airworthiness in the military aviation in the eu. « the emars · 2017. 12. 23. · based on civil...

Airworthiness in the military aviation in the EU.

« The EMARs »

66th EAMTC, Lulea, 13th & 14th March 2017 Colonel Stéphane Copéret.

Chairman Continuing Airworthiness Advisory Group MAWA Forum

www.eda.europa.eu 2

Topics / Briefing plan • Background & General context:

- Early impulses.

- Political decision: EU military airworthiness Policy.

- The MAWA Forum approach.

• The EMARs.

- Common principles.

- Focus on Training : EMAR 147 & 66.

• Current situation, challenges & progress achieved.

- Implementation current status.

- Comparison: Civil Military.

- Recognition.

• Way forward & future EDA activities.

- EMAR update.

- SMS implementation.

- Specific rules for RPAS

• General review

- Learning's & obstacles

- Results, achievements & benefits

www.eda.europa.eu 3

Airworthiness in the military aviation, why? Background & General context:

Early impulses:

• A fundamental consideration.

- Civil agencies cannot regulate military aviation.

- Military aviation does not have to comply with civil regulation.

• Several dramatic accidents.

- MIRAGE F1

- CAP 232

- NIMROD

- US C130

www.eda.europa.eu 4

Background & General context:

Early impulses:

A political will : following the civil trend.

Creation of the EASA

Single European Sky

Civil aviation recognized the need for harmonization much earlier than the

military (sovereignty, competition, defense issues etc)

However, military in Europe recognized that there were drawbacks to the

existing fragmented approach to airworthiness management

First steps were made when nations started common multinational

programmes ( Typhoon, NH90, A400M….) and also with the increased

integration of aerospace industry in military aircraft ‘total-support’ contracts.

www.eda.europa.eu 5


Political Decisions : EU military airworthiness Policy.

• Nov 2008 – EDA’s Steering Board (in Defence Ministers’ formation)

decided to establish the Military Airworthiness

• Authorities (MAWA) Forum with a view to developing an EU-wide military

airworthiness regulatory framework

• Nov 2009 - Defence Ministers’ Political Declaration for the ‘timely

development and early implementation’ of the harmonised European

Military Airworthiness Requirements (EMARs) into national regulations

• Defence Minister’s Political Declaration on Certification and

Airworthiness of 19 Nov 2013.

www.eda.europa.eu 6


MAWA Forum approach & the EMARs strategy :

MAWA Forum is made up of representatives from European National Military

Airworthiness Authorities (or equivalent)

MAWA Forum has the mandate, responsibility and authority to develop the

harmonised EMARs

Important Note:

Implementation of the EMARs into national regulations remains a sovereign national

decision, noting the political declarations made in Nov 2009 and 2013.

www.eda.europa.eu 7

MAWA

Forum

ARAG

Airworthiness Regulation Advisory Group

Policy:

BFD

EMAD 1

EMAD R

DPAG

Design & Production Advisory Group

Initial Airworthiness:

EMAR 21 update

EMAD MFTP

CAWAG

Continuing Airworthiness Advisory Group

Continuing Airworthiness

EMAR 145 update

EMAR M update

EMAR 147 update

EMAR 66 update

RPAS

Remotely Piloted Aircraft System Advisory Group

RPAS airworthiness policy

EMAR “RPAS”


www.eda.europa.eu 8

09/03/2016 DSAÉ

FI

IS

GE

AM

AZ

EE

UA

MD

TR

CY

FR

LV

LT

BE

NL

DE

UK

IE BY

RO

AL

BG

GR

CH

IT

AT HU

ES PT

DK

NO SE

PL

CZ

MT

BA

MA

DZ

TN

SY IQ

IR

KZ

RU

LU SK

SI HR

RU

27 EDA pMS

(participating Member States)

= 27 EU States – DK

ME KO

RS

FYROM

pMS having approved the BFD

pMS having not approved the BFD

8

www.eda.europa.eu 9


MAWA Forum

none MAWA members

EMAR implemented or process in work

EMAR envisaged (to be confirmed)

EMAR compliant

observers

participating Member States

www.eda.europa.eu 10

The EMARs

Common principles. Based on Civil rules. PART (currently amendment M7 2012)

Follow civil changes & stay as close as possible to the civil.

Same philosophy.

Exactly same structure: 21, 145, 147, 66, M

AMC & GM…

Section A & Section B…

Same type of Forms….

EMARs = standards ≠ PART = law

Few differences: mainly wording militarisation Use of military terminology where appropriate.

Civil approvals or certification recognized the military recognise what is done and certified in

the civil.

