EASA Certification Memorandum – Approved Model List changes


1.1. Purpose and scope
The purpose of this Certification Memorandum is to provide specific guideline for those seeking approval for an application for an Approved Model List (AML) Supplemental Type Certificate (STC), an AML Major Change or AML Minor Change.  These three kinds of approvals are covered by the term AML-Changes in the frame of this CM. This CM does not add any additional regulation but attempts to clarify how the existing requirements can be taken into account when applying for the approval of an AML-Change.

Additionally, this CM aims to coordinate EASA efforts on the subject of AML-STCs with the policy set by the FAA on similar kind of approvals as detailed in the FAA AC 20-180.

EASA SIB 2018-12 : Post de-icing/anti-icing checks


Quote from the Swedish Accident Investigation Authorities (RJ100) Final Report;

“A contributing factor was that the de-icing operation had insufficient organisational support to help the staff to resist requests of departure on time and to ensure that the de-icing was properly executed despite actual or experienced time shortage.”


SAE AS6285 “Aircraft Ground De-icing/Anti-Icing Processes”, latest published version refers.

EU exit

The UK Government’s position

The UK Government has been clear that as the UK exits the EU, its aim is to ensure continued transport connectivity in support of successful economic and social ties, and as part of a deep and special future relationship.

On 7 June 2018, the Government published a series of slides on the ‘Framework for the future UK-EU partnership’ for transport, in which it sets out its desire to secure liberal aviation market access arrangements. The slides also reaffirmed the desire, first set out by the Prime Minister in her Mansion House speech in March, to explore the terms of participation in EASA.

The Government is confident of delivering a good deal which achieves this ambition. The UK and EU have a common interest in getting the best outcome – people right across Europe benefit from liberal aviation market access, whether travelling for business or for leisure – and starting from a position of regulatory alignment.

The UK Government does not want or expect a scenario in which the UK leaves the EU without a deal. However, the Government has also publicly said that it has a duty to plan for the unlikely scenario in which no mutually satisfactory deal can be reached.

The CAA’s role in EU exit

Determining the future relationship is a matter for the UK Government in its negotiations with the EU. The CAA welcomes the ambition for aviation – including exploring participation in EASA – set out on 7 June 2018. The CAA understands that the aviation industry and its consumers want as much clarity as possible with respect to the UK’s future relationship with the EU.

This page sets out the work that the CAA is undertaking in relation to EU withdrawal, including the plans we are making for a potential non-negotiated withdrawal from the EU in March 2019.

As a responsible regulator, the CAA is undertaking the following activities in preparation for EU withdrawal.

Supporting the Government in the EU exit process and preparations:

  • Providing technical advice and support to negotiations where requested;
  • Providing legal and policy support in developing legislation (the EU (Withdrawal) Act 2018) to ensure that the statute book continues to function in all scenarios; and
  • Working with the Department for Transport (DfT) to develop and implement Bilateral Air Safety Agreements or similar agreements with the USA, Brazil and Canada to replace those currently in place with the EU for when they are needed.

Preparing and resourcing a contingency plan for the regulation of aviation in the unlikely event of a non-negotiated withdrawal from the EU in March 2019.

CAA support to the UK Government

Providing technical advice

As the UK’s aviation regulator, the CAA provides ongoing advice to the Government on request on technical aviation matters for support during the negotiations.

Preparing for exit

The EU (Withdrawal) Act 2018 will convert, if required, existing EU law into UK law, and preserve existing UK laws which implement EU obligations, ensuring a smooth and orderly exit.

The DfT will be making associated secondary legislation to ensure a functioning statute book, and the CAA is providing legal and policy support for this.

Bilateral Air Safety Agreements

The UK and EU have agreed that, during the Implementation Period, the UK is to be treated as a Member State for the purposes of international agreements for the duration of the implementation period. This includes the EU-level Bilateral Air Safety Agreements with the US, Canada and Brazil.

The DfT and CAA are working with their counterpart national aviation authorities to put in place equivalent agreements for when they are needed.

CAA preparation for a non-negotiated EU exit

The CAA has been clear since the EU referendum that we consider that the most positive outcome for UK consumers and the aviation industry would be one where the UK has continued participation within the EASA system and for existing systems of mutual recognition between the UK and EASA Member States to remain.

The Government has also said it is keen to explore the terms of EASA participation as part of its negotiation with the EU.

Our planning includes a scenario in which the UK Government and CAA take all reasonable steps within their control to reduce disruption to the aviation industry, but the EU does not agree to a mutual recognition arrangement.

The CAA encourages the aviation and aerospace industries, and individuals who rely on EU permissions to operate (to any extent), to consider what actions if any may be required on their part to enable them to continue to operate.  This webpage explains the CAA’s own approach to EU exit preparedness, and does not constitute legal or commercial advice to industry.

