19 October – Security in today`s global air transport market depends to a large extent on international partnerships between aviation supervisors. The Federal Aviation Administration (FAA) fully adheres to this philosophy, which is why, on 22 September, the Agency updated its long-standing aviation safety agreement with the European Aviation Safety Agency (EASA) under the bilateral agreement ENTRE the EU and the United States (BASA) (see here), which is required for the acceptance of used engines/components of a US repair station. Unlike EASA and Transport Canada, the CPP has not announced a timetable for testing the Boeing 737 Max8. They can now take the time to restore the rights to this aircraft, as their EASA certification agreement allows their C919 certification to come from the credible European Good Housekeeping Seal of Approval. They no longer depend on the FAA. Do you think that this bilateral agreement benefits one party more than the other? Does anyone have “a raw market?” Let us know your thoughts in the comments. In accordance with the bilateral agreement INTER the EU and the United States (BASA) (see here), you can only import an engine with “rebuild” status in Block 11 if it has been released by the original engine manufacturer on Form 8130-3 with blocks 13a. to 13th (left). Bilateral agreements facilitate mutual airworthiness certification of civilian aviation products imported and exported between two signatory states. A bilateral airworthiness agreement (BAA) or a bilateral aviation security agreement (BASA) establishing airworthiness implementation procedures (IAP) provide for technical aviation cooperation between the FAA and its civil aviation authorities. During the meeting, ESA and CAAC adopted the Technical Implementation Procedures (TIP) that will support the agreement, particularly with regard to airworthiness. These administrative and technical procedures describe how the two civil aviation regulators will conduct the validation and mutual recognition of civil aviation products.