The objectives of the agreement set out in Article 2 are presented as a whole. They aim to enable mutual acceptance of knowledge and compliance, promote security and promote regulatory cooperation and harmonization. [3] In addition to the new annexes, the European Union and the United States have agreed to amend the DEA Maintenance Annex to allow maintenance organisations from all UNION Member States to participate in the safety cooperation provided under the basa and to confirm the highest aviation safety standards in the EU and the supervisory function of the European Union Aviation Safety Agency (EASA). The measure, which expands flexibility for the use of flight simulation training equipment, will reduce costs for the aviation industry by reducing dual assessments and reducing the cost of pilot training for airlines, he said. The second new BASA Schedule on Flight Simulation Training Devices will allow mutual acceptance of compliance results as well as documentation on the recurrent evaluation and qualification of full flight simulators based in the EU and the US. It will save resources, including by eliminating double assessments by the European Aviation Safety Agency (EEAS) and the Federal Aviation Administration (FAA). In the aviation sector too, costs will decrease: operators of flight simulation training systems will no longer be reassessed several times and these savings can be passed on to airlines that send pilots in training. In a separate announcement of the agreements, the European Commission said the rules for converting pilot certificates “would ensure that pilots residing in the EU fly aircraft on the basis of licences and ratings issued under the supervision of EU member states in accordance with EU rules. It will also ensure that they obtain and are developing through EU training organisations. The agreement is of particular importance to manufacturers, as it is expected to allow for greater efficiency in transatlantic certification monitoring, airworthiness maintenance and maintenance. BASA does create a one-stop shop by preventing redundant certification activities by validating and accepting both design authorizations and repairs between the US and all 27 EU Member States. As the jurisdiction of the European Aviation Safety Agency (EEAS) is extended, the agreement provides a permanent framework for the negotiation of new technical annexes by both parties. In addition, the implementation of BASA will resolve the long-standing dispute over the certification fees assessed by THE AESA for U.S.

manufacturers. Given their nature, maintenance and repair-related monitoring and enforcement functions may prove to be the most difficult area of agreement for regulators and regulated entities. The complexity of a modern aircraft is hard to overestimate. For example, a Boeing 747-400 has six million parts, 171 miles of wiring and 5 miles of tubes. [7] There are many inspections, maintenance plans and tasks that need to be carried out on a regular basis. There are also unforeseen repairs and parts replacements. All aspects of aircraft maintenance and repair are tightly controlled by thousands of pages of regulatory material, consulting, manufacturing manuals, service bulletins and other documents, creating an additional layer of complexity. Even in a purely national context, maintenance organizations, like other organizations, vary depending on size, corporate culture, skills, customer base and other factors. The volume and complexity of the subjects of FAA maintenance manuals and regulatory equipment, combined with a highly diverse regulated community, monitored by a staff of inspectors geographically distributed, has led to a divergent and inconsistent interpretation and application of the laws that have caused trouble in the United States.