The JAA and FAA have agreed to perform mutually validation, using the agreed FAA/JAA Validation Principles documents. This process is being applied, to the extent practicable, on current validation projects and are applied to all new validation projects unless the Applicant elects to use the "Co-operative and Concurrent Certification" procedure as was applied to the Boeing 717.

On the engine side Joint Type Certification/Validation have been completed on:

MD HS MD 900 Explorer and variants (category A, IFR, Gross Weight increase).

	United Technologies Sikorsky S92 (JAR-29):  FAA
	Bell 427:  TCA
	Bell-Agusta D609 Tilt Rotor:  FAA

	Joint Multinational and Joint Local Certification
	Design Organisation Approval
	Production Organisation Approval
	Joint Technical Standard Order Authorisation
	JAA STC Procedures
	JAA Validation Procedures based on Validation Item Concept (JVPVIC)

Maintenance Review Boards (MRB)

The MRB process is a logic method used by aircraft manufacturers in conjunction with operators to develop a maintenance programme for each new large aircraft type.

The MRB procedure was first published in July 1993 as chapter 16 of JAA administrative and guidance material and has been used ever since as the basis for all new large aircraft.

Maintenance Standardisation

The JAA concept for the approval of maintenance is that this is the responsibility of the national authorities; however, an important foundation for the mutual acceptance of maintenance is the use of Maintenance Standardisation Teams (MAST). Three such teams are operating and visits continue since 1993 to be carried out to all "full" JAA members about every 15 months.

The National Authorities and organisations located in the USA/Canada which have been accepted in accordance with JAR-145 by JAA are subject to sample audits carried out by Maintenance International Standardisation Teams (MIST) operating in a similar manner to MAST teams. Canada and all FAA regions of the USA continue to be audited every 12 months in the case of the USA and 18 months for Canada.

Maintenance Bilaterals

The JAA has been working for some time with both the FAA for the USA and Transport Canada to agree a bilateral covering maintenance. The Maintenance Implementation Procedures (MIP) dated May 97 was accepted by the JAA Committee and the FAA in June 97 to form the basis of agreements to be signed by the FAA and each JAA-NAA. Germany, Ireland and France signed the MIP and implementation of the bilateral agreement is expected to start shortly after. Other JAA-NAAs are expected to sign aswell. An agreement was signed in July 1996 between Canada and all JAA countries. These agreements should make our work a little easier as it will be possible to place greater reliance on the American and Canadian systems.

3.3   Operations

JAR-OPS Parts 1 and 3 (covering Commercial Air Transportation by aeroplanes and helicopters respectively) were adopted by the JAA Committee at the end of March 1995, the first issue being published on 22 May. At that time it was decided that JAR-OPS should, initially, be implemented under national legislation no later than 1 April 1998 with JAR-OPS 1 being subject to "phased implementation" such that the operators of large aeroplanes (those over 10 tonnes MTOM or with 20 or more passenger seats) and mixed fleets of large and small aeroplanes would be affected first, followed 1 year later (1 April 1999) by those AOC Holders operating small aeroplanes only. It was intended that JAR-OPS 3 should be implemented in toto on 1 April 1998.

As the Authorities and the industry have been working towards these implementation dates, the workload on both the Authorities and the operating industry, and the fact that some impending amendments were being processed, necessitated a delay in implementation.

The proposed Subparts of JAR-OPS Parts 1 & 3 on Flight and Duty Time Limitations and Rest Requirements (Subpart Q) have been the subject of particularly careful consideration, the JAR-OPS 1 material being sent out for consultation on three occasions to date. For a variety of reasons, these important elements of JAR-OPS have not yet been adopted. The current situation in this area is that the European Commission has resolved to try and adopt a 'new approach' with a view to progressing the issue. There has been considerable general discussion on the subject in the EU forum and the European Commission is now preparing draft proposals drawing upon these discussions. As a result of this activity, the JAA Committee has decided to await developments before considering the matter further.

Since the adoption and publication of JAR-OPS 1 and 3, the Operations Joint Implementation Procedures have been completed and published. These procedures must be followed by the authorities when implementing JAR-OPS in all JAA Member States. Included in this material is the mechanism under which Operations Standardisation Teams (OPST) (similar in function to the MAST system for maintenance) will operate. Unfortunately, for different reasons, the work of the OPSTs has not been started yet. In advance of the commencement of this standardisation activity, JAR-OPS training is being provided by the JAA Headquarters Operations Division for both Authorities and industry personnel. JAR-OPS Training commenced at the end of October 1995.

A 'package' of proposed amendments to JAR-OPS 1 (NPA-OPS-7) was sent out for consultation in the first quarter of 1997. The changes proposed vary between those necessitated by amendments to ICAO Annex 6 (upon which JAR-OPS 1 is based) and other proposals that could not be included in the first issue of JAR-OPS 1. The processing of comments arising from this NPA started at the beginning of May and was completed at the end of 1997. The amendments have been incorporated in a new edition of JAR-OPS 1 identified as Change 1, dated 1 March 1998. A corresponding 'package' of amendments for JAR-OPS 3 was sent out for consultation early in 1998. The results were processed and published in an updated version, JAR-OPS 3, change 1, dated 1 February 1999.

