1 to 45.33 Identification And Registration Marking 47.1 to 47.71 Aircraft Registration 49.1 to 49.63 Recording Of Aircraft Titles And Security Documents SUBPART D— AIRMEN SUBPART E— AIRSPACE SUBCHAPTER F-- AIR TRAFFIC AND GENERAL OPERATING RULES SUBCHAPTER G-- AIR CARRIERS AND OPERATORS FOR COMPENSATION OR HIRE: CERTIFICATION AND OPERATIONS SUBCHAPTER H-- SCHOOLS AND OTHER CERTIFICATED AGENCIES SUBCHAPTER I - - AIRPORTS SUBCHAPTER J- - NAVIGATIONAL FACILITIES SUBCHAPTER K-- ADMINISTRATIVE REGULATIONS SUBCHAPTER N-- WAR RISK INSURANCECHAPTER I FAA, DOT SUBCHAPTER A-- DEFINITIONS SUBCHAPTER B-- PROCEDURAL RULES SUBCHAPTER C-- AIRCRAFT 21.1 to 21.621 Certification Procedures For Products And Parts 23.1 to 23.1589 Airworthiness Standards: Normal, Utility, Acrobatic, And Commuter Category Airplanes 25.1 to 25.1733 Airworthiness Standards: Transport Category Airplanes 26.1 to 26.49 Continued Airworthiness And Safety Improvements For Transport Category Airplanes 27.1 to 27.1589 Airworthiness Standards: Normal Category Rotorcraft 29.1 to 29.1589 Airworthiness Standards: Transport Category Rotorcraft 31.1 to 31.85 Airworthiness Standards: Manned Free Balloons 33.1 to 33.201 Airworthiness Standards: Aircraft Engines 34.1 to 34.89 Fuel Venting And Exhaust Emission Requirements For Turbine Engine Powered Airplanes 35.1 to 35.47 Airworthiness Standards: Propellers 36.1 to 36.1583 Noise Standards: Aircraft Type And Airworthiness Certification 39.1 to 39.27 Airworthiness Directives 43.1 to 43.17 Maintenance, Preventive Maintenance, Rebuilding, And Alteration 45.1 to 45.33 Identification And Registration Marking 47.1 to 47.71 Aircraft Registration 49.1 to 49.63 Recording Of Aircraft Titles And Security Documents SUBPART D— AIRMEN SUBPART E— AIRSPACE SUBCHAPTER F-- AIR TRAFFIC AND GENERAL OPERATING RULES SUBCHAPTER G-- AIR CARRIERS AND OPERATORS FOR COMPENSATION OR HIRE: CERTIFICATION AND OPERATIONS SUBCHAPTER H-- SCHOOLS AND OTHER CERTIFICATED AGENCIES SUBCHAPTER I - - AIRPORTS SUBCHAPTER J- - NAVIGATIONAL FACILITIES SUBCHAPTER K-- ADMINISTRATIVE REGULATIONS SUBCHAPTER N-- WAR RISK INSURANCE

