CS 26.1 Purpose and scope

This table is intended to be a quick cross-reference table between those requirements that are contained on the one hand in Part-26, CS-26 and GM 26, and on the other hand their ‘parent’ airworthiness code, if one exists, i.e. JAR-26, the FAA’s FAR-25 and/or FAR Part 121, as well as the related EU-OPS and the new EASA Operational requirements. This table is only indicative, and it does not pre-empt compliance with the applicable requirements, which shall be assessed by the competent authority.

[Issue: 26/2]

[Issue: 26/3]

For the initial issue of Part-26, which is a transposition of existing JAR-26 requirements, the operators will be responsible for showing compliance. In most cases this can be done by referring to the certification basis of the aircraft or the approved changes in which the amendment level of the certification specification will indicate compliance. In any case, the JAR-26 requirements should have been implemented already by EU operators and since the CS-26 text is equivalent to the JAR-26 text, compliance with JAR-26 means also compliance with Part-26. See also Article 5 of the Commission Regulation (EU) 2015/640. In the rare case where the above possibilities are not sufficient, showing compliance by the operator directly to the NAA will be difficult. They will need to involve the design approval holder of the aircraft or the approved change as relevant. This design approval holder should then apply to the EASA for certification that the design complies with the relevant CS-26 or CS-25 paragraph, special condition or equivalent safety case. With that approval information the operator can show compliance to the NAA.

[Issue: 26/2]

[Issue: 26/5]