This week’s digest is led by ED Decisions. Three of them cover the FSTD framework and CS-FSTD Issue 1 in support of Regulation (EU) 2026/781, and further decisions cover CS-E Amendment 9 and AMC/GM for aircraft import, airworthiness reviews and occurrence reporting. Three Opinions follow, covering drone security and a lower registration mass threshold, take-off performance monitoring systems on newly produced large aeroplanes, and meteorological service provision. Two NPAs on CS-25 updates and ICAO Annex 16 environmental standards are open for comment.
Executive Director Decisions
Update of FSTD AMC, GM, and CS-FSTD Issue 1 for FCS Framework
Reference: ED Decision 2026/007/R · Published: 15 July 2026
New acceptable means of compliance (AMC) for flight crew operators support a revised framework for flight simulation training devices (FSTDs). The framework is built on an FSTD capability signature (FCS) and a task-to-tool methodology. A Commission implementing regulation of 8 April 2026 introduces both, with the aim of making FSTD qualification and use more flexible.
The operator-facing change amends the AMC on recurrent training and checking in the Air Operations rules (Part-ORO, Subpart FC). It explains how to judge whether an FSTD with an FCS, or an assigned FCS, suits recurrent training or checking. Aeroplanes and helicopters have separate arrangements.
This is one of three linked decisions. The others amend the Aircrew rules’ AMC and guidance material (GM) and issue the first edition of the FSTD certification specifications (CS-FSTD), which merges aeroplane and helicopter FSTD qualification into one document. The package also adds type rating training matrices, authority and organisation requirements AMC/GM for FSTDs, and equipment specification list templates. All apply on the same date as the Commission regulation. EASA will launch an implementation support task.
What this means for operators: Air operator certificate holders, approved and declared training organisations, FSTD operators and manufacturers should review how their FSTD use in recurrent training and checking fits the new AMC before the regulation applies; others can safely ignore it.
Read the original publication on easa.europa.eu
EASA updates AMC, GM, and CS-FSTD for simulation training device qualification
Reference: ED Decision 2026/006/R · Published: 15 July 2026
Flight simulation training devices (FSTDs) will be qualified by their FSTD capability signature (FCS), and training tasks will be matched to devices accordingly. Three final EASA decisions set out the acceptable means of compliance (AMC), guidance material (GM) and certification specifications behind a Commission regulation of 8 April 2026 amending the Aircrew and Air OPS Regulations.
A task-to-tool method applies to aeroplane and helicopter type rating and to operator recurrent training. AMC training matrices set the minimum FCS for training and for training to proficiency. New AMC and GM on instructional systems design may allow flexibility on the 16-hour full flight simulator minimum. The Part-ARA FSTD AMC and GM are replaced. New material covers performance metrics, modifications, the equipment specification list and qualification applications. CS-FSTD Issue 1 merges the aeroplane and helicopter specifications and is technology-agnostic, covering touchscreen and extended-reality devices. All three decisions apply on the same date as the regulation. EASA will launch implementation support.
What this means for operators: AOC holders, training organisations (ATOs and DTOs), FSTD operators and manufacturers, OEMs, instructors, examiners and authorities should review their FSTD qualification and training programmes against the new FCS-based framework before the application date; operators with no FSTD-based training can largely ignore it.
Read the original publication on easa.europa.eu
EASA Issues CS-FSTD Issue 1 and Updates Simulation Device Training AMC/GM
Reference: ED Decision 2026/008/R · Published: 15 July 2026
EASA has issued the first edition of CS-FSTD, a single set of qualification specifications for flight simulation training devices (FSTDs), covering both aeroplanes and helicopters. It sets out FSTD features and fidelity levels, general requirements with statements of justification, design and validation data, objective tests, and functions and subjective tests. It is technology-agnostic, so touchscreen flight decks and extended reality are allowed. It contains no acceptable means of compliance (AMC). Once it applies, FSTDs will be initially qualified only with an FSTD capability signature (FCS).
