Category: Aviation Law and Regulatory

The regulatory focus in European aviation this week continues to centre on cost of carbon compliance for EU operators, technical rule changes for training, and the intersection of capacity constraints with environmental and fuels policy. The backdrop is a sector that is now fully exposed to ETS auctioning and preparing for ReFuelEU’s 2025 obligations, with airlines and lessors revisiting commercial allocation of these risks in contracts.

Reducing emissions from aviation – EU Climate Action
AIRE Aviation Policy Program update 2026 (PDF)

Commission Implementing Regulation (EU) 2026/781 amends Regulations (EU) No 1178/2011 and 965/2012 to update requirements for flight simulation training devices (FSTDs) and their use in pilot training, testing, and checking, tightening qualification standards and clarifying what training elements may be credited in simulators

For European AOCs, the new FSTD provisions in Implementing Regulation 2026/781 require a re‑assessment of approved training organisation syllabi, simulator qualification bases, and compliance manuals, particularly where existing courses rely heavily on older devices or legacy approvals for checking and recurrent training. Operators will need to coordinate early with competent authorities and simulator providers to avoid gaps in training capacity and to ensure that revised simulator approvals are in place before upcoming seasonal peaks.

Commission Implementing Regulation (EU) 2026/781 – EASA notice

The phase‑out of free EU ETS allowances for aviation emissions by 2026 is now effectively complete, with airlines bearing the full auctioning cost as of this year

Industry group AIRE is urging the Commission to fine‑tune interaction between ETS, CORSIA and ReFuelEU, in particular on how SAF purchases are recognised for compliance.

The ReFuelEU Aviation Regulation started to apply from 1 January 2025, progressively increasing minimum SAF blend mandates on flights departing EU airports and driving renegotiation of long‑term offtake and fuel supply contracts ahead of the first compliance year.

From a cost and contracting perspective, the end of free ETS allowances and the imminent application of ReFuelEU mean that carbon and SAF‑related price elements now need to be expressly allocated in ticket conditions, ACMI/charter contracts, and long‑term fuel supply agreements, rather than being treated as residual or pass‑through. Finance and leasing structures for EU‑based fleets will increasingly need to model explicit ETS and SAF compliance cost curves, as well as potential disruption premiums where physical fuel shortages (as flagged by IATA) interact with regulatory obligations.

The complex overlap between ETS, CORSIA and ReFuelEU also raises legal and compliance‑systems questions around double counting, registry reconciliations, and evidentiary standards for SAF claims; airlines, verifiers and insurers should expect more intrusive audits and potential disputes over whether particular SAF purchases are eligible in both EU and ICAO schemes.

Reducing emissions from aviation – EU Climate Action

AIRE Aviation Policy Program update 2026 (PDF)

New rules on passenger rights could kill regional routes

European Parliament and Council trilogues on revised passenger rights rules create concerns amongst regional and PSO operators that more onerous compensation triggers could make thin regional routes uneconomical, with knock‑on implications for connectivity obligations and state aid structures.

https://euperspectives.eu/2026/02/passenger-rights-kill-regional-flights/

IATA has warned that Europe could see flight cancellations from late May 2026 because of jet fuel shortages

This highlights the operational risk that physical supply constraints may collide with new SAF and ETS compliance obligations for European carriers and airports. Commission or Member‑State emergency measures on jet fuel security of supply before the 2026 summer season could affect slot utilisation rules, capacity planning, or exceptional derogations from normal operational requirements.

Europe faces summer flight cancellations from jet fuel shortage – Reuters

Lead items

EASA implementing rule on flight simulation training devices

Commission Implementing Regulation (EU) 2026/781 was adopted on 8 April 2026 and published in the Official Journal on 10 April 2026, amending Regulations (EU) No 1178/2011 and (EU) No 965/2012 on requirements for flight simulation training devices and their use for pilot training, testing and checking.

