Airworthiness and the certificate of airworthiness
Learning objectives
- Explain the difference between initial and continuing airworthiness, and say who is responsible for each.
- State who issues a certificate of airworthiness, how long it lasts, and what keeps it usable.
- Identify the differences between a certificate of airworthiness, a restricted one, a permit to fly and a noise certificate.
- Calculate how an airworthiness review certificate extension behaves around the 30-day window, and decide whether an aeroplane is legal to fly from its documents.
The idea
Think of an aeroplane as a promise in two parts. First, someone must show that this design is safe and that your particular aeroplane really matches it. That is done once, and it ends with a certificate. Second, the aeroplane must stay that way: worn parts replaced, faults fixed, orders from the safety authority followed. It never stops. The certificate proves the first promise. A periodic check, renewed or extended each year and written on a second paper that sits with the certificate, proves the second. If either is missing, the promise is broken and the aeroplane stays on the ground,.
Two layers: initial and continuing airworthiness
Europe splits airworthiness into two layers. Initial airworthiness covers certifying the design and production, and issuing the aircraft's certificates. Continuing airworthiness covers keeping each aircraft airworthy for its whole life.
Continuing airworthiness means all the processes that make sure the aircraft, at any time in its life, meets the airworthiness requirements in force and is in a condition for safe operation. "Airworthy" in the EU sense has two halves: the aircraft conforms to an approved design, and it is in a condition for safe operation.
Each layer has a different person in charge. In the initial layer, EASA approves the design and the State of registry's authority issues the aircraft's certificate. In the continuing layer, the owner is responsible for keeping the aircraft airworthy.
Describe this figure
The chain runs top to bottom in two framed layers. The upper layer, initial airworthiness, has three steps: EASA approves the type by issuing a type certificate; the individual aircraft conforms to that type; the State of registry issues the certificate of airworthiness (CofA), which has no end date. The lower layer, continuing airworthiness, has three more: maintenance under the aircraft maintenance programme, with defects and airworthiness directives dealt with and a release to service signed after the work; a periodic airworthiness review; and the airworthiness review certificate (ARC) attached to the CofA. The chain ends at the box 'Aircraft may fly', which needs the CofA not revoked and the ARC current.
The type certificate comes from EASA, the European Union Aviation Safety Agency, for a design. It includes the type design, the operating limitations, the instructions for continued airworthiness and the certification basis. It lasts without a time limit while the holder complies and has not surrendered it or had it revoked.
Definitions you need
- Airworthiness directive (AD): a document from EASA that mandates actions on an aircraft to restore an acceptable level of safety. It exists because an unsafe condition is likely to exist in other aircraft too.
- Maintenance: overhaul, repair, inspection, replacement, modification or defect rectification. The pre-flight inspection is excluded.
- Pre-flight inspection: the check before flight that makes sure the aircraft is fit for the intended flight.
The light-aircraft continuing airworthiness rules, called Part-ML, apply to non-complex aeroplanes of 2 730 kg maximum take-off mass (MTOM) or less. The exception is an aircraft listed in the air operator certificate of a licensed air carrier. Other aircraft follow Part-M.
A non-complex aeroplane is one that is not a complex motor-powered aeroplane. An aeroplane is complex if any one of these applies: a maximum certificated take-off mass above 5 700 kg, certification for more than 19 passenger seats, certification for a minimum crew of at least two pilots, a turbojet engine, or more than one turboprop engine. The training aeroplanes you meet as a PPL(A) student are non-complex.
The certificate of airworthiness
The Chicago Convention requires an aircraft in international navigation to carry a certificate of airworthiness (CofA) issued or rendered valid by its State of registry. Other States recognise it if its standards are at least the Convention minimum. That is taught in page 010-01-01. The EU form is the EU's way of meeting that obligation.
Two classes. A CofA is for aircraft that conform to a type certificate. A restricted CofA is for aircraft that conform to a restricted type certificate, or that EASA accepts as meeting specific airworthiness specifications.
Who issues it. The aviation authority of the State where the aircraft is registered issues both certificates: the CofA on EASA Form 25 and the restricted CofA on EASA Form 24. It issues a CofA when satisfied that the aircraft conforms to an approved design and is in a condition for safe operation. So EASA does not issue your CofA; it issues the type certificate.