Operational requirements covering General Aviation (including Aerial Work) activity by aeroplanes and helicopters will be contained in Parts 2 and 4 respectively. Work has started on JAR-OPS 2 and 4 with the Aerial Work and General Aviation Sub-Committee (AWGAS), concentrating on Corporate Transport and the Helicopter Sub-Committee (HSC) primarily concerned with Commercial Aerial Work. The intention remains that both sub-committees will produce draft material - AWGAS for aeroplanes and the HSC for helicopters. In addition a concept paper is to be developed by the end of this year which will discuss and recommendd to the JAAC those areas of general aviation activity which should be regulated in JAR-OPS Parts 2 & 4.

In addition to the above-mentioned operational regulations, requirements have also been developed for Flight Simulators and Flight Navigation and Procedures Trainers. All of the requirements concerning the evaluation and qualification of the various types of Synthetic Training Devices used for training flight crew are covered by a set of requirements, to be known as JAR-STD (Synthetic Training Devices), which will be divided into separate Parts. The suffixes 'A' and 'H' are used to denote the applicability of the various Parts of JAR-STD to Aeroplanes or Helicopters respectively. The first of these (JAR-STD Part 1A) addresses Flight Simulators (Aeroplanes) and was published on 30 April 1997. The implementation date of JAR-STD Part 1A coincided with that of JAR-OPS 1 implementation in April 1998. JAR-STD 3A which governs Flight and Navigation Procedures Trainers was published on 9 January 1998 and has an implementation date coincident with that of JAR-FCL in July 1999. JAR-STD 2A addressing Flight Training Devices (FTD) of aeroplanes having been developed and undergone the NPA process, was adopted in March 1999 by the JAAC. Additional Parts of JAR-STD will be developed to cover Helicopter Synthetic Training Devices. Draft JAR-STD 1H (Flight Simulators Helicopters) is out for comment under NPA-STD-5 and work is in process for JAR-STD 3H (Helicopter FNPT). If deemed necessary, certain other types of synthetic training devices will be addressed. The intention behind JAR-STD is that there should be a single evaluation of a Synthetic Training Device, the findings of which should be acceptable to all JAA Member Authorities. Such processes should result in considerable savings in that repetitious evaluations by individual authorities will no longer be required.

In a manner similar to that followed for JAR-OPS, Joint Implementation Procedures for JAR-STD have now been completed and published. As with the procedures relating to JAR-OPS, the procedures for JAR-STD must be followed by the Authorities when evaluating and qualifying Synthetic Training Devices in accordance with JAR-STD. STD Standardisation Teams, modelled on the principles established for OPSTs and MAST, have commenced their activity in 1998, co-ordinated by the JAA Headquarters Operations Division. For the time being 7 JAA Authorities enjoy mutual recognition of Flight Simulator Evaluations and qualifications.

3.4   Licensing

Licensing involves all matters relating to personnel training, testing, authorisation and medical certificates. Arrangements applicable to flight crews have been adopted with a distinction being made between regulatory licensing requirements (known as JAR-FCL) and their accompanying implementation procedures, referred to as the Joint Implementation Procedures (JIP).

JAR-FCL 1 (Aeroplane), 2 (Helicopter), 3 (Medical) and 4 (Flight Engineers) contain licensing and medical requirements for flight crews and include acceptable means of compliance and interpretative material for training, testing and licensing of Airline Transport Pilots, Commercial Pilots, Flight Engineers and Private Pilots for aeroplanes and helicopters. The medical requirements are set out in JAR-FCL 3 which further comprises the Aviation Medical Manual, providing guidance for Authorised Medical Examiners and Aeromedical Sections of the National Authorities.

After adoption of JAR-FCL 1 and 3 by the JAAC in 1996 and JAR-FCL 2 in 1997, several NPAs have been issued to further improve the documents. Implementation of JAR-FCL 1 and 3 commenced from 1 July 1999 and all States are busy with their implementation plans. Implementation of JAR-FCL 2 will follow starting January 2000. JAR-FCL 1 has been re-issued as "Amendment 1" and incorporates the contents of 3 NPAs. JAR-FCL 2 and 3 will be re-issued later in 2000, incorporating the results of the NPA process aswell.

The responsibility to issue JAR-FCL licences, certificates, ratings and authorisations rests with the National Authorities. By adopting and implementing a common set of requirements, the overall aim is to achieve mutual recognition of licences between all JAA Member States. Licensing and Medical Standardisation Teams took up their work in May 1999 and the results of their visits are evaluated in the Licensing Division. Recommendation for mutual recognition of licences is issued to the JAA Committee when compliance with JAR-FCL and JIP has been demonstrated.

Future work on JAR-FCL requirements may also include the development of JAR-FCL 5 (Gliders and Balloons).

Training courses on the JAA structure, JAR-FCL and JIP continue to be made available to Authorities' staff, Industry and Organisations, in order to familiarise personnel with the new requirements in the field of Flight Crew Licensing.