ReFuelEU implementation remains a live compliance track for operators and suppliers

EASA’s updated ReFuelEU Aviation resource page notes that Regulation (EU) 2023/2405 has applied since 1 January 2024 and highlights reporting obligations relevant to operators, with an update posted in April 2026.

EU zero-emission aviation policy is moving from strategy to deployment planning

The European Commission’s Alliance for Zero-Emission Aviation published its April 2026 roadmap setting out roles for authorities, manufacturers, airports, operators and energy suppliers in deploying hybrid, electric and hydrogen aircraft in Europe.

Why it matters

The simulation-device rule is the clearest immediate hard-law development for European aviation practitioners because it changes the operative regulatory text governing approved devices and their use in pilot training and checking. For clients, that raises implementation questions around training organisation approvals, operator manuals, device qualification alignment and transition timing under the amended framework.

ReFuelEU remains one of the most important compliance files for European actors because EASA is treating its dedicated page as a central implementation hub and because the regime already applies, with reporting duties phasing in through the current period. For airlines, lessors, airports and fuel suppliers, the near-term legal work is less about legislative drafting and more about contractual allocation of data, uplift, sustainability and reporting responsibilities.

The AZEA roadmap is not binding legislation, but it is still legally relevant because it signals the Commission’s expected sequencing for market entry of electric, hybrid and hydrogen aircraft and identifies the public-authority actions needed to enable deployment. That makes it useful for advisory work on certification pathways, infrastructure planning, state-support design, and the interaction between environmental regulation and regional air mobility projects.

https://www.easa.europa.eu/en/document-library/regulations/commission-implementing-regulation-eu-2026781

https://www.easa.europa.eu/en/domains/environment/refueleu-aviation-digital-reporting-tool

https://defence-industry-space.ec.europa.eu/publication-azea-roadmap-2026-04-20_en

https://defence-industry-space.ec.europa.eu/document/download/03f40626-59aa-4347-a0f0-d0346d8552d2_en?filename=AZEA+Roadmap+April+2026.pdf

Watchlist

The European Commission states that in 2026 it will assess whether CORSIA is sufficiently aligned with the Paris Agreement and may propose extending the scope of the EU ETS depending on that assessment.

EASA extended the validity of Conflict Zone Information Bulletin 2026-03-R6 covering the Middle East and Persian Gulf until 24 April 2026, which keeps operational risk and duty-of-care advice high on the agenda for operators serving or overflying the region.

https://climate.ec.europa.eu/eu-action/transport-decarbonisation/reducing-emissions-aviation_en

https://www.easa.europa.eu/en/domains/air-operations/czibs/2026-03-r6

Commission Implementing Regulation (EU) 2026/781 updates EU pilot training rules by revising flight simulation training device requirements

The new Implementing Regulation, adopted on 8 April 2026 and published in the Official Journal on 10 April 2026, amends Regulations (EU) No 1178/2011 and (EU) No 965/2012 as regards the requirements applicable to flight simulation training devices and their use in pilot training, testing, and checking. The measure aims to better align simulator qualification and use with current technology and operational practice, potentially allowing more training credits to be obtained in advanced devices while tightening reliability and oversight expectations. EU ATOs, airlines, and business aviation operators should review how the revised provisions affect their training programmes, contracts with FSTD providers, and approvals under Part-ORA and Part-ORO once the consolidated texts and AMC/GM updates are available.

Eurlexa and other consolidated legislation services indicate a broader flow of implementing acts and decisions relevant to aviation noise management and standard-referencing, including Commission Implementing Decision (EU) 2026/803 on referenced standards and Commission Decision (EU) 2026/836 on the process for operating restrictions at Dublin Airport under Regulation (EU) No 598/2014. While not yet accompanied by detailed EASA guidance, these measures underscore the continuing use of implementing decisions to refine noise-related operational constraints at individual EU airports. Operators serving affected airports should monitor local consultations and AIP updates for concrete operational changes.