The competent authority of the Member State of registry issues the CofA and the restricted CofA. A CofA is for an aircraft that conforms to a type certificate.
What the form shows. The CofA shows the nationality and registration marks, the manufacturer and designation, the serial number and the categories. It states that the aircraft is considered airworthy when maintained and operated within its operating limitations. It says it is valid unless revoked by the State of registry's authority, and that a current review certificate shall be attached. The form states that it shall be carried on board during all flights. The full list of documents to carry is on page 070-01-01.
The "pertinent operating limitations" the CofA depends on are speeds, masses, centre-of-gravity range, approved manoeuvres and kinds of operation. They differ by type and live in your aircraft's flight manual and placards. Check your aircraft's POH/AFM; this lesson does not replace ATO instruction or the POH/AFM.
Duration. A CofA is issued for an unlimited period. There is no expiry date on it. It stays valid only while all of these hold: the aircraft complies with its type design and the continuing airworthiness requirements; it stays on the same register; its type certificate has not been invalidated; and the CofA has not been revoked by the authority or surrendered by the holder.
A CofA is issued for an unlimited period and remains valid only while the four conditions above are all met.
Changes, transfer and loss. Only the competent authority of the State of registry may amend a certificate. When you sell the aircraft, the CofA and the review certificate go with it as long as it stays on the same register. Move it to another Member State's register and the owner notifies the current State, then applies to the new State for a new certificate. A valid review certificate stays valid to its expiry and is amended with the new marks. A surrendered or revoked CofA goes back to the authority. The authority suspends or revokes a CofA when evidence shows a validity condition is not met.
The review certificate: why the CofA is not enough
If the CofA never expires, what stops a neglected aeroplane flying for twenty years? The airworthiness review. To keep the airworthiness certificate valid, the aircraft must periodically undergo a review. A satisfactory review results in an airworthiness review certificate (ARC), EASA Form 15c.
A review is a records check plus a physical survey, and it produces no ARC while non-compliances remain. The review can be done by the competent authority, by an approved organisation with that privilege, or, for Part-NCO aircraft, by suitably authorised independent certifying staff during the 100-hour or annual inspection. The ARC states that the aircraft "is considered airworthy at the time of the review". It shows the issue and expiry dates and the airframe hours, with space for two extensions.
An ARC is valid for 1 year. Its validity may be extended by another year, for a maximum of two consecutive extensions.
Describe this figure
Panel A shows three bars of one year each: the ARC as issued, then the first extension, then the second extension. After year 3 there is no third extension, so a new airworthiness review is needed. Panel B zooms on one expiry date: the airworthiness review may be done 90 days or less before expiry. An extension made more than 30 days before expiry starts its new year on the day it is made, while one made within 30 days before expiry, or after expiry, starts it at the previous expiry date. Only the organisation managing the aircraft's continuing airworthiness may extend the ARC.
The figure has two panels. Panel A is a row of three blocks, each one year long: the ARC as issued, the first extension and the second extension, with ticks marked issue, year 1, year 2 and year 3. At the end of year 3 a marker reads "no third extension: a new airworthiness review is needed". Panel B zooms in on one expiry date, with an axis counted back from expiry and marks at 90 days, 30 days and expiry. Above the axis, a box spanning 90 days or less before expiry says the review may be done there. Two boxes show extensions: before the 30-day mark, the new year starts on the day the extension is done; from the 30-day mark onward, including after expiry, it starts at the previous expiry date.
The 30-day window. If an extension is done within 30 days before expiry, or after expiry, the extra year starts at the previous expiry date. If it is done more than 30 days before expiry, the extra year starts on the date of the extension. So extending too early shortens your cover.
The 90-day window. A review may be done 90 days or less before the ARC expires without losing the continuity of the review pattern.
Who may extend. Only the organisation managing the aircraft's continuing airworthiness may extend the ARC. It must have managed it continuously since the ARC was issued, and the aircraft must have been maintained by an approved organisation, with pilot-owner tasks allowed. It must have no reason to believe the aircraft is not airworthy. As the rule is written, nobody else may extend it, so an aircraft with no managing organisation has no one who can.
The key link. An ARC becomes invalid if it is expired, suspended, surrendered or revoked, or if the airworthiness certificate is suspended, surrendered or revoked. The aircraft shall not fly if the ARC is invalid. So the CofA has no end date, but it is usable only with a current ARC attached.