Planning assumptions for a non-negotiated exit

To help organisations with their own planning for EU exit, we have listed the assumptions that we used to develop our approach for a potential non-negotiated withdrawal from the EU in March 2019.
These assumptions are not representative of the CAA’s view of the most likely, or desirable, outcome of negotiations and do not reflect Government policy, but allow us as a responsible regulator to prepare for all possible scenarios.  In a non-negotiated outcome at March 2019, we have assumed that:

  • The UK leaves the EU at 11 pm on 29 March 2019.
  • Through the EU (Withdrawal) Act 2018, the UK adopts all European aviation laws at the point of exit.  Changes will be made to ensure those laws are legally operable.
  • The UK continues to mirror EU aviation regulations for at least a two year period.
  • The UK withdraws completely from the EASA system in March 2019, meaning that the CAA will need to make arrangements to fulfil regulatory functions without having EASA as a technical agent and having without having access to EASA and EU-level capabilities.
  • The UK is no longer included in EU-level Bilateral Aviation Safety Agreements.
  • There is no mutual recognition agreement between the EU and the UK for aviation licences, approvals and certificates.
  • UK-issued EASA licences and approvals are no longer recognised in the EU post-EU exit.
  • The EU treats UK airlines as Third Country Operators.
  • All licences issued by the CAA under EU legislation, and all type approval certificates and third country approvals issued by EASAunder EU legislation, will continue to have validity under UK law, if they were effective immediately before exit day.
  • The UK minimises additional requirements for licences, approvals and certificates from EU aviation and aerospace companies providing services and goods in the UK.

Bringing EU regulation into UK law

Under a non-negotiated withdrawal scenario, a number of regulatory processes will need to be brought back within the UK system so that we are able to continue to regulate the UK aviation industry. This means that our preparatory work includes adjusting existing systems so that they could continue to work in exactly the same way as now – but with the UK Government and the CAA fulfilling regulatory functions independently of the EU.

Developing new functions and capabilities

Within this scenario, translating EU aviation law into UK law will require the CAA to take on new functions, some of which are currently delivered by EASA. The CAA has started to implement plans to fulfil these functions should they be needed following the UK’s departure from the EU. As an example, the CAA is creating the capability required for the UK to fulfil State of Design responsibilities independently of EASA should that be needed once the UK leaves the EU.

Air Transport Agreements

The CAA has no direct role in the negotiation of air transport agreements, which govern the rights to fly between two countries. These are formal treaties and are negotiated directly between governments.

Note: Above shares ‘https://www.caa.co.uk/Our-work/About-us/EU-exit’.

Start of something new…… Congratulations IAG!

Iberia takes delivery of its first Airbus A350-900

"Placido Domingo", first IB A350, first flight May 29, 2018, delivered June 26, 2018

Iberia, Spain’s flag carrier and a founding member of the IAG’s group of airlines, has taken delivery of its first of 16 Airbus A350 XWB on order, becoming the 18th airline to operate the world’s newest and most efficient twin-engine widebody.

The pictured Airbus A350-941 F-WZNP (msn 219), named “Placido Domingo”, was handed over as EC-MXV on June 26, 2018 and immediately ferried to the Madrid base.

Above Photo: Airbus.

The aircraft is the first Airbus A350-900 to feature the latest performance improvement package including a wing twist, extended winglets and increased maximum takeoff weight capability, delivering unrivalled performance across Iberia’s network. The aircraft is configured in a premium three-class layout, with 348 seats, including 31 full lie-flat bed Business, 24 Premium Economy and 293 Economy seats.

The A350-900 will join Iberia’s all-Airbus fleet comprising more than 100 aircraft (including Iberia Express), allowing them to leverage the full benefit of Airbus’ unique aircraft family commonality.

In order to reduce its carbon footprint, the A350 XWB delivery flight from Toulouse to Madrid was fuelled with a blend of sustainable jet fuel.

The A350 XWB features the latest aerodynamic design, carbon fibre fuselage and wings, plus new fuel-efficient Rolls-Royce Trent XWB engines. Together, these latest technologies translate into unrivalled levels of operational efficiency, with a 25 percent reduction in fuel burn and emissions, and significantly lower maintenance costs. As the founding member of “Airspace by Airbus” cabin brand, the A350 XWB cabin provides passengers and crews the best in comfort, well-being and technology.

To date, Airbus has recorded 847 firm orders for the A350 XWB from 44 customers worldwide, already making it one of the most successful widebody aircraft ever.

Top Copyright Photo: Iberia Airbus A350-941 F-WZNP (EC-MXV) (msn 219) TLS (Eurospot). Image: 942236.

Iberia aircraft slide show:


Sharing the cost of flying.

4 May, 2018
Four years after ‘cost sharing’ rules for general aviation were relaxed across Europe, the UK Civil Aviation Authority (CAA) is reminding pilots and aircraft owners of the opportunities brought about by the change.
Following the introduction of a new set of Air Ops regulations by the European Aviation Safety Agency (EASA) in April 2014, costs of private flights no longer need to be shared equally between pilots and passengers. Private pilots are also allowed to carry passengers who are not friends, family or flying colleagues. Previously, the pilot of a GA aircraft keen to carry passengers was bound by a number of restrictive rules designed to prevent the pilot benefiting financially in any way. Profit is still not permitted but the costs can now be shared as set out in the rules.
As a result of the relaxation of the rules, European GA pilots can now sign up with dedicated online flight sharing services to help fund their recreational flying. These services match pilots with passengers for specific journeys and co-ordinate the admin between the two parties. Pilots who take advantage of these services can build up their hours and therefore their experience.
In a blog published today Tony Rapson, the Head of the CAA’s General Aviation Unit, sets out in more detail the rules around cost sharing, to help allay any misunderstanding within the GA community. The CAA is also publishing an article on cost sharing from its forthcoming GA safety magazine CluedUP. The full magazine will be published at the end of May, and will be available free of charge to GA pilots in both print and electronic formats.