https://www.easa.europa.eu/en/document-library/regulations/commission-implementing-regulation-eu-2026781;

https://www.eurlexa.com

EASA Opinion 03/2026 proposes a targeted update of the Initial Airworthiness Regulation to clarify Part 21 obligations

The Opinion recommends amendments to Regulation (EU) No 748/2012 to address non-controversial issues, including updating provisions on grandfathering and transitional measures and correcting cross-references in Annex I (Part 21). It also seeks to clarify competence requirements for pilots performing operational suitability data flight tests and to simplify reporting obligations for production organisation approval holders. Design and production organisations, as well as operators involved in OSD flight testing, should anticipate corresponding Commission rulemaking and subsequent AMC/GM amendments and assess whether internal procedures will need adjustment to reflect the clarified requirements.

Recent EASA communications also highlight continuing work on updating continuing airworthiness rules for non-conventional aircraft, including electric- and hybrid-propulsion types, which ties into earlier ED Decisions adapting AMC/GM under Regulation (EU) No 1321/2014. Although the main legal instruments pre-date this week, stakeholders in eVTOL and new-propulsion projects should read these developments together with Opinion 03/2026 to anticipate future alignment between initial and continuing airworthiness frameworks. This integrated view will be relevant for investors and manufacturers assessing certification risk profiles for novel aircraft.

https://www.easa.europa.eu/en/document-library/opinions/opinion-no-032026

EASA announces Revision 24 (March 2026) of the Easy Access Rules for Air Operations, signalling further consolidation of recent OPS rule changes

EASA has confirmed publication of Revision 24 of the Easy Access Rules for Air Operations (EAR for Air OPS), dated March 2026, available in PDF, XML, and online formats. While detailed change summaries are not yet fully public, the new revision is expected to incorporate recent amendments including Regulation (EU) 2025/24 on ground handling requirements and related corrigenda, continuing the trend of consolidating dispersed air-ops amendments into a single reference set. EU operators and CAMOs should plan to migrate internal compliance references, manuals, and training materials to the new Revision 24 baseline as soon as practical, and verify which provisions carry new or updated compliance dates.

https://www.facebook.com/European.Aviation.Safety.Agency/posts;

https://www.easa.europa.eu/en/newsroom-and-events/news/easa-publishes-new-revision-easy-access-rules-air-operations

EASA’s 2026 European Plan for Aviation Safety confirms expanded action list and new risk areas for operators to address

The 2026 edition of the European Plan for Aviation Safety (EPAS) sets out strategic priorities, an updated safety risk portfolio and 129 actions in Volume II, including 15 new actions compared with the previous cycle.

Volume III has been reviewed through EASA’s Safety Risk Management process and now includes two new safety issues – in-flight fires in inaccessible areas and out-of-spec synthetic aviation turbine fuels (SATF) in operations – which will be particularly relevant for operators using alternative fuels and managing cargo fire risks.

EU air carriers, business-aviation operators and ANSPs should map the EPAS actions against their internal safety programmes and oversight plans, ensuring that Safety Management Systems reflect these priorities and that contractual arrangements with service providers take account of the updated risk portfolio. The 2026 EPAS actions and updated risk portfolio will increasingly be used by national authorities and EASA as a benchmark when assessing the adequacy of operators’ SMS and oversight programmes, which makes it important for counsel to understand how their clients’ operations map to the EPAS priorities.

Source: European Union Aviation Safety Agency — https://www.easa.europa.eu/en/newsroom-and-events/news/european-plan-aviation-safety-epas-2026

EASA’s corrected Airworthiness Directive 2026-0073 on standby fuel pump operational checks takes effect on 15 April 2026

EASA Airworthiness Directive 2026-0073, applicable to certain Airbus A330 aircraft, has been republished as a correction to update the referenced aircraft maintenance manual task number for the standby fuel pump operational check.

The directive becomes effective on 15 April 2026 and requires operators to perform the corrected operational check to address the risk of undetected fuel-pump malfunctions, with compliance to be incorporated into scheduled maintenance planning.