The aircraft shall not fly if the ARC is invalid or if its continuing airworthiness does not meet Part-ML.
"The CofA has to be renewed every year." Wrong. The CofA has no expiry date. The yearly item is the ARC.
Other certificates
A permit to fly is not a CofA. It is for an aircraft that does not meet, or has not been shown to meet, the airworthiness requirements but can fly safely under defined conditions, for listed purposes only. You are most likely to meet these purposes: flying to a place where maintenance or a review will be done; delivering or exporting the aircraft; exhibition; checking systems after maintenance; and non-commercial flying of individual non-complex aircraft. The conditions can restrict routes, airspace, the flight crew and who may be carried.
The competent authority issues the permit, or an appropriately approved organisation does. A permit is valid for at most 12 months, but the one for non-commercial flying of an individual non-complex aircraft may be unlimited. It is not transferable, except that same non-commercial permit, which goes with the aircraft on the same register. The holder must make sure every condition is met. The permit is valid in all EU Member States, but flights to or within non-EU States need a separate approval from those States. Its airworthiness is kept up under the arrangements in the permit.
A restricted CofA carries limitations for use, including airspace restrictions where needed. The declared-design version states that it may not be valid over non-EU States unless the overflown States approve.
The noise certificate is a separate certificate (EASA Form 45), issued by the competent authority of the State of registry. It shows the noise standard the aircraft meets. Like the CofA, it has an unlimited period, the same validity conditions and transfers with the aircraft on the same register.
| Question | CofA | Restricted CofA | Permit to fly | Noise certificate |
|---|---|---|---|---|
| Who issues it | The competent authority of the Member State of registry (EASA Form 25) | The competent authority of the Member State of registry (EASA Form 24) | The competent authority, or an appropriately approved organisation | The competent authority of the Member State of registry (EASA Form 45) |
| Basis | The aircraft conforms to a type certificate | The aircraft conforms to a restricted type certificate, or EASA accepts it as meeting specific airworthiness specifications that ensure adequate safety. It carries limitations for use, including airspace restrictions where needed | The aircraft does not meet, or has not been shown to meet, the airworthiness requirements but can fly safely under defined conditions, for listed purposes only. It is not a CofA | Shows the noise standard the aircraft meets. A separate certificate, not part of the CofA |
| How long it lasts | Unlimited period, while the four validity conditions hold: it complies with its type design and continuing airworthiness requirements, stays on the same register, the type certificate is not invalidated, and it is not revoked or surrendered | Unlimited period, with the same validity conditions as the CofA | 12 months at most, while its conditions are met and the aircraft stays on the same register. For non-commercial flying of an individual non-complex aircraft it may be unlimited | Unlimited period, under the same four validity conditions as the CofA |
| Passes to a new owner | Yes. It is transferred with the aircraft, together with the ARC, while the aircraft stays on the same register | Yes. Same rule as the CofA | No. Only the permit for non-commercial flying of an individual non-complex aircraft goes with the aircraft, on the same register | Yes, with the aircraft on the same register. On a move to another Member State's register it is reissued on presentation of the old one |
| Outside the EU | —* | The declared-design version states that it may not be valid over non-EU States unless the overflown States approve | Valid in all EU Member States. Flights to or within non-EU States need separate approval from those States | —* |
| * A dash means the lesson teaches no separate rule for that cell. An ARC (airworthiness review certificate) is attached to the CofA where applicable; the CofA needs a current ARC to be usable. Educational summary; the certificate in your aircraft and its flight manual govern. | ||||
Describe this figure
The table has four columns, one per certificate, and five rows. Issuer: the competent authority of the State of registry for the CofA, restricted CofA and noise certificate; for the permit to fly, the competent authority or an approved organisation. Basis: conformity to a type certificate; conformity to a restricted type certificate or accepted specifications, with limitations for use; no full compliance shown but safe flight under conditions for listed purposes; and the noise standard met. Duration: unlimited for the CofA, restricted CofA and noise certificate while the validity conditions hold; 12 months at most for a permit to fly, except the one for non-commercial flying of an individual non-complex aircraft, which may be unlimited. Transfer: yes with the aircraft on the same register, except the permit to fly, where only that non-commercial permit transfers. Outside the EU: the permit to fly needs separate approval from non-EU States; the declared-design restricted CofA may not be valid over non-EU States unless approved; the CofA and noise certificate cells carry a dash, as the lesson teaches no separate rule.