Two companion decisions amend the AMC and guidance material for the Aircrew and Air OPS Regulations. They add type rating training matrices, an instructional systems design (ISD) course design process, FSTD performance metrics, equipment specification lists, and rules on modification and qualification maintenance. They also revise Part-ARA Subpart FSTD and add training for FSTD inspectors. All three decisions support the Commission rules introducing the FCS framework and a task-to-tool training methodology. They apply from the same date as those rules. EASA will launch implementation support.
What this means for operators: AOC holders, ATOs, DTOs, FSTD operators and manufacturers, OEMs, pilots, instructors, examiners and competent authorities involved in type rating or recurrent simulator training should review how their devices and courses fit the new FCS-based framework; others can ignore it.
Read the original publication on easa.europa.eu
EASA Issues AMC/GM for Aircraft Import, Airworthiness Reviews, and Occurrence Reporting
Reference: ED Decision 2026/005/R · Published: 6 July 2026 · Deadline: 7 August 2026
New acceptable means of compliance (AMC) and guidance material (GM) now explain how to apply the revised rules on aircraft imports, airworthiness reviews and occurrence reporting. The Executive Director adopted them as the final step of the rulemaking. They amend Part-M, Part-ML, Part-145, Part-CAMO, Part-CAO and Part 21. On imports, they define ’new aircraft’, set out what an airworthiness statement such as the Export Certificate of Airworthiness must contain, and cover the new evaluation programme for imported aircraft without such a statement. They also address the risks of unregistered aircraft and the depth of national competent authority (NCA) investigations. On airworthiness reviews, they cover sampling, planning (no more than 30 days between the documented review and the physical survey), incomplete reviews, report content, non-compliances and conflicts of interest for review staff and those assisting them. They also set rules on extending and expiring the airworthiness review certificate, transfers between Member States, responsibility for configuration conflicts, and alignment of occurrence reporting. The material is intended to apply from 7 August 2026.
What this means for operators: CAMOs, CAOs, maintenance organisations, certifying staff, pilot-owners and import applicants should check their review, import and reporting procedures against the new AMC and GM before 7 August 2026.
Read the original publication on easa.europa.eu
EASA Issues CS-E Amendment 9 Updating Engine Certification Specifications
Reference: ED Decision 2026/009/R · Published: 25 September 2026
EASA has adopted Amendment 9 to CS-E, its certification specifications for engines. The update reflects current certification practice, aligns the text more closely with the US FAA’s Part 33 engine rules, and fixes editorial errors. It follows a public consultation that drew 52 comments from industry and national authorities.
The main changes are:
- Systematic transient over-temperature, over-speed and over-torque limits can now be approved under a new CS-E 740(f)(5). CS-E 820, 830 and 870 now cover only inadvertent exceedances.
- The bird strike test for medium birds must target the most critical first-stage rotor locations outboard of the core primary flowpath.
- CS-34 and environmental references are removed, including CS-E 1010 and 1020.
- A new CS-E 175 covers propeller blade pitch control components.
- CS-E 50 now addresses development errors through development assurance (ED-79B/ARP4754B).
- AMC E 510 adds Markov analysis.
- Piston engines on rotorcraft are covered by amendments to CS-E 340, 440 and 10.
- CS-E 740(b)(6) allows justification where rated thrust or power is not reached in the endurance test.
The amendment also corrects a typo in CS-E 15 and updates several industry standard references. The source states no deadline or implementation action. EASA will evaluate effectiveness over the longer term.
What this means for operators: Turbine and piston engine design organisations should check their certification programmes against the new bird strike, over-limit, development assurance and propeller pitch control provisions, while operators and other stakeholders can safely ignore it.