EU A330 operators should confirm that their continuing airworthiness management organisations and maintenance providers have adopted the corrected AD text, and legal teams may wish to confirm that lease and maintenance contracts allocate responsibility and cost for AD compliance correctly in light of the correction. The correction to AD 2026-0073 illustrates why operators and lessors should not only track new directives but also monitor for republished or corrected versions, which may change compliance details without altering the basic subject-matter of the AD.

Source: EASA Safety Publications Tool — https://ad.easa.europa.eu/ad/2026-0073

Source: EASA Safety Publications Biweekly 08-2026 — https://ad.easa.europa.eu/blob/easa_biweekly_2026-03-30_2026-04-12_08-2026.pdf/biweekly

ReFuelEU Aviation reporting tool and documentation updated as the first full reporting cycle approaches

EASA’s ReFuelEU Aviation page, last updated in April 2026, consolidates documentation and information on Regulation (EU) 2023/2405 to assist aircraft operators and verifiers with monitoring and reporting obligations, including the use of a digital reporting tool.

The tool aims to support operators in meeting their obligations under Article 8 for fuel and SAF reporting, and is being enhanced in parallel with improvements to the portal for Article 5 justification processes and verifier workflows.

EU and non-EU operators subject to ReFuelEU obligations should ensure that their internal fuel uplift and SAF usage data can be exported in the formats required by the EASA tool, and that contractual arrangements with fuel suppliers and ground handlers allow access to the data needed for timely and accurate submissions. As ReFuelEU Aviation reporting becomes operational, airlines and business-aviation operators should anticipate that reported data may be used not only for regulatory compliance monitoring but also in future policy debates on SAF supply, infrastructure and incentives.

Source: European Union Aviation Safety Agency — https://www.easa.europa.eu/en/domains/environment/refueleu-aviation-digital-reporting-tool

EASA Extends EPAS to 2026 and Refocuses EU Aviation Safety Priorities

The European Union Aviation Safety Agency (EASA) has issued a 2026 addendum to the European Plan for Aviation Safety (EPAS) Volume I (2023–2025), formally extending its validity through the end of 2026. The addendum reinforces continuity in safety planning while updating several strategic priorities to reflect evolving risks, policy initiatives, and regulatory reforms across the European aviation system.

GNSS Resilience, PBN Transition, and Risk-Based Oversight

A central theme of the addendum is the rising concern over GNSS jamming and spoofing, as well as Europe’s readiness for the performance-based navigation (PBN) transition by 2030. Under the Best Intervention Strategy (BIS-44), EASA will assess the overall state of preparedness and explore possible amendments to the PBN Implementing Regulation. In parallel, operators, national aviation authorities (NAAs), and air navigation service providers (ANSPs) can expect additional regulatory initiatives focused on contingency measures for GNSS signal degradation and enhanced use of risk-based oversight aligned with an updated safety management maturity model.

Civil–Military Coordination, Dual-Use Certification, and Runway Safety

EPAS 2026 brings civil–military coordination to the forefront of the EU safety strategy. Revised Section 3.1.4 explicitly addresses dual-use platforms and civil-derivative State and military aircraft, acknowledging the increased defence footprint and GNSS-related vulnerabilities in European airspace. EASA is committed to embedding the principle of “as civil as possible, as military as needed” more deeply into certification and rulemaking processes, potentially leading to a single regulatory approach for dual-use platforms.

The addendum also upgrades runway incursion prevention to a standalone EPAS priority. Efforts will be coordinated through the EASA Runway Safety Team and Task Force, supported by new measures including a Safety Information Bulletin on continuous stop-bar use. EU airlines, aerodromes, and military partners should prepare for more prescriptive coordination on joint safety management and deployment of surveillance and on-board warning technologies.