The table has four columns: CofA, restricted CofA, permit to fly and noise certificate. Its rows are who issues it, the basis for it, how long it lasts, whether it passes to a new owner, and what applies outside the EU. Read across a row to compare the four. In the outside-the-EU row, two cells hold a dash, meaning this lesson teaches no separate rule for them.
Who does what: the pilot's part
The owner is responsible for continuing airworthiness. The owner must make sure no flight takes place unless the aircraft is airworthy, installed equipment is serviceable or clearly marked unserviceable, the airworthiness certificate is valid, and maintenance follows the maintenance programme. The pilot-in-command is responsible for the pre-flight inspection.
The "owner" here is the registered owner, the lessee or the operator. Aircraft of commercial approved training organisations need an approved CAMO or CAO (continuing airworthiness management organisation or combined airworthiness organisation) and approved maintenance organisations. A private owner may contract one, or manage the aircraft personally. The pre-flight inspection may be done by the pilot or another qualified person.
Release to service. After maintenance, a certificate of release to service (CRS) must be issued by certifying staff of an approved organisation, by independent certifying staff, or by the pilot-owner within limited privileges. No CRS is issued with a known non-compliance that endangers flight safety.
Pilot-owner maintenance. A pilot-owner holds a valid licence for the aircraft class or type and owns the aircraft alone or jointly. For Part-NCO aircraft the pilot-owner may release limited maintenance. That means simple visual checks of general condition, obvious damage and normal operation. The pilot-owner may not release critical tasks, removal of major components, work to comply with a directive (unless the directive allows it), tasks needing special tools or test equipment, unscheduled special inspections such as a heavy-landing check, complex tasks, or any part of the 100-hour or annual check. Tasks described in the flight manual, like the pre-flight inspection, are not maintenance and need no CRS. Structural repairs to primary structure, most engine dismantling and most propeller balancing need an approved organisation or independent certifying staff.
| Kind of work | Pilot-owner may release it | Needs certifying staff |
|---|---|---|
| Pre-flight inspection and other tasks described in the flight manual | Not maintenance, so no release to service (CRS) is needed | Not needed |
| Simple visual inspections or operations | Yes, if they only check general condition, obvious damage and normal operation | Not needed |
| Critical maintenance tasks and removal of major components | No | Yes |
| Work done to comply with an airworthiness directive (AD) or airworthiness limitation item | No, unless the AD or limitation item itself allows it | Yes |
| Work needing special or calibrated tools, test equipment or special testing | No. A torque wrench and a crimping tool are the exceptions on tools | Yes |
| Unscheduled special inspections (for example a heavy-landing check), systems essential for IFR, and the 100-h or annual check | No | Yes |
| Complex maintenance tasks: structural repairs to primary structure (spars, ribs, engine mount, landing-gear struts), most engine dismantling, propeller balancing (with listed exceptions) | No | Yes, and only an approved organisation or independent certifying staff may release them (awareness only) |
| The aircraft maintenance programme cannot relax these limits. Certifying staff means those of an approved maintenance organisation or independent certifying staff. Educational summary, not a task list. | ||
Describe this figure
Seven categories of work are listed with two answers each. Pre-flight inspection and other flight manual tasks are not maintenance and need no release to service. Simple visual inspections that only check general condition, obvious damage and normal operation may be released by the pilot-owner. Critical tasks, removal of major components, airworthiness directive work, tasks needing special or calibrated tools, test equipment or special testing, unscheduled special inspections, systems essential for IFR and the 100-hour or annual check need certifying staff. Complex tasks such as primary structure repairs, most engine dismantling and propeller balancing can be released only by an approved organisation or independent certifying staff. The maintenance programme cannot relax these limits.
The table has three columns: the kind of work, whether a pilot-owner may release it, and whether it needs certifying staff. It has seven rows, grouped by category. The first two rows are the pilot-owner's side: flight-manual tasks such as the pre-flight inspection, which need no release to service, and simple visual inspections of general condition, obvious damage and normal operation. The other five rows all say no for the pilot-owner and yes for certifying staff: critical tasks and major component removal, directive work, special tools or tests, unscheduled special inspections with the 100-hour or annual check, and complex tasks. Only the complex row adds that an approved organisation or independent certifying staff must release the work.
Defects. A defect that seriously endangers flight safety is rectified before further flight. The pilot may defer a defect on non-required equipment. On required equipment, the pilot may defer only through the minimum equipment list; otherwise only certifying staff may defer such a defect. For Part-NCO aircraft, other defects may be deferred with the agreement of the owner or contracted organisation. Every defect left unrepaired is recorded and the record shown to the pilot.
Is this aircraft legal to fly?
Describe this figure
Five solid boxes labelled RULE are read top to bottom: the CofA is on board and not revoked; the ARC is in date and not suspended; defects are fixed or deferred only as allowed; a certificate of release to service (CRS) was issued after maintenance; and the pre-flight inspection is done, which is the pilot-in-command's responsibility. A No at any box means NO-GO, and a Yes leads to the next check. After five Yes answers the flow reaches GO. Three dashed boxes labelled PRACTICE sit beside the first three checks: check the CofA is physically on board, read the ARC expiry date rather than assume it, and read the technical log for open or deferred items. They are good habits, not quoted rules.
The flowchart runs top to bottom. Five solid RULE boxes, one per check, with three dashed PRACTICE boxes beside the first three. Any "no" leads to no-go.
Before each flight, check the CofA is on board, read the ARC expiry date instead of assuming it, and read the technical log for open or deferred items. If anything about the aircraft's status is unclear, ask the owner, the ATO or the managing organisation before flying, not after.
Worked examples
Example 1: extension timing. The ARC of CS-ABC expires on 30 June. The managing organisation extends it on 20 May, which is 41 days earlier.
Method: compare the days before expiry with the 30-day window.
Working: 41 days is more than 30, so the extra year starts on the date of the extension, 20 May, not on 30 June. The validity lost compared with a late extension is the whole 41 days.
Answer: 41 days of validity lost.
Example 2: early review. The same ARC expires on 30 June and the owner wants the review 75 days before expiry. Method: compare with the 90-day limit. Working: 90 - 75 = 15 days inside the limit, so the review pattern is not lost. Answer: allowed, no loss of continuity.
In the real world
Illustrative scenario, not a real event.
You book CS-ABC, a non-complex single-engine piston aeroplane well under 2 730 kg, so Part-ML applies. The CofA is on board and the registration matches. It has no expiry date, which is normal. The ARC is attached. You read its expiry date, including extension entries.
If the ARC is in date, you check the technical log for open or deferred defects, confirm recent maintenance has a CRS, then do the pre-flight inspection, which is your responsibility.
If the ARC expired last week, the CofA is still not revoked. But the ARC is invalid and the aircraft shall not fly. You do not fly and you tell the owner or club. The aeroplane looks the same in both cases. Only the documents tell them apart.
Exam traps
- "EASA issues the CofA." Wrong. EASA issues the type certificate; the State of registry's authority issues the CofA.
- "An expired ARC does not matter because the CofA is not revoked." Wrong. With an invalid ARC the aircraft shall not fly.
- "The ARC can be extended forever." Wrong. At most two consecutive extensions, by the managing organisation only.
- "Selling the aircraft cancels the CofA." Wrong. It transfers on the same register; changing register needs a new one.
- "The pre-flight inspection is maintenance and needs a CRS." Wrong. It is excluded from maintenance.
- "A permit to fly is a kind of CofA." Wrong. It is for aircraft not meeting the requirements, for set purposes, normally 12 months at most and not transferable.
Explain it back
Imagine a friend says: "The CofA is in the folder and nobody has revoked it, so the plane is fine to fly." In your own words, explain why this is incomplete, naming what else must be current and who is responsible for each part.
Self-check
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Which statement about continuing airworthiness in the EU is correct?mcq · easy
Show answer
Continuing airworthiness is the set of processes that keep each aircraft airworthy throughout its life, and the owner is responsible for it. It does not end when the CofA is issued, so the first option is wrong. Approving the design belongs to the initial layer, and EASA does it through the type certificate, not the State of registry, so the second option is wrong. The pre-flight inspection is excluded from maintenance and the pilot-in-command is responsible for it; it may be done by the pilot or another qualified person, so the third option is wrong.
Reference: Reg. (EU) No 1321/2014 Art. 2(d); ML.A.201(a); ML.A.201(d)
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Which statement about a permit to fly is correct?mcq · medium
Show answer
A permit to fly is not a CofA. It covers an aircraft that does not meet, or has not been shown to meet, the requirements but can fly safely under defined conditions, for listed purposes, and it is normally valid for 12 months at most. The second option confuses it with the CofA. It is not transferable, apart from the permit for non-commercial flying of an individual non-complex aircraft, so the third option is wrong. It is valid in all EU Member States, but flights to or within non-EU States need separate approval from those States, so the fourth option is wrong.
Reference: 21.A.701(a); 21.A.723; 21.A.719; Part-21 Appendix III
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You arrive to fly CS-ABC. The CofA is on board and has not been revoked. The review certificate attached expired last week. The owner says the CofA never expires so the aircraft is fine. What is the correct decision?mcq · medium
Show answer
An expired review certificate is invalid, and an aircraft with an invalid one shall not fly, even though the CofA has no expiry. A local flight or a careful pre-flight inspection does not change that. Telling the owner and the managing organisation is the next step.
Reference: ML.A.902(c)-(d); 21.A.181(a)
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A review certificate expires on 30 June. The managing organisation extends it on 5 May, 56 days before expiry. Compared with an extension in the last 30 days before expiry, how many days of validity are effectively lost?mcq · hard
Show answer
More than 30 days before expiry, the extra year starts on the date of the extension (5 May), not on the old expiry date. The 56 days between 5 May and 30 June are lost. Zero would apply only inside the 30-day window. The figure 26 is only the days left in May after 5 May, and 30 is just the length of the window, so neither measures the days lost.
Reference: ML.A.902(a)(1)-(2)
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Which statement correctly compares the noise certificate and the restricted CofA of an aircraft on an EU Member State's register?mcq · medium
Show answer
The competent authority of the State of registry issues both. The noise certificate is a separate certificate showing the noise standard the aircraft meets, and the restricted CofA carries limitations for use, including airspace restrictions where needed. EASA issues the type certificate, not these, so the first option is wrong. Both are issued for an unlimited period under the same kind of validity conditions, so the second option is wrong. The third option swaps what the two certificates contain.
Reference: 21.B.325(a)-(c); 21.A.201; 21.B.327(c); 21.A.211(a)
Key concepts
Written with ASD-STE100 writing principles: short sentences, one topic per sentence, active voice, one word for one meaning.
Certificate of airworthiness (CofA)
A CofA has no expiry date. It stays valid only while the aircraft conforms to its type design and to the continuing airworthiness requirements. It also stays valid only while it stays on the same register and is not revoked or surrendered. Rule: 21.A.181(a)
CofA needs a current ARC
The CofA is usable only with a current airworthiness review certificate attached. No valid ARC means no flight, even when the CofA is not revoked. Rule: ML.A.902(c)-(d)
Airworthiness review certificate (ARC)
An ARC is valid for 1 year from its issue. Its validity can be extended by 1 year at a time, for a maximum of 2 consecutive extensions. Only the organisation managing the aircraft's continuing airworthiness can extend it. Rule: ML.A.902(a)
Competent authority and the CofA
The competent authority of the State of registry issues the CofA on EASA Form 25. Only that authority can amend the certificate. Rule: 21.B.325(a)-(c); 21.A.177
Owner and pilot-in-command duties
The owner must make sure that no flight takes place unless the aircraft is in an airworthy condition and its airworthiness certificate is valid. The pilot-in-command is responsible for the pre-flight inspection. Rule: ML.A.201(a)-(b), (d)
Permit to fly
A permit to fly is for an aircraft that does not, or does not yet, meet the airworthiness requirements. It covers listed purposes under set conditions and is valid for 12 months at most. It is not transferable, except the permit for non-commercial flying of an individual non-complex aircraft, which can be unlimited and goes with the aircraft.
Restricted certificate of airworthiness
A restricted CofA carries limitations for use, such as airspace restrictions where needed. A declared-design restricted CofA on EASA Form 24B can be invalid for international navigation over non-EU States unless the overflown States approve.
Pilot-owner maintenance limits
A pilot-owner can release only limited maintenance on a Part-NCO aircraft. Limited maintenance means simple visual checks of general condition, obvious damage and normal operation. Do not: release a critical or complex task, or any part of the 100 h / annual check. Rule: Part-ML Appendix II (b)
Flashcards
Print them: A6 landscape cards (PDF, front and back) · 4 cards per A4 landscape sheet (PDF, cut lines) · Key figures deck (PDF, 12 figures)
Print double-sided, flip on the short edge.