Read the original publication on easa.europa.eu
EASA Opinions
EASA proposes enhanced UAS security rules and lowered registration mass threshold
Reference: Opinion No 06/2026 · Published: 18 September 2026
EASA proposes lowering the open-category drone registration threshold to a single 100 g mass limit, down from 250 g. The personal-data-sensor and toy criteria would be removed. Tethered drones up to 1 kg stay exempt. Member States would have to verify operator identity before completing registration. Direct remote identification (DRI), where a drone broadcasts its identity in flight, would cover all open-category drones of 100 g or more and all specific-category drones flying below 120 m. A drone would be unable to take off if the operator registration number has not been uploaded. Member States keep their discretion over geographical zones. They would have to justify national conditions as necessary and proportionate, assess safety, privacy, data protection and environmental risks (not security), and publish zones in machine- and human-readable form, at least in English. Critical-infrastructure and geo-awareness extensions were dropped. Member States may specify DRI for model aircraft clubs. The Commission decides whether to adopt the amendments to Implementing Regulation 2019/947 and Delegated Regulation 2019/945. Zone provisions and legacy exemptions would apply 12 months after entry into force, and the DRI add-on for legacy drones above 900 g after 48 months. All other changes would apply immediately.
What this means for operators: If adopted, operators of drones of 100 g or more would face registration and DRI obligations, and manufacturers would face revised product requirements, so affected parties should start planning now. Operators of larger tethered drones or of drones under 100 g should check whether the exemptions still apply to them.
Read the original publication on easa.europa.eu
EASA proposes mandating take-off performance monitoring systems on newly produced large aeroplanes
Reference: Opinion No 07/2026 · Published: 22 September 2026
EASA proposes that large aeroplanes used in commercial air transport must be fitted with a take-off performance monitoring system (TOPMS) if they are produced after a set date. The system must check the take-off parameters entered by the crew and the aeroplane’s position when take-off starts. Large transport aeroplanes must also monitor take-off performance in real time. Business jets and regional turboprops are exempt from this third function, but large VIP jets are not. There is no retrofit requirement.
The proposal responds to 118 accidents and serious incidents between 1998 and 2023, with 283 fatalities, caused by wrong take-off performance data or position errors. It now goes to the European Commission, which decides whether to adopt it. The requirement would apply six years after the amending regulation enters into force. With publication expected around end 2026 or early 2027, the production date would fall in early 2033. EASA would then update its certification specifications. Costs are expected to be low to very low.
What this means for operators: Operators of existing fleets face no retrofit duty, but those ordering new large aeroplanes should expect TOPMS as standard on aircraft produced from about 2033, if the Commission adopts the proposal.
Read the original publication on easa.europa.eu
EASA proposes updates to ATM/ANS and meteorological service provision rules
Reference: Opinion No 05/2026 · Published: 16 July 2026
EASA proposes to amend the EU rules on air traffic management and meteorological services to match recent ICAO updates (Annex 3 Amendment 82, the new PANS-MET, Annex 11 Amendment 54 and PANS-ATM Amendment 13). The amendments would change Implementing Regulations (EU) 2017/373 and (EU) No 923/2012 and the related AMC/GM. They also address standardisation findings and stakeholder proposals.
Key changes: new definitions, including VONA (volcano observatory notice for aviation) and IWXXM (the weather data exchange format). Volcanic ash advisory centres must issue quantitative ash forecasts, and VONA distribution becomes mandatory. New WAFS (world area forecast system) formats and charts are added. The METAR/SPECI, SIGMET/AIRMET, wind shear and tropical cyclone templates are revised. IWXXM temperatures are reported in tenths of a degree. SPECI is banned alongside half-hourly METAR. Meteorological watch offices must supply information to ATFM/ASM providers. The volcanic activity report form is amended.
The Opinion now goes to the European Commission, which decides on adoption. Proposed application is 6 months after publication, or 12 months for MET.OR.240(j)/(k), MET.OR.242(b)(5) and MET.OR.245(c), following AIRAC dates.