Big Data and Regulatory Simplification

A new focus on Data4Safety (D4S) and regulatory simplification signals a shift toward data-driven decision-making and reduced compliance complexity. The D4S initiative aims to establish a shared EU safety data infrastructure connecting EASA, Member States, and industry. Meanwhile, EASA’s rule simplification programme, endorsed by its Management Board, will unfold over the next two to three years, covering Part 21 alignment with the Basic Regulation, review of CAT/SPO requirements for small aeroplanes, updates to drone and medical rules, and simplification of pilot and ATCO certification frameworks.

For operators and oversight bodies, this evolution means fewer administrative burdens but greater emphasis on safety data sharing and performance-based compliance. Legal, compliance, and safety managers should monitor how new simplification packages align with existing obligations, particularly where reduced paperwork coincides with heightened expectations on data quality and safety management maturity.

Human Factors, Fatigue, and Workforce Sustainability

The 2026 addendum consolidates human performance concerns under a revised Section 3.1.3.1, integrating fatigue management and research into the effectiveness of EU flight time limitations (FTL) for commercial air transport. EASA foresees new rulemaking tasks addressing FTL for emergency medical services, air taxi, and single-pilot CAT operations, complemented by safety promotion on fatigue risk management.

Additionally, a new Section 3.2.5 elevates workforce availability to a strategic safety concern. Workstreams will focus on developing next-generation aviation professionals, fostering diversity and safety leadership, and strengthening long-term career pathways. Stakeholders should anticipate closer oversight of FTL compliance and EU-level initiatives to sustain licensing and instructor pipelines.

Transitional Year Before Full EPAS Revision

Extending the current EPAS cycle to 2026 enables EASA to finalise a broader overhaul of the European aviation safety risk management process by 2027. Stakeholders should treat 2026 as a transition year—a period to align with evolving priorities while maintaining continuity across EPAS Volumes II and III, which remain operational under standard revision timelines.

General Aviation and Sustainable Integration

The GA Flightpath 2030+ strategy is now fully incorporated into the EPAS framework, advancing proportionate and sustainable development in General Aviation. Priority activities include “declared-by-default” approvals, greener fuel infrastructure, GNSS-based instrument approaches to non-instrument runways, and enhanced electronic conspicuity for collision avoidance.

Finally, EASA aligns its safety priorities with broader EU initiatives—SES 2+, the ATM Master Plan, and the RefuelEU Aviation Regulation—reflecting an integrated approach to safety, capacity, and decarbonisation. For airlines, airports, and ANSPs, this convergence means that safety planning, sustainability compliance, and operational performance will increasingly be governed through interlinked EU policy frameworks.

EASA – EPAS 2026 Addendum (Volume I)

ESA’s recent programme and cooperation decisions continue to expand the opportunities and obligations for EU‑based actors participating in human and robotic exploration initiatives

ESA press communications in early 2026 highlight new and ongoing agreements that bring additional Member States, including Cyprus, into ESA optional programmes, reinforcing the Agency’s funding base and industrial return mechanisms. For EU manufacturers, launch providers and research institutions, these accessions and programme decisions translate into new competition for contracts but also into a broader set of consortia and partnership structures in which EU law, ESA rules and national space legislation intersect. Legal and compliance teams should track which ESA optional programmes their states subscribe to and assess how ESA procurement rules, export controls and ITAR‑sensitive content are managed within multi‑state industrial teams.

The continuing build‑up to NASA’s Artemis II mission underscores the growing operational interdependence between ESA and NASA, particularly through the European Service Module (ESM)

ESA media content released in April 2026 highlights the role of the European‑built service module in providing propulsion, power and consumables for the crewed Orion spacecraft. This hardware contribution is governed by inter‑agency agreements that provide ESA and European industry with mission participation rights and data access, but also align European safety and quality‑assurance practices with NASA standards. EU space manufacturers and insurers should consider how experience from the ESM programme may influence future ESA‑NASA cooperation models, liability allocations and cross‑certification requirements in both low‑Earth orbit and lunar projects.