All military aircraft considered as complex motor powered (Group 1).

Summer 2017 EMAR framework completed


The EMARs

MILITARY AIRWORTHINESS

AUTHORITIES FORUM

EMAR 145


AUTHORITIES FORUM

EMAR M


AUTHORITIES FORUM

EMAR 147


AUTHORITIES FORUM

EMAR 66


AUTHORITIES FORUM

EMAR 145

AMC + GM


AUTHORITIES FORUM

EMAR M

AMC + GM


AUTHORITIES FORUM

EMAR 147

AMC + GM


AUTHORITIES FORUM

EMAR 66

AMC + GM


AUTHORITIES FORUM

EMAR 21


AUTHORITIES FORUM

EMAR 21

AMC + GM MILITARY AIRWORTHINESS AUTHORITIES FORUM

EMAD 1


AUTHORITIES FORUM

EMAD R


AUTHORITIES FORUM

EMAD

MFTP


AUTHORITIES FORUM

EMACC


AUTHORITIES FORUM

EMAR

FORM


PART

Civil aircraft Military aircraft Military aircraft

EU Regulation law pMS Regulations law EU Requirements standard

Main differences and main similarities The EMARs

EASA & CAAs

EMAR

EDA & MAWA FORUM

EMAR FR

DSAE / DGA

PERAM

DGAM

DEMAR

LUFABW

MRP

MAA UK

PMAR

AAN

BMAR

MAA BE

DAAA

MAA NLD ……


EU Rulemaking Structure for civil aviation : “the PART System”

Council Regulation (EC) 216/2008

“Basic Regulation”

Annex I – Essential Requirements

Annex II – Excluded Aircraft

Annex III – Pilot Licensing

Annex IV – Air Operations

Annex V – Qualified Entities

Annex VI – Correlation Table

Commission Regulation (EU) 748/2012

“Initial & continued Airworthiness”

Annex I – Part 21

AMC & GM

Approved Means of Compliants & Guidance Material

“Certification”

AMC & GM


“Continuing Airworthiness”

Commission Regulation (EU) 1321/2014


Annex I – Part M

Annex II – Part 145

Annex III – Part 66

Annex IV – Part 147

Annex V – Part T

RE

GU

LA

TIO

NS

AGENCY MEASURES

Military aviation regulation

As a mirror to

Civil regulation


French Rulemaking Structure for State’s aviation : “the EMAR FR System”

Decree 2013 367

Order – “Duties”

Order – “Conditions”

Order – “Registration”

Order – “Continuing Airworthiness”

Order – “Remotely Piloted Aircraft System”

Instruction

“Initial Airworthiness”

FRA 21

AMC & GM


“Certification”

AMC & GM



Instruction


EMAR FR M

EMAR FR 145

EMAR FR 66

EMAR FR 147

RE

GU

LA

TIO

NS

In

terd

epart

menta

l level

Authorities Level


DESIGN ORGANISATION PRODUCTION

ORGANISATION

TRAINING

TECHNICIAN

AIRCRAFT

A/W MANAGEMENT ORGANISATION

TYPE CERTIFICATE

MAINTENANCE ORGANISATION

OPERATOR AERONAUTICAL COMPANY

General overview of airworthiness organization in Europe.

TRAINING ORGANISATION

AIRWORTHINESS FRAMEWORK

INITIAL AIRWORTHINESS

CONTINUED AIRWORTHINESS

CONTINUING AIRWORTHINESS

AERONAUTICAL ACTIVITY

OPERATIONS

AV

IAT

ION

AU

TH

OR

ITY

APPROVAL / OVERSIGHT

APPROVAL / OVERSIGHT

CERTIFICATION / REVIEW

OVERSIGHT / AIRWORTHINESS DIRECTIVES

CERTIFICATION

LICENSING

« DO » « PO »

« MTO »

« MO » « CAMO »

CAA’s

The EMARs



ORGANISATION

TRAINING

TECHNICIAN

AIRCRAFT


TYPE CERTIFICATE


OPERATOR COMPANY

AIR FORCE

AV

IAT

ION

AU

TH

OR

ITY

General overview of airworthiness organization in Europe in the civil.






OPERATIONS

PART 21 J PART 21 G

PART 145 PART 147 PART 66

PART M

CAA’s

The EMARs



ORGANISATION

TRAINING

TECHNICIAN

AIRCRAFT


TYPE CERTIFICATE


OPERATOR

AIR

FORCES

AV

IAT

ION

AU

TH

OR

ITY

General overview of airworthiness organization in Europe in the military in France.






OPERATIONS

FRA 21 J FRA 21 G

EMAR FR 145

EMAR FR

147 EMAR FR

66

EMAR FR M

The EMARs


The EMARs

EMAR 147 (Aircraft Maintenance Training Organisations) Ed 1.0 approved by MAWA Forum on 14th June 2012, Ed 1.1, together with its associated AMC & GM, was approved by the MAWA Forum

on 23rd September 2014.

EMAR 147 / PART 147 Key differences :

A number of “small” differences exist between EMAR 147 and EASA

Part 147 to better suit the military environment:

• Use of military terminology where appropriate.

• Parts of an organisation's EASA exposition that are equally

applicable to satisfy EMAR requirements will generally be accepted

as equivalent in respect of the EMAR MTO exposition.

• Appendix III contains examples of certificates – MTO’s may use

their own certificates provided that all the information is included

• Appendix I has been rewritten:

• No basic course durations (theory or practical) are detailed

(although an NMAA may decide to do this at a national level if

required). gives more flexibility to NMAAs.

• minimum practical training hours required for an individual to be

able to claim reductions in the experience requirements as

detailed in EMAR 66.A.30(a)1(iii) and EMAR 66.A.30(a)2(iii) are

given.


EMAR 66 (Certifying Staff): Ed 1.0 together with its associated AMC & GM, was approved by the MAWA Forum on 23rd September 2014

A number of differences exist between EMAR 66 and EASA Part 66 to better suit the military environment:

• Use of military terminology where appropriate

• Military Aircraft Maintenance Licence (MAML) is non-expiring

• MAML introduces ‘extensions’.

• All military aircraft considered ‘complex motor-powered’ (~Group 1)

• Type Ratings will be determined nationally by each NMAA

• Module 10 (Aviation Legislation) re-written for military environment

• All course durations have been removed (Basic and Type)

• 6 x Military specific modules introduced:

• 50 Essential Principles of Armament

• 51 Weapon Stores System

• 52 Operational Attack Systems

• 53 Surveillance and Electronic Warfare

• 54 Crew Safety

• 55 Military Communications and Navigation Systems

The EMARs

Especially true for

combat aircraft…


The EMARs


For B1/B2, additional paragraphs have been added to

enable reductions in the practical maintenance experience

required to allow for the practical training received during a

basic training course that does not provide the minimum

practical training hours:

“…..practical maintenance experience can be reduced by

the duration of the practical training given during the basic

training course with a maximum reduction of 1 year. (Note:

as a reference 20 hours of practical training will be

considered as being equivalent to a duration of 1 week.”

The EMARs

New paragraph 66.A.30(a)5(ii) added:

To reduce time of practical experience


1350 Aircraft of 70 different types (including RPAS): 1200 in the military and 150 in other services or

administrations. 50 engine & 20 propeller Types.

420 Organizations:

60 « CAMO ». Continuing Airworthiness Management Organizations.

100 « ATO ». Aircraft Training Organizations.

260 « MO ». Maintenance Organizations.

Technician Licenses

10000 to manage

Continuing Airworthiness in the Military in France : Current Situation

Current situation: challenges & progress achieved.


EMAR FR 145, 66, 147, M

COMPLETE FRAMEWORK PUBLICATION

2000 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018

AIRWORTHINESS REGULATION

DECREE & ORDERS PUBLICATION

FRENCH STATE AVIATION SAFETY AUTHORITY

CREATION

21 J : TYPE CERTIFICATION TCs

M : AIRCRAFT AIRWORTHINESS CERTIFICATION CoAs

M : CAMOs ORGANISATION APPROVAL

147 : MTOs TRAINING ORGANISATION APPROVAL

145: MOs MAINTENANCE ORGANISATION APPROVAL

21G: Pos PRODUCTION ORGANISATION APPROVAL

PREPARATORY PHASE IMPLEMENTATION & RISE PHASE CRUISING SPEED PHASE

66 : LICENCE DELIVERY

FRA 145, 66, 147, M

RULES PUBLICATION EMAR FR 145 PIBLICATION

RPAS ORDER PUBLICATION

An ambitious

implementation schedule

First focuse on A/C & AW management

FRA 21

RULES

PUBLICATION

100%

100%

36%

93%

60%

The strategic approach

100%



CIVIL

MILITARY

Rules : PART Standards : EMAR

CAA FR

CAA SP

CAA PT CAA IT

CAA GE

CAA UK

CAA PL

CAA GE

CAA CY

CAA ML

CAA BE

CAA NL

CAA IR

CAA SW

CAA FI

EASA

CAA MA

CAA RO

CAA HU CAA AU

CAA CZ

CAA SLO

CAA LA

CAA ES

CAA

MAA SP

MAA PT

MAA FR

MAA UK

MAA IT

MAA GE

MAA NL

MAA BE



DSAÉ & DGA

“EMAR FR”

MAA UK

“MRP”

LufABw

“DEMAR”

DGAM

“PERAM”

BMAA

“BMAR”

DAAA

“AER.P”

AAN

“PMAR”

NDMA

“EMAR”

RSAF AELD

“AFLO”

DASA

“DASR”

USAF &

NAVY

& ARMY

MAA NLD

“MAR”

MAA TR

“TMAR”

MAA ML

EASA

“PART”

21J

21G

145

147

21J

21G

145

147

21J

21G

145

147

145

145

145

145

21J

om

Potential mutual

interests with FR

A400M

REAPER

C130J

A400M

TIGER

NH90

C130J

A400M

TIGER

MRTT

REAPER

A400M

NH90

MRTT

A400M

NH90

REAPER

C130J

C130 NH90

MRTT

MRTT

TIGER

NH90

MRTT

C130J

C135

REAPER

MRTT A400M A400M A400M

Recognized Process to launch To be studied

MRTT

A400M

C130J

NH90

TIGER

REAPER

Cooperation Pooling & sharing

Spare parts

Common maintenance

Mutual support / operations

Mutual training

Costs benefits

……

The recognition process: interests & potential benefits. Current situation:Recognition


MRTT User’s & Airworthiness issues.

manufacturer AUSTRALIA EAU SAUDI

ARABIA

UK FRANCE SINGAPORE SOUTH

KOREA

MMF GERMANY CANADA

A/C A330

MRTT

A330

MRTT

A330

MRTT

A330

MRTT

FSTA

A330

MRTT

A330

MRTT

A330

MRTT

A330

MRTT

A310

MRTT

A310

MRTT

Number

Regulation

EMAR ? ? PART EMAR ? EMAR EMAR ?

Recognition

Current situation: Recognition The MRTT case


Recognition Activities:

Mutual recognition between FR & UK (in March 2013, FR & UK became first EDA

nations to recognise each others’ activities, in the field of continuing

airworthiness primarily focused on the A400M In-Service Support)

Both FR & UK have recognised ES activities in support of A400M In-Service

Support.

FR recognised DE activities of A400M maintenance and training.

Mutual recognition between UK/DE/IT/ES on design and production on Typhoon.

DE recognised ES on design and production for A400M

Soon global recognition on continuing airworthiness between FR/DE/UK/ES/IT….

Soon NATO recognition process will be launched.

Current situation: Recognition


Way forward & future EDA activities.

EU global policy : EUGS.

Strengthen the ties between EDA/EASA & EDA/NATO

Support & train pMS

Support implementation process of pMS

Support recognition.

EMAR update : DPAG, CAWAG & RPAS Wg core activity.

SMS study & implementation.

Militarization of some AMC 20.


Learning's & obstacles :

A long , hard & ambitious process…. That needs to be accompanied.

Meanings & goals of airworthiness have to be trained both on base and directional levels

A deep cultural & organizational change…. Especially for the CAMO’s activities.

The need for a change management strategy.

Difficulties to cope with: legacy A/C.

Efficiency of quality systems …… a new challenge.

General review.


Results, achievements & benefits of Harmonised Military

• More control, oversight & global rigor.

• A unique regulation adapted to the Military specificities and close to the Civil.

• Safety within Civil & Military aviation is paramount

• ‘Key Enabler’ for ‘Pooling & Sharing’ activities

• Enhanced Military-Military & Civil-Military cooperation Synergy improvement between Civil

& Military.

• Facilitates a common approach to maintenance and repair / Better possibility for military

outsourcing of maintenance and repair

• Cross border maintenance + training

• Improved cooperation on military operations

• Similar licensing and educational schemes for military and civilian maintenance personnel

utilising accepted best practice.

• Next step: enlarge to European level through MAA recognition.

• A consolidated & homogenate situation in Europe: A unique and harmonized way to manage

safety in all the military as well as in the industry.

• General improvement in safety, in maintenance, in logistics, in training, in joint operations, in

budget efficiency, in international cooperation, in aeronautical exports opportunities.

A safer, clearer and more controlled situation

today than yesterday.

General review.

www.eda.europa.eu

Thankyou for your attention!

airworthiness in the military aviation in the eu. « the emars · 2017. 12. 23. · based on civil...

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