What this means for operators: ATM/ANS and meteorological service providers, volcano observatories, the Network Manager and competent authorities face the main compliance work if the Commission adopts this, while pilots and aircraft operators mainly see changed weather products and formats.
Read the original publication on easa.europa.eu
Proposed amendments open for comment
EASA proposes regular update of CS-25 specifications and AMC across twenty technical domains
Reference: NPA 2026-03 · Published: 7 September 2026
EASA proposes a regular update of CS-25, the certification specifications for large aeroplanes, and the related acceptable means of compliance (AMC). The 20 items are mature and non-controversial, and several respond to safety recommendations.
The main proposals are a new CS 25.601 and AMC 25.601(c) to reduce incorrect assembly or adjustment of system elements (an NTSB recommendation after the Saab 2000 overrun), and replacing the term ‘improbable’ with ‘remote’ or ’extremely remote’. CS 25.1436 and 25.1438 would merge into one pneumatic systems rule, and Appendix L would be deleted. CS 25.1353 would become technology-agnostic on energy storage. New AMC would cover flammable fluid shut-off controls, following the A321neo fire push-button event. Other changes touch landing gear loads, seats, exit sign viewing distance, safety-assessment standards (ARP4761A, ARP4754B), AMC 25.1309 alignment with FAA AC 25.1309-1B, flight crew alerting, ILS glideslope sidelobe capture and physical secondary barriers.
Design organisation approval (DOA) holders for large aeroplanes are affected. Comments go through the Comment-Response Tool by 7 December 2026. The amendment would apply the day after the ED Decision is published.
What this means for operators: DOA holders for large aeroplanes should check the proposed text against their current and planned projects and comment by 7 December 2026; other operators can safely ignore it.
Read the original publication on easa.europa.eu
EASA Proposes Implementing Latest ICAO Annex 16 Environmental Protection Standards
Reference: NPA 2026-02 · Published: 3 July 2026 · Deadline: 3 September 2026
EASA is consulting on aligning EU rules with the latest ICAO environmental standards for aircraft. These are Amendments 15, 12 and 3 to Volumes I, II and III of ICAO Annex 16, adopted on 27 March 2026 and applicable from 1 January 2027. They bring new noise standards for subsonic and supersonic aeroplanes, which apply to type certificate applications from 1 January 2029. They also add new measurement provisions for non-volatile particulate matter (nvPM) emissions and new maximum CO2 evaluation metric values for subsonic aeroplanes. The CO2 values apply to new types from 31 December 2031 and to in-production aeroplanes from 1 January 2035.
EASA proposes to update Article 9(2) of the Basic Regulation to cite the new amendment levels, clarify that all amendments up to the latest apply, and delete ‘propellers, parts and non-installed equipment’. It would also update the AMC/GM to Part 21 and Part 21 Light, and delete the word ’essential’ from point 21.B.85(a) of Regulation (EU) No 748/2012. Comments are due by 3 September 2026 via the Comment-Response Tool.
What this means for operators: Design organisation approval (DOA) and production organisation approval (POA) holders and national authorities should check the proposed Part 21 guidance changes and comment by 3 September 2026, while the economic impact is assessed as negligible.
Read the original publication on easa.europa.eu
Consolidated rules updated
- EASA Publishes Issue 4 of Easy Access Rules for CS-MMEL, 6 October 2026 (source)
- EASA Publishes Updated Easy Access Rules for CS-MMEL Issue 4, 6 October 2026 (source)
- EASA Publishes Easy Access Rules for European Technical Standard Orders (CS-ETSO), 1 October 2026 (source)
- EASA publishes Easy Access Rules for CS-ETSO Amendment 17, 1 October 2026 (source)
- Updated Easy Access Rules for Third Country Operators Published, 15 July 2026 (source)
- EASA Issues Updated Easy Access Rules for Third Country Operators, 15 July 2026 (source)
This digest is compiled from EASA’s official publications and reviewed before publication. It is general information, not legal advice. For how a specific change applies to your operation, get in touch.