Artemis II’s progression offers a live test case for how major human‑spaceflight programmes manage risk, liability and coordination across multiple legal regimes

Public commentary surrounding the historic mission stresses its significance as the first crewed lunar flyby in over five decades, with ESA, NASA and other partners sharing technical responsibilities, mission decision‑making and public‑communication roles. Although the detailed inter‑agency arrangements are not all public, the programme illustrates how participating agencies balance national legislation, cross‑waivers of liability and insurance arrangements for crewed missions that transit multiple domains (launch, translunar space and Earth return). EU counsel advising on future exploration or commercial‑participation opportunities should monitor how lessons learned from Artemis II feed into updated agency model contracts, indemnification clauses and expectations around private‑sector involvement in human‑spaceflight support functions

At EU policy level, 2026 continues to see incremental evolution of the regulatory framework around secure connectivity, space traffic management and sustainability, even where headline legislative steps are not taken daily

ESA and EU institutional communications emphasise that new funding decisions and programme calls often embed requirements relating to cybersecurity, resilience and responsible operations, which will gradually crystallise into contractual and, ultimately, regulatory obligations for operators. For European satellite operators and launch providers, this means that compliance is increasingly shaped not only by formal space‑specific legislation but also by cross‑cutting EU rules on data governance, cybersecurity and sanctions that apply to space‑enabled services. Legal teams should ensure that grant and procurement documentation is consistently reviewed for evolving soft‑law expectations on debris mitigation, in‑orbit servicing and end‑of‑life disposal, which may foreshadow future binding norms.

The continued integration of additional European states into ESA optional programmes has downstream implications for national space‑law development, as new participants often update or adopt domestic frameworks to align with ESA practices and EU norms

This can open fresh access paths to ESA missions for local industry, but it also raises questions of forum, applicable law and insurance where missions involve hardware and operators from multiple jurisdictions. EU‑based counsel may find increased need to coordinate advice across ESA‑member and non‑EU ESA‑partner states in structuring contracts, indemnities and dispute‑resolution clauses

Artemis II and associated public communications help normalise expectations about commercial participation in deep‑space missions, including potential roles for private logistics providers, communications services and payload operators

From a European perspective, this reinforces the need to clarify how EU and Member‑State export controls, sanctions and technology‑transfer rules apply when European companies contribute critical components or services to U.S.‑led exploration missions. Companies considering such participation should anticipate enhanced due‑diligence requirements, including around dual‑use technology classifications and end‑use monitoring.

The interplay between ESA programmes and EU policy priorities in areas such as climate monitoring, connectivity and defence‑adjacent services is likely to keep space on the agenda of EU legislative and regulatory initiatives through 2026

Even where space is not the primary target, measures on data, cybersecurity, foreign investment screening and export controls frequently capture space‑sector activities and assets. EU space operators, investors and insurers should therefore maintain integrated monitoring across both specialised space‑law instruments and broader horizontal regulatory files.

https://www.youtube.com/watch?v=cMxr1nbmmZk

https://www.esa.int/Newsroom/Press_Releases

EASA consolidates and expands Part-26 obligations for EU-established operators

The March 2026 edition of the Easy Access Rules for Additional Airworthiness Specifications (Part-26) now incorporates Regulation (EU) 2024/2954 and ED Decision 2024/010/R, extending the scope to aircraft operated by operators established or resident in EU territories and tightening cargo fire protection, helicopter fuel crash-resistance and damage-tolerance requirements. Continuing airworthiness and design organisations should re-check programme applicability, noting that some structural inspection deadlines have already passed and that non-EU registered aircraft under EU control may now fall clearly within Part-26 compliance oversight.

EASA / Aviathrust – https://www.aviathrust.com/article/easa-part-26-march-2026-update-changes-airlines-camo

EU ETS aviation reform remains a 2026 watch point for intra-European and long-haul carriers

With Commission proposals expected in July 2026, airlines are pressing for alignment between EU Emissions Trading System obligations, ICAO CORSIA implementation and sustainