1. Global Safety Management: Revolution or Evolution? Update on Sport and Recreational Aviation

2. Summaries, Conclusions, and Action Items 2 Major Discussion Points FAA presented the LSA rule: –Sport Aviation is less restrictive than Part 23 -- intended to get more people interested in Aviation. –Growing Community- 75 models and 1100 SLSA, 2000 airmen in US. –Discussed manufacture, operations, pilot requirements, maintenance, continued airworthiness EASA presented its flight plan for general aviation covering airworthiness operations and licensing. –NPA planning was outlined –An overview of the NPA to part 21 for light sport airplane was presented Differences identified during the session: –Aircraft Certification FAA will not issue TC or PC, manufacturer will issue a statement of compliance for each aircraft. EASA intends to issue TC and NAAs will issue C of A for each aircraft. Criteria for Light Sport Aeroplanes are different (e.g. no maximum speed limit for EASA) –Pilot Licensing FAA requires medical or a valid drivers license (restrictions apply). EASA will require a medical issued by a general practitioner Licensing of pilots

3. Summaries, Conclusions, and Action Items 3 Reaction from the Floor Should we single out piston engine propulsion system? –EASA to revisit. Clarification was requested relative to the condition for use of LSA and ELA in commercial operations: –LSA can only be used for personal use and for compensation or hire when limited to flight training and rental for personal use –ELA: the conditions will be defined during the rulemaking process for operations Concern about EASA bringing such a formal system to a community not familiar with EASA. –EASA plans to rely on the network of NAA and Qualified Entities. Standardization of NAA by EASA will be done. Workshops are also envisioned. Fees and charges for ELA system: –EASA will start working on an adaptation of the fees and charges system Validation of ELA and LSA: –EASA and FAA recognize that it is a difficult issue not yet envisioned by the Bilateral Agreements Role of qualified entities envisaged by EASA: –EASA remains responsible for all legal acts; qualified entities perform only technical certification task

4. Summaries, Conclusions, and Action Items 4 Outcomes/Additional Ideas EASA strongly encourages comments on MDM.032 and NPA 2008-07 New and evolving industry – authorities will track trends and propose changes if appropriate