Regulations for foreign aircraft within EASA territory

[T-mo-T]

Hello everybody,

I know that every European airline has to meet the requirements set by EASA, like EU-ops for operational requirements. Now I was wondering how foreign airlines must operate within EASA territory, for example a random airline from lets say the United Arab Emirates. Let's say this airline meet the requirements of the local CAA, which is ICAO based. When this random airline has a destination within Europe, what are the requirements in this case and how do they have to fulfill these?

I know EASA has a safety assement on foreign aircraft (SAFA program), but yet I dont have an idea of the requirements. Are there for this situations any differences relative to the FAA regulations?

I hope someone can answer my questions.

Best regards,

[V1... Ooops]

To the best of my knowledge, a foreign airline is obliged to comply with the regulations of their state of registry (or state from which the AOC is issued), but is not 'a priori' required to comply with operating regulations of the state to which they are flying, with obvious exceptions for things like altimeter setting procedures and so forth.

Most countries (Europe, North America, etc.) keep an eye on the safety standards of foreign carriers through observation - notably ramp visits - and will take action on an exceptional basis if concerns are found.

Michael

[411A]

Most countries (Europe, North America, etc.) keep an eye on the safety standards of foreign carriers through observation - notably ramp visits - and will take action on an exceptional basis if concerns are found.

Indeed so...other countries as well.
Recently, we had our aircraft inspected in both Argentina and South Africa.
Aircraft documents/technical log/DD log/safety equipment/pilots licenses, etc were all closely inspected, and approved.
Took about thirty minutes.
All inspectors went away pleased.

[selfin]

Addressed here, http://www.pprune.org/6209381-post6.html

[T-mo-T]

Okay that makes sense. So this is because of the Chicago convention, to make sure that member countries can operate in each country? And the local CAA's can do their own inspections to determine wheter foreign operators are approved?

Now another question that follows from this. EASA has a list of approved foreign Part 145 organizations. Now the question; do foreign aircraft have to be maintained by an approved (foreign) Part 145 organization in order to be allowed to fly to EASA territory, or is a maintenance record done by an maintenance facility that is approved by a foreign CAA (let's say the United Arab CAA) also allowed?

Thanks for your replies!

[V1... Ooops]

I think that the above question (about maintenance organization approval) is kind of academic, because any AMO operating within Europe would most probably be JAR 145 approved.

But, let's say there was an AMO in Europe that only had (for example) a Canadian approval - it could certainly look after and return to service any Canadian aircraft that happened to visit it, and this would be fully compliant with the rules.

Michael

[411A]

But, let's say there was an AMO in Europe that only had (for example) a Canadian approval - it could certainly look after and return to service any Canadian aircraft that happened to visit it, and this would be fully compliant with the rules.

In one word...Yes.

Having said this I would then ask... AirFrance seems to get a complete pass, regardless of their many accidents/incidents, in the recent past.

IE: Double standard...anyone?
Hello?

[DJ77]

...AirFrance seems to get a complete pass..

Proof ? Hints ?

Or is this just another biased statement ?