    10. 44 Member States: Albania, Armenia, Austria, Azerbaijan, Belgium, Bosnia and Herzegovina, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Georgia, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Moldova, Monaco, Montenegro, Netherlands, Norway, Poland, Portugal, Romania, San Marino, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland, The former Yugoslav Republic of Macedonia, Turkey, Ukraine, United Kingdom. Directors General of Civil Aviation meet at regular intervals to discuss and resolve policy issues. Meetings at Ministerial level can be held when a topic is of sufficient Europe-wide importance and decisions at that political level are needed. The interest of avoiding duplication of work and making best use of limited resources but also in the overall interest of all non-EU ECAC Member States. Representatives of the European Commission are usually invited to participate in ECAC meetings in the various fields of the organisation’s activities. Obviously, ECAC has always had a close working relationship with ICAO as it represents the interests of its Member States at ICAO Assemblies and other special events. High-level meetings with the United States administration are a regular item on the organisation’s agenda. Every six months, issues of mutual interest on both sides of the Atlantic, including security, safety and environmental issues, are being discussed with the United States, involving the Departments of State and Transportation, the TSA and the FAA. ECAC SAFA (Safety Assessment of Foreign Aircraft) Programme: As of 1 January 2007, the former ECAC SAFA Programme is under the competency of European Community institutions, i.e. the European Commission and the EASA. This transfer was preceded by the coming into force of EU Regulation 2004/36/CE on 30 April 2006 and efficient co-ordination by the involved parties all along the transition process. A joint ECAC-JAA-EC Task Force clarified the intended mechanisms for the implementation of the Directive and put in place the best-suited linkage between the Directive and the SAFA Programme. Keeping the pan-European spirit of SAFA remained a major feature of this work, which was finalised by the conclusion and signature of a working agreement between EASA and the non-EU ECAC Member States. 41 of the current 42 ECAC Member States participate today in the EC-SAFA Programme. A European SAFA Steering Group (ESSG) was in the meantime set up in which all participating States, including non-EU ECAC Member States, are represented. The Programme took ramp inspections of aircraft landing in ECAC States as its starting point and progressed, when circumstances so required, to the involvement of States of Registry or States of Operator. Since 1996 and until its transfer, more than 36,000 inspections were carried out and recorded in the SAFA database. The SAFA Programme was non-discriminatory and applied equally to aircraft from ECAC and non-ECAC States. In each ECAC State, foreign aircraft could be subject to a ramp inspection, chiefly concerned with the aircraft documents and manuals, flight crew licenses, the apparent condition of the aircraft and the presence and condition of mandatory cabin safety equipment. The safety-related Standards of ICAO Annexes 1, 6 and 8 served as references for these inspections.44 Member States: Albania, Armenia, Austria, Azerbaijan, Belgium, Bosnia and Herzegovina, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Georgia, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Moldova, Monaco, Montenegro, Netherlands, Norway, Poland, Portugal, Romania, San Marino, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland, The former Yugoslav Republic of Macedonia, Turkey, Ukraine, United Kingdom. Directors General of Civil Aviation meet at regular intervals to discuss and resolve policy issues. Meetings at Ministerial level can be held when a topic is of sufficient Europe-wide importance and decisions at that political level are needed. The interest of avoiding duplication of work and making best use of limited resources but also in the overall interest of all non-EU ECAC Member States. Representatives of the European Commission are usually invited to participate in ECAC meetings in the various fields of the organisation’s activities. Obviously, ECAC has always had a close working relationship with ICAO as it represents the interests of its Member States at ICAO Assemblies and other special events. High-level meetings with the United States administration are a regular item on the organisation’s agenda. Every six months, issues of mutual interest on both sides of the Atlantic, including security, safety and environmental issues, are being discussed with the United States, involving the Departments of State and Transportation, the TSA and the FAA. ECAC SAFA (Safety Assessment of Foreign Aircraft) Programme: As of 1 January 2007, the former ECAC SAFA Programme is under the competency of European Community institutions, i.e. the European Commission and the EASA. This transfer was preceded by the coming into force of EU Regulation 2004/36/CE on 30 April 2006 and efficient co-ordination by the involved parties all along the transition process. A joint ECAC-JAA-EC Task Force clarified the intended mechanisms for the implementation of the Directive and put in place the best-suited linkage between the Directive and the SAFA Programme. Keeping the pan-European spirit of SAFA remained a major feature of this work, which was finalised by the conclusion and signature of a working agreement between EASA and the non-EU ECAC Member States. 41 of the current 42 ECAC Member States participate today in the EC-SAFA Programme. A European SAFA Steering Group (ESSG) was in the meantime set up in which all participating States, including non-EU ECAC Member States, are represented. The Programme took ramp inspections of aircraft landing in ECAC States as its starting point and progressed, when circumstances so required, to the involvement of States of Registry or States of Operator. Since 1996 and until its transfer, more than 36,000 inspections were carried out and recorded in the SAFA database.

    11. An associated body of the European Civil Aviation Conference (ECAC) representing the civil aviation regulatory authorities of some European and non-European States who have agreed to co-operate in developing and implementing common safety regulatory standards and procedures. The JAA's work began in 1970 (when it was known as the Joint Airworthiness Authorities). Originally its objectives were only to produce common certification codes for large aeroplanes and for engines. This was in order to meet the needs of European Industry and particularly for products manufactured by international consortia (e.g. Airbus). Since 1987 its work has been extended to operations, maintenance, licensing and certification/design standards for all classes of aircraft.   Objectives:   Aviation Safety: To ensure, through co-operation amongst Member States, that JAA members achieve a high, consistent level of aviation safety.   Co-operation with EASA : To co-operate with the European Aviation Safety Agency in performing its functions and tasks in accordance with an agreed programme ensuring the involvement of the JAA non-EASA countries with the aim of maintaining the present unity in regulations on a pan-European dimension and the mutual acceptance/recognition of certificates/ approvals.   Business Effectiveness: To achieve a cost effective safety system so as to contribute to an efficient civil aviation industry.   Consolidation of Common Standards: To fair and equal competition within Member States.   International Co-operation: To co-operate with other regional organisations or national authorities of States playing an important role in civil aviation in order to reach at least the JAA safety level. (ECAC, ICAO & other regional bodies). JAA Functions According to the Regulation (EC) No 1592/2002 by the European Parliament and the Council of the European Union (EU) and the subsequent set up of the European Aviation Safety Agency (EASA), for EU Member States national regulation in the airworthiness domain has been replaced by EU Regulation and certification tasks have been transferred from National Authorities to EASA. Non EU States maintain their responsibility in all fields. JAA shall maintain the relationship between EASA and non EASA JAA Member Sates in the following fields:   * Ensuring a forum to express the views of the non EASA JAA Member States with the possibility to contribute with these views to EASA;   * Assist the non EASA JAA Member States in their efforts to become EASA members; * Further ensuring the role of JAA as a technically specialised body;   * Standardisation; An associated body of the European Civil Aviation Conference (ECAC) representing the civil aviation regulatory authorities of some European and non-European States who have agreed to co-operate in developing and implementing common safety regulatory standards and procedures. The JAA's work began in 1970 (when it was known as the Joint Airworthiness Authorities). Originally its objectives were only to produce common certification codes for large aeroplanes and for engines. This was in order to meet the needs of European Industry and particularly for products manufactured by international consortia (e.g. Airbus). Since 1987 its work has been extended to operations, maintenance, licensing and certification/design standards for all classes of aircraft.   Objectives:   Aviation Safety: To ensure, through co-operation amongst Member States, that JAA members achieve a high, consistent level of aviation safety.   Co-operation with EASA : To co-operate with the European Aviation Safety Agency in performing its functions and tasks in accordance with an agreed programme ensuring the involvement of the JAA non-EASA countries with the aim of maintaining the present unity in regulations on a pan-European dimension and the mutual acceptance/recognition of certificates/ approvals.   Business Effectiveness: To achieve a cost effective safety system so as to contribute to an efficient civil aviation industry.   Consolidation of Common Standards: To fair and equal competition within Member States.   International Co-operation: To co-operate with other regional organisations or national authorities of States playing an important role in civil aviation in order to reach at least the JAA safety level. (ECAC, ICAO & other regional bodies). JAA Functions According to the Regulation (EC) No 1592/2002 by the European Parliament and the Council of the European Union (EU) and the subsequent set up of the European Aviation Safety Agency (EASA), for EU Member States national regulation in the airworthiness domain has been replaced by EU Regulation and certification tasks have been transferred from National Authorities to EASA. Non EU States maintain their responsibility in all fields. JAA shall maintain the relationship between EASA and non EASA JAA Member Sates in the following fields:   * Ensuring a forum to express the views of the non EASA JAA Member States with the possibility to contribute with these views to EASA;   * Assist the non EASA JAA Member States in their efforts to become EASA members; * Further ensuring the role of JAA as a technically specialised body;   * Standardisation;

    12. The centrepiece of the European Union’s strategy for aviation safety. The Agency develops common safety and environmental rules at the European level. It monitors the implementation of standards through inspections in the Member States and provides the necessary technical expertise, training and research. The Agency works hand in hand with the national authorities which continue to carry out many operational tasks, such as certification of individual aircraft or licensing of pilots.   The EASA also carries out executive responsibilities in the area of type-certification: the certification of specific models of aircraft, engines or parts approved for operation in the European Union. The aviation industry benefits from common specifications, cost-efficient services and a single point of contact. Future of EASA In a few years, the Agency will also be responsible for safety regulations regarding airports and air traffic management systems.   International Role of EASA The European Aviation Safety Agency is developing close working relationships with counterpart organisations across the world including the International Civil Aviation Organisation (ICAO), the Federal Aviation Administration (FAA) in the United States and the aviation authorities of Canada, Brazil, Israel, China and Russia. Working arrangements between the Agency and these organisations are aimed at harmonising standards and promoting best practice in aviation safety world-wide. The centrepiece of the European Union’s strategy for aviation safety. The Agency develops common safety and environmental rules at the European level. It monitors the implementation of standards through inspections in the Member States and provides the necessary technical expertise, training and research. The Agency works hand in hand with the national authorities which continue to carry out many operational tasks, such as certification of individual aircraft or licensing of pilots.   The EASA also carries out executive responsibilities in the area of type-certification: the certification of specific models of aircraft, engines or parts approved for operation in the European Union. The aviation industry benefits from common specifications, cost-efficient services and a single point of contact. Future of EASA In a few years, the Agency will also be responsible for safety regulations regarding airports and air traffic management systems.   International Role of EASA The European Aviation Safety Agency is developing close working relationships with counterpart organisations across the world including the International Civil Aviation Organisation (ICAO), the Federal Aviation Administration (FAA) in the United States and the aviation authorities of Canada, Brazil, Israel, China and Russia. Working arrangements between the Agency and these organisations are aimed at harmonising standards and promoting best practice in aviation safety world-wide.

    13. Relationship with other Aviation Authorities.   A Joint Operational Evaluation Board (JOEB) is performed by a team of specialists drawn from EASA and various NAAs. The number of specialists depends on the scale of the evaluation requested by the applicant. The procedure and the number of specialists required depends also on whether the task is an initial evaluation of a European Product or if it is a joint evaluation with other Authorities (for example, FAA, TCCA, CTA) of a foreign aircraft.   NAAs must accept other means of compliance than EASA AMCs when they are the competent authority themselves, provided such means of compliance ensure full compliance with the applicable certification requirement. It is the role of the EASA standardisation inspection system to monitor that the NAAs manage this process in a correct manner. Ideally National AMCs should be published so as to be available to all in the same circumstances. This would allow regulated persons in other country proposing them as alternative means of compliance to their own competent authority. If an NAA issues its own Acceptable Means of Compliance, other NAAs are not required to accept them. NAAs are only bound to accepting EASA AMCs. Relationship with other Aviation Authorities.   A Joint Operational Evaluation Board (JOEB) is performed by a team of specialists drawn from EASA and various NAAs. The number of specialists depends on the scale of the evaluation requested by the applicant. The procedure and the number of specialists required depends also on whether the task is an initial evaluation of a European Product or if it is a joint evaluation with other Authorities (for example, FAA, TCCA, CTA) of a foreign aircraft.   NAAs must accept other means of compliance than EASA AMCs when they are the competent authority themselves, provided such means of compliance ensure full compliance with the applicable certification requirement. It is the role of the EASA standardisation inspection system to monitor that the NAAs manage this process in a correct manner. Ideally National AMCs should be published so as to be available to all in the same circumstances. This would allow regulated persons in other country proposing them as alternative means of compliance to their own competent authority. If an NAA issues its own Acceptable Means of Compliance, other NAAs are not required to accept them. NAAs are only bound to accepting EASA AMCs.

    14. The EASA Acceptable Means of Compliance (AMCs)   The term Acceptable Means of Compliance (AMC) as referred to in Articles 13 and 14 of the Basic Regulation and its implementing rules is primarily used to qualify technical interpretative material to be used in the EASA certification process. In this respect, the AMC serve as means by which the certification requirements contained in the Basic Regulation, and its implementing rules, and more specifically in their annexes called Parts, can be met by the applicant.   As explained in the above introduction, such material is not binding on the applicants, which may decide to show compliance with the applicable certification requirements using other means. Competent National Aviation Authorities (NAAs) may also produce their own AMCs, based or not on those issued by EASA. Just as with AMC issued by EASA, such national means of compliance cannot bind the applicants either; the applicant can always choose to comply by other means.   If an applicant chooses to comply by other means, it must show that it provides for compliance with the applicable specification or requirement. In these cases, the burden of proof of compliance fully rests with the applicant. Relationship between Part-145, Part-66, Part-147 and Part-M;   According to the EASA regulations, a commercial airline must have continuing airworthiness management system referring to Part M. Maintenance and overhaul of the commercial aircraft must be performed at the approved maintenance organisation per Part 145. This organisation must have certifiying staff having approved licence per Part 66. These personel must have training at an approved maintenance training organisation per Part 147. The EASA Acceptable Means of Compliance (AMCs)   The term Acceptable Means of Compliance (AMC) as referred to in Articles 13 and 14 of the Basic Regulation and its implementing rules is primarily used to qualify technical interpretative material to be used in the EASA certification process. In this respect, the AMC serve as means by which the certification requirements contained in the Basic Regulation, and its implementing rules, and more specifically in their annexes called Parts, can be met by the applicant.   As explained in the above introduction, such material is not binding on the applicants, which may decide to show compliance with the applicable certification requirements using other means. Competent National Aviation Authorities (NAAs) may also produce their own AMCs, based or not on those issued by EASA. Just as with AMC issued by EASA, such national means of compliance cannot bind the applicants either; the applicant can always choose to comply by other means.   If an applicant chooses to comply by other means, it must show that it provides for compliance with the applicable specification or requirement. In these cases, the burden of proof of compliance fully rests with the applicant. Relationship between Part-145, Part-66, Part-147 and Part-M;   According to the EASA regulations, a commercial airline must have continuing airworthiness management system referring to Part M. Maintenance and overhaul of the commercial aircraft must be performed at the approved maintenance organisation per Part 145. This organisation must have certifiying staff having approved licence per Part 66. These personel must have training at an approved maintenance training organisation per Part 147.

    17. BR has 40 general rules, 4 chapters and 6 Annexes as follows: Chapter 1 Principles Chapter 2 Substantive Requirements Chapter 3 The European Aviation Safety Agency (establishment) Chapter 4 Final Provisions Annex I Essential requirements for airworthiness referred to in Article 5, TC, STC, design organisations, maintenance organisations, maintenance training organisations, etc. Annex II Aircraft in Article 4(4) which explain the aircraft out of the Regulation Some historical aircraft, some experimental aircraft, non-profit ameteur aircraft, military aircraft, etc Annex III Essential requirements for pilot licensing referred to in Article 7 Training, Experience Requirements, Training organisations, Medical fitness Annex IV Essential requirements for air operations referred to in Article 8 General, Flight Preparation, Flight Operation, Aircraft performance and operating limitations, Instruments, data and equipment, Continuing airworthiness, Crew members, Additional requirements for operation for commercial purposes and operation of complex motor-powered aircraft Annex V Criteria for qualified entities referred to in Article 13 Annex VI Correlation table between Regulation (EC) No 1592/2002 and this Regulation 216 / 2008. Acceptance of third country certifications: The Agency or the aviation authorities in the Member State may issue certificates on the basis of certificates issued by aeronautical authorities of a third country, as provided for in recognition agreements between the EU Community and that third country. Regulation (EC) No 1592/2002 of the European Parliament and of the Council of 15 July 2002 on common rules in the field of civil aviation and establishing a European Aviation Safety Agency.BR has 40 general rules, 4 chapters and 6 Annexes as follows: Chapter 1 Principles Chapter 2 Substantive Requirements Chapter 3 The European Aviation Safety Agency (establishment) Chapter 4 Final Provisions Annex I Essential requirements for airworthiness referred to in Article 5, TC, STC, design organisations, maintenance organisations, maintenance training organisations, etc. Annex II Aircraft in Article 4(4) which explain the aircraft out of the Regulation Some historical aircraft, some experimental aircraft, non-profit ameteur aircraft, military aircraft, etc Annex III Essential requirements for pilot licensing referred to in Article 7 Training, Experience Requirements, Training organisations, Medical fitness Annex IV Essential requirements for air operations referred to in Article 8 General, Flight Preparation, Flight Operation, Aircraft performance and operating limitations, Instruments, data and equipment, Continuing airworthiness, Crew members, Additional requirements for operation for commercial purposes and operation of complex motor-powered aircraft Annex V Criteria for qualified entities referred to in Article 13 Annex VI Correlation table between Regulation (EC) No 1592/2002 and this Regulation 216 / 2008. Acceptance of third country certifications: The Agency or the aviation authorities in the Member State may issue certificates on the basis of certificates issued by aeronautical authorities of a third country, as provided for in recognition agreements between the EU Community and that third country. Regulation (EC) No 1592/2002 of the European Parliament and of the Council of 15 July 2002 on common rules in the field of civil aviation and establishing a European Aviation Safety Agency.

    18. Article 2 Products, parts and appliances certification The existing certifications and certifications in application process and national certifications including JAA certifications by the date of 28 September 2003 are explained in this article. Article 3 Design Organisations An organisation responsible for the design of products, parts and appliances or for changes or repairs thereto shall demonstrate its capability in acc. with Part 21. Article 4 Production Organisations An organisation responsible for the manufacture of products, parts and appliances shall demonstrate itscapability in accordance with the provisions of Part 21. Article 5 Entry into force This Regulation normally enters into force on 28 September 2003. There are some exemptions. Annex PART 21 Certification of aircraft and related products, parts and appliances, and of design and production organisations.   Appendices EASA Forms Appendix I EASA Form 1 Authorised release Certificate - Used for both manufacturing and maintenance purposes. Appendix II EASA Form 15a 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 (Production without POA) EC No. 287/2008 regulation dated 28 March 2008 informs about type certification of two ex-Soviet Union aircraft, aeroplane Antonov AN-26 (AN-26B) and helicopter Kamov-32A11BC (Kamov-32A12)Article 2 Products, parts and appliances certification The existing certifications and certifications in application process and national certifications including JAA certifications by the date of 28 September 2003 are explained in this article. Article 3 Design Organisations An organisation responsible for the design of products, parts and appliances or for changes or repairs thereto shall demonstrate its capability in acc. with Part 21. Article 4 Production Organisations An organisation responsible for the manufacture of products, parts and appliances shall demonstrate itscapability in accordance with the provisions of Part 21. Article 5 Entry into force This Regulation normally enters into force on 28 September 2003. There are some exemptions. Annex PART 21 Certification of aircraft and related products, parts and appliances, and of design and production organisations.   Appendices EASA Forms Appendix I EASA Form 1 Authorised release Certificate - Used for both manufacturing and maintenance purposes. Appendix II EASA Form 15a 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 (Production without POA) EC No. 287/2008 regulation dated 28 March 2008 informs about type certification of two ex-Soviet Union aircraft, aeroplane Antonov AN-26 (AN-26B) and helicopter Kamov-32A11BC (Kamov-32A12)

    19. This decision on 17 October 2003 is for acceptable means of compliance (AMC) and guidance material (GM) for the airworthiness and environmental certification of aircraft and related products, parts and appliances, as well as for the certification of design and production organisations (“AMC and GM to Part 21”) There are some examples to understand the regulation structure of EASA and to differentiate AMC and GM Example 1 (for understanding coverage of BR, IR & AMC) Basic Regulation Chapter 2 Substantive Requirements, Article 5 Airworthiness: Aircraft referred to in Article 4(1)(a), (b) and (c) shall comply with the essential requirements for airworthiness laid down in Annex I (Essential requirements for airworthiness) Implementing Rule 21A.3 Failures, malfunctions and defects: (b) Reporting to the Agency. Occurrence reports shall be made in a form and manner established by the Agency, as soon as practicable and in any case dispatched not later than 72 hours after the identification of the possible unsafe condition, unless exceptional circumstances prevent this. AMC 21A.3(b)(2) Reporting to the Agency Within the overall limit of 72 hours the degree of urgency for submission of a report should be determined by the level of hazard judged to have resulted from the occurrence. Where an occurrence is judged by the person identifying the possible unsafe condition to have resulted in an immediate and particularly significant hazard the Agency (or the competent authority of the Member State as required) expects to be advised immediately and by the fastest possible means (telephone, fax, email, telex, etc.) of whatever details are available at that time. This initial report must be followed up by a full written report within 72 hours. A typical example would be an uncontained engine failure resulting in damage to aircraft primary structure. Where the occurrence is judged to have resulted in a less immediate and less significant hazard, report submission may be delayed up to the maximum of three days in order to provide more details. Example 2 (for differing coverage of AMC & GM) Implementing Rules 21A.3B(b) Airworthiness directives (b) The Agency shall issue an airworthiness directive when: 1. an unsafe condition has been determined by the Agency to exist in an aircraft, ...... AMC 21A.3B(b) Unsafe condition An unsafe condition exists if there is factual evidence (from service experience, analysis or tests) that: (a) An event may occur that would result in fatalities, usually with the loss of the aircraft, or reduce the capability of the aircraft or the ability of the crew to cope with adverse operating conditions to the extent that there would be: (i) A large reduction in safety margins or functional capabilities, or ...... GM 21A.3B(b) Determination of an unsafe condition It is important to note that these guidelines are not exhaustive. However, this material is intended to provide guidelines and examples that will cover most cases, taking into account the applicable certification requirements. Certification or approval of a product, part or appliance is a demonstration of compliance with requirements which are intended to ensure an acceptable level of safety ....... In service experience, additional testing, further analysis, etc., may show that certain initially accepted assumptions are not correct. Thus, certain conditions initially demonstrated as safe, are revealed by experience as unsafe. In this case, it is necessary to mandate corrective actions in order to restore a level of safety consistent with the applicable certification requirements. ........This decision on 17 October 2003 is for acceptable means of compliance (AMC) and guidance material (GM) for the airworthiness and environmental certification of aircraft and related products, parts and appliances, as well as for the certification of design and production organisations (“AMC and GM to Part 21”) There are some examples to understand the regulation structure of EASA and to differentiate AMC and GM Example 1 (for understanding coverage of BR, IR & AMC) Basic Regulation Chapter 2 Substantive Requirements, Article 5 Airworthiness: Aircraft referred to in Article 4(1)(a), (b) and (c) shall comply with the essential requirements for airworthiness laid down in Annex I (Essential requirements for airworthiness) Implementing Rule 21A.3 Failures, malfunctions and defects: (b) Reporting to the Agency. Occurrence reports shall be made in a form and manner established by the Agency, as soon as practicable and in any case dispatched not later than 72 hours after the identification of the possible unsafe condition, unless exceptional circumstances prevent this. AMC 21A.3(b)(2) Reporting to the Agency Within the overall limit of 72 hours the degree of urgency for submission of a report should be determined by the level of hazard judged to have resulted from the occurrence. Where an occurrence is judged by the person identifying the possible unsafe condition to have resulted in an immediate and particularly significant hazard the Agency (or the competent authority of the Member State as required) expects to be advised immediately and by the fastest possible means (telephone, fax, email, telex, etc.) of whatever details are available at that time. This initial report must be followed up by a full written report within 72 hours. A typical example would be an uncontained engine failure resulting in damage to aircraft primary structure. Where the occurrence is judged to have resulted in a less immediate and less significant hazard, report submission may be delayed up to the maximum of three days in order to provide more details. Example 2 (for differing coverage of AMC & GM) Implementing Rules 21A.3B(b) Airworthiness directives (b) The Agency shall issue an airworthiness directive when: 1. an unsafe condition has been determined by the Agency to exist in an aircraft, ...... AMC 21A.3B(b) Unsafe condition An unsafe condition exists if there is factual evidence (from service experience, analysis or tests) that: (a) An event may occur that would result in fatalities, usually with the loss of the aircraft, or reduce the capability of the aircraft or the ability of the crew to cope with adverse operating conditions to the extent that there would be: (i) A large reduction in safety margins or functional capabilities, or ...... GM 21A.3B(b) Determination of an unsafe condition It is important to note that these guidelines are not exhaustive. However, this material is intended to provide guidelines and examples that will cover most cases, taking into account the applicable certification requirements. Certification or approval of a product, part or appliance is a demonstration of compliance with requirements which are intended to ensure an acceptable level of safety ....... In service experience, additional testing, further analysis, etc., may show that certain initially accepted assumptions are not correct. Thus, certain conditions initially demonstrated as safe, are revealed by experience as unsafe. In this case, it is necessary to mandate corrective actions in order to restore a level of safety consistent with the applicable certification requirements. ........

    20. “Certification Specifications” (CS) refers when used in the text to the airworthiness codes and associated acceptable means of compliance developed by the Agency in accordance with Articles 13(b) and 14.2(a) of the Basic Regulation. The Agency is currently consulting interested parties on the contents of Certification Specifications (CSs) with respect to IR Certification. The consultation process is being carried out in co-operation with the Joint Aviation Authorities. Some completed CSs are here: “Certification Specifications” (CS) refers when used in the text to the airworthiness codes and associated acceptable means of compliance developed by the Agency in accordance with Articles 13(b) and 14.2(a) of the Basic Regulation. The Agency is currently consulting interested parties on the contents of Certification Specifications (CSs) with respect to IR Certification. The consultation process is being carried out in co-operation with the Joint Aviation Authorities. Some completed CSs are here:

    21. Article 1. Objective and Scope: 1.This Regulation establishes common technical requirements and administrative procedures for ensuring the continuing airworthiness of aircraft, including any component for installation thereto, which are: (a) registered in a Member State; or (b) registered in a third country and used by an operator for which a Member State ensures oversight of operations. 2. Paragraph 1 shall not apply to aircraft the regulatory safety oversight of which has been transferred to a third country and which are not used by a Community operator, or to aircraft referred to in Annex II to the basic Regulation. 3. The provisions of this Regulation related to commercial air transport are applicable to licensed air carriers as defined by Community law. Revisions EC No 1056/2008 of 27 October 2008 amending Regulation (EC) No 2042/2003 (significant amedment) (2) The Agency has concluded that the current provisions of Annex I (Part-M) to Regulation (EC) No 2042/2003 are too stringent for aircraft not involved in commercial air transport, in particular for aircraft that are not classified as ‘complex motor-powered aircraft’. ELA1 : European Light Aircraft LSA : Light Sport Aeroplane (5) Member States should be allowed to defer the application of Part M to aircraft not involved in commercial air transport for an additional period of one or two years, depending on the provisions concerned. 28 September 2009 or 28 September 2010 Article 1. Objective and Scope: 1.This Regulation establishes common technical requirements and administrative procedures for ensuring the continuing airworthiness of aircraft, including any component for installation thereto, which are: (a) registered in a Member State; or (b) registered in a third country and used by an operator for which a Member State ensures oversight of operations. 2. Paragraph 1 shall not apply to aircraft the regulatory safety oversight of which has been transferred to a third country and which are not used by a Community operator, or to aircraft referred to in Annex II to the basic Regulation. 3. The provisions of this Regulation related to commercial air transport are applicable to licensed air carriers as defined by Community law. Revisions EC No 1056/2008 of 27 October 2008 amending Regulation (EC) No 2042/2003 (significant amedment) (2) The Agency has concluded that the current provisions of Annex I (Part-M) to Regulation (EC) No 2042/2003 are too stringent for aircraft not involved in commercial air transport, in particular for aircraft that are not classified as ‘complex motor-powered aircraft’. ELA1 : European Light Aircraft LSA : Light Sport Aeroplane (5) Member States should be allowed to defer the application of Part M to aircraft not involved in commercial air transport for an additional period of one or two years, depending on the provisions concerned. 28 September 2009 or 28 September 2010

    22. This decision on 28 November 2003 is for acceptable means of compliance and guidance material for the the continuing airworthiness of aircraft and aeronautical products, parts and appliances, and on the approval of organisations and personnel involved in these tasks. This decision on 28 November 2003 is for acceptable means of compliance and guidance material for the the continuing airworthiness of aircraft and aeronautical products, parts and appliances, and on the approval of organisations and personnel involved in these tasks.

    23. Türk Sivil Havaciligi Temel Kanunlari Türk Sivil Havacilik Kanunu – 2920 / 1983 Ulastirma Bakanligini Kanunu – 3348 / 1987 Sivil Havacilik Genel Müdürlügü Kanunu – 5431 / 2005

    24. Turkish Civil Aviation Law – 2920 14/10/1983 first issued 05/02/2008 last revised BIRINCI KISIM Amaç, Kapsam ve Tanimlar              Amaç              Madde 1 – Bu Kanunun amaci; devamli ve hizli bir gelisme gösteren,ileri teknolojinin uygulandigi,sürat ve emniyet faktörlerinin büyük önem tasidigi sivil havacilik sahasindaki faaliyetlerin ulusal çikarlarimiz ve uluslararasi iliskilerimize uygun bir sekilde düzenlenmesini saglamaktir.              Kapsam              Madde 2 – Bu Kanun,kamu kurum ve kuruluslari ile gerçek ve özel hukuk tüzelkisilerinin havacilik sahasindaki faaliyetlerini kapsar. Devlet hava araçlari, açik hüküm bulunmayan hallerde bu Kanunun kapsami disindadir.      IKINCI KISIM - Hava Seyrüseferinin Genel Hükümleri   BIRINCI BÖLÜM - Türk Hava Egemenligi Hükümleri IKINCI BÖLÜM - Sivil Hava Araci Kazalari ÜÇÜNCÜ BÖLÜM - Ticari Hava Isletmeleri DÖRDÜNCÜ BÖLÜM - Havaalanlari ve Tesisleri BESINCI BÖLÜM - Hava Araçlari ve Sicillerin Tutulmasi ALTINCI BÖLÜM - Hava Araçlarina Iliskin Uçus Kurallari YEDINCI BÖLÜM - Sivil Havacilik Personeli

    25. ÜÇÜNCÜ KISIM - Havayolu ile Tasimalar BIRINCI BÖLÜM - Iç Hat Tasima Sözlesmesi IKINCI BÖLÜM - Hava Araçlari Kullanma Sözlesmeleri DÖRDÜNCÜ KISIM - Tasima Sözlesmesinden Dogan Sorumluluk BIRINCI BÖLÜM - Sorumluluk Halleri IKINCI BÖLÜM - Üçüncü Kisilere Karsi Sorumluluk BESINCI KISIM - Ceza Hükümleri ALTINCI KISIM - Çesitli Hükümler YEDINCI KISIM - Son Hükümler

    26. ULASTIRMA BAKANLIGININ TESKILAT VE GÖREVLERI HAKKINDA KANUN – 3348 09/04/1987 ilk yayin 04/07/2000 son rev. BIRINCI KISIM - Amaç, Görev, Teskilat Amaç Madde 1 - Bu Kanunun amaci, ülkenin ulastirma ve haberlesme sistem ve hizmetlerinin ülkenin ihtiyaçlarina uygun olarak tesisi ve gelistirilmesi için Ulastirma Bakanliginin kurulmasina, teskilat ve görevlerine iliskin esaslari düzenlemektir. IKINCI KISIM - Bakanlik Merkez Teskilati ÜÇÜNCÜ KISIM - Tasra Teskilati DÖRDÜNCÜ KISIM - Sorumluluk ve Yetkiler BESINCI KISIM - Çesitli Hükümler

    27. SIVIL HAVACILIK GENEL MÜDÜRLÜGÜ KANUNU – 5431 10/11/2005 ilk yayin BIRINCI BÖLÜM - Amaç ve Tanimlar MADDE 1.- Bu Kanunun amaci; Ulastirma Bakanligina bagli, kamu tüzel kisiligini haiz, özel bütçeli Sivil Havacilik Genel Müdürlügünün teskilat, görev, yetki ve sorumluluklari ile ilgili esaslari düzenlemektir. IKINCI BÖLÜM - Teskilat, Görevler ve Yetkiler ÜÇÜNCÜ BÖLÜM - Ana Hizmet Birimleri MADDE 7.- Genel Müdürlügün ana hizmet birimleri sunlardir: a) Uçus Standartlari Daire Baskanligi. b) Hava Ulasim Daire Baskanligi. c) Hava Seyrüsefer Daire Baskanligi. d) Hava Alanlari Daire Baskanligi. e) Havacilik Güvenligi Daire Baskanligi. DÖRDÜNCÜ BÖLÜM - Danisma Birimleri BESINCI BÖLÜM - Yardimci Hizmet Birimleri ALTINCI BÖLÜM - Sorumluluk, Yetki Devri, Atama ve Düzenleme Yapma YEDINCI BÖLÜM - Teknik Denetçilige Görevlendirme, Havacilik Uzmanligi, Personelin Statüsü SEKIZINCI BÖLÜM Gelirler, Anlasmalarla Hizmet Yapma ve Anlasmazliklarin Halli DOKUZUNCU BÖLÜM - Degistirilen ve Yürürlükten Kaldirilan Hükümler ONUNCU BÖLÜM - Geçici ve Son Hükümler

    29. Part-M Subpart E Components M.A.501 Installation As amended by ED Decision 2006/14/R Definition of “Standard parts” as per ED Decision 2006/14/R Standart parça, bilinen ve dizayn, imalat, test ve kabul kriterlerini ve üniform isaretleme gerekliliklerini içeren bir endüstri, otorite veya hükümet spesifikasyonuna göre imal edilmis parçalardir. Bu spesifikasyon, parçanin imalati ve uygunlugunu belirlemek için gerekli olan tüm bilgileri içermelidir. Bu bilgiler (spesifikasyon) o sekilde yayinlanmalidir ki, herhangi bir kurulus parçayi imal edebilsin. Standard parça spesifikasyon örnekleri asagida verilmistir : National Aerospace Standards (NAS) Army-Navy Aeronautical Standards (AN) Sociaty of Automative Engineers (SAE) SAE Sematec Joint Electron Device Engineering Council Joint Electron Tube Engineering Council American National Standards Institute (ANSI) EN Specifications, v.b. Standard parçalar, ‘conformity statement’ (Certificate of Conformity) ile alinabilir. Imalatçi referansi,tedarikçi, v.b. bilgiler parça ile birlikte bulunmali ve saklanmalidir. Standard parçalar disindaki tüm parçalar için EASA Form One veya esdegeri gerekir. Standard parçalarda herhangi bir tamir islemi yapilamaz. Ham malzeme (raw material) veya sarf malzeme (consumable material), sadece imalatçinin bakim verilerinde verilmis veya Part-145’de belirtilmisse kullanilabilir. (kaynak:t.akbil) Part-M Subpart E Components M.A.501 Installation As amended by ED Decision 2006/14/R Definition of “Standard parts” as per ED Decision 2006/14/R Standart parça, bilinen ve dizayn, imalat, test ve kabul kriterlerini ve üniform isaretleme gerekliliklerini içeren bir endüstri, otorite veya hükümet spesifikasyonuna göre imal edilmis parçalardir. Bu spesifikasyon, parçanin imalati ve uygunlugunu belirlemek için gerekli olan tüm bilgileri içermelidir. Bu bilgiler (spesifikasyon) o sekilde yayinlanmalidir ki, herhangi bir kurulus parçayi imal edebilsin. Standard parça spesifikasyon örnekleri asagida verilmistir : National Aerospace Standards (NAS) Army-Navy Aeronautical Standards (AN) Sociaty of Automative Engineers (SAE) SAE Sematec Joint Electron Device Engineering Council Joint Electron Tube Engineering Council American National Standards Institute (ANSI) EN Specifications, v.b. Standard parçalar, ‘conformity statement’ (Certificate of Conformity) ile alinabilir. Imalatçi referansi,tedarikçi, v.b. bilgiler parça ile birlikte bulunmali ve saklanmalidir. Standard parçalar disindaki tüm parçalar için EASA Form One veya esdegeri gerekir. Standard parçalarda herhangi bir tamir islemi yapilamaz. Ham malzeme (raw material) veya sarf malzeme (consumable material), sadece imalatçinin bakim verilerinde verilmis veya Part-145’de belirtilmisse kullanilabilir. (kaynak:t.akbil)

    32. AMC 145.A.42(b) Acceptance of components As amended by ED Decision 2007/02/R EASA Form 1 identifies the eligibility and status of an aircraft component. Importance of Block 13 "Remarks". The receiving organisation should be satisfied that the component is in satisfactory condition and has been appropriately released to service. The organisation should ensure that the component meets the approved data/standard, i.e. by reference to the manufacturer's parts catalogue or other approved data (i.e. Service Bulletin). Ensuring compliance with applicable ADs, the status of any life limited parts fitted to the aircraft component, as well as Critical Design Configuration Control Limitations. AMC 145.A.42(b) : Komponentlerin kabulü : CDCCL’e uygunluk gözetilmeli ve EASA Form One, Blok 13’de gerekli açiklama yapilmalidir. (CDCCL’e uygunluk gözetilmeli ve EASA Form One, Blok 13’de gerekli açiklama yapilmalidir. ) AMC 145.A.42(b) Acceptance of components As amended by ED Decision 2007/02/R EASA Form 1 identifies the eligibility and status of an aircraft component. Importance of Block 13 "Remarks". The receiving organisation should be satisfied that the component is in satisfactory condition and has been appropriately released to service. The organisation should ensure that the component meets the approved data/standard, i.e. by reference to the manufacturer's parts catalogue or other approved data (i.e. Service Bulletin). Ensuring compliance with applicable ADs, the status of any life limited parts fitted to the aircraft component, as well as Critical Design Configuration Control Limitations. AMC 145.A.42(b) : Komponentlerin kabulü : CDCCL’e uygunluk gözetilmeli ve EASA Form One, Blok 13’de gerekli açiklama yapilmalidir. (CDCCL’e uygunluk gözetilmeli ve EASA Form One, Blok 13’de gerekli açiklama yapilmalidir. )

    34. Tesekkürler!

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