The organizational requirements do not apply to applications from developing countries that have signed a comprehensive bilateral agreement. Only EU Member States are eligible for the activities of the DSO/ETSO agreement, in accordance with the provisions of the agreement between the United States and the EU. The respective bilateral agreements require a process of maintaining trust. The FAA, EASA and TCCA are developing a coherent approach to develop and refine this process. Acceptance of external components The FAA approves components manufactured under TSOA; Components manufactured to foreign standards are inherently unacceptable to the United States. The United States may accept items from abroad if the FAA itself approved the design (with the help of an approval design letter or LODA) AND the United States has signed a bilateral agreement with the foreign nation that accepts LODA designs manufactured under the supervision of manufacturing by the Foreign Airworthiness Authority. The waivers are covered as part of the mutual acceptance of TSO/CAN-TSO/ETSO authorizations for items (or devices). The partner authorities assessed the system set up by the bilateral partner to assess the discrepancies and found that their systems are equivalent. Countries in which EAS acts as a technical agent (currently Switzerland, Norway, Iceland and Liechtenstein) will continue to comply with the provisions of their existing bilateral agreements and related implementation procedures. ETSOAs, which are distributed by EASA to authorities from non-EU countries from non-EU countries, are required to use the prefix “EASA.xxx” in their POA, which is included in EASA Form 1. THE AESA states that the article was produced in a non-European country.
The Technical Implementation Procedures (TIP) of the U.S. S.-Canada and the U.S. S.-EU are the only two agreements that currently involve full mutual acceptance of EST articles. Just in case you`re in a hurry, I`ll give you the brief summary. The United States and Europe are exploring ways to achieve mutual acceptance of TSOAs and ETSOAs. This is a major step forward for the aviation community, which is expected to save both industrial and government resources. The LA prefix is followed by the class in which the device is licensed. “LA1” for classes 1 and “LA3” for classes 3. The competent authority5 does not intend to grant authorisations to a production company that only performs subcontracting work for major product manufacturers and is therefore subject to their direct supervision.