010-02-01-01Does a certificate of airworthiness (CofA) have an expiry date?
No. A CofA is issued for an unlimited period and has no expiry date.
010-02-01-02What keeps a CofA valid?
The aircraft conforms to its type design and to the continuing airworthiness requirements, it stays on the same register, and the CofA is not revoked or surrendered.
010-02-01-03Can an aircraft fly with a CofA that is not revoked but has no valid ARC?
No. The CofA is usable only with a current ARC attached. No valid ARC means no flight.
010-02-01-04How long is a type certificate valid?
Unlimited duration, while the holder complies and the certificate is not surrendered or revoked.
010-02-01-05How long is a noise certificate valid?
Unlimited period, under the same validity conditions as the CofA.
010-02-01-06How long is an ARC valid from issue?
1 year.
010-02-01-07How many consecutive ARC extensions are allowed, and how long is each?
2 consecutive extensions at most. Each extension adds 1 year.
010-02-01-08Who may extend an ARC?
Only the organisation managing the aircraft's continuing airworthiness, and only if it has managed the aircraft continuously since the ARC was issued.
010-02-01-09An ARC extension is done within 30 days before expiry, or after expiry. From which date does the extra year start?
From the previous expiry date.
010-02-01-10An ARC extension is done more than 30 days before expiry. From which date does the extra year start?
From the date the extension is carried out.
010-02-01-11How early can an airworthiness review be done before ARC expiry without losing the review pattern?
90 days or less before the ARC expiry date.
010-02-01-12Who issues a CofA?
The competent authority of the State of registry, on EASA Form 25.
010-02-01-13Who alone can amend a CofA?
The competent authority of the State of registry.
010-02-01-14Who is responsible for an aircraft's continuing airworthiness?
The owner. The owner makes sure that no flight takes place unless the aircraft is airworthy.
010-02-01-15Who is responsible for the pre-flight inspection?
The pilot-in-command. The pilot or another qualified person can carry it out.
010-02-01-16Is a permit to fly a kind of CofA?
No. It is for an aircraft that does not, or does not yet, meet the airworthiness requirements, for listed purposes only.
010-02-01-17Maximum validity of a permit to fly, except the one for non-commercial flying of an individual non-complex aircraft?
12 months.
010-02-01-18Validity of a permit to fly for non-commercial flying of an individual non-complex aircraft?
It may be issued for unlimited duration.
010-02-01-19Can a permit to fly be transferred to a new owner?
No, except the permit for non-commercial flying of an individual non-complex aircraft, which goes with the aircraft on the same register.
010-02-01-20What does a restricted CofA carry?
Limitations for use, such as airspace restrictions where needed.
010-02-01-21Can a declared-design restricted CofA (Form 24B) be used over non-EU States?
It can be invalid for international navigation over non-EU States unless the overflown States approve.
010-02-01-22What maintenance can a pilot-owner release on a Part-NCO aircraft?
Limited maintenance only, such as simple visual checks of general condition, obvious damage and normal operation.
010-02-01-23Can a pilot-owner release any part of the 100-hour or annual check?
No. The pilot-owner cannot release any part of the 100 h / annual check.
010-02-01-24Is the pre-flight inspection maintenance that needs a CRS?
No. Tasks described in the flight manual, such as the pre-flight inspection, are not maintenance and need no CRS.
010-02-01-25Up to what MTOM does Part-ML apply to non-complex aeroplanes?
2 730 kg MTOM or less, unless the aircraft is listed in an air carrier's AOC.
010-02-01-26An ARC has expired, but the CofA is not revoked. Can the aircraft fly?
No. The aircraft shall not fly if the ARC is invalid, even though the CofA itself is still valid.
Sources
- Commission Regulation (EU) No 748/2012 (Part-21), consolidated text of 7 August 2026 (EUR-Lex).
- Commission Regulation (EU) No 1321/2014 (Part-M, Part-ML), consolidated text of 7 August 2026 (EUR-Lex).
This page is educational. It does not replace instruction at your ATO or your aircraft's POH/AFM. Rules change: check the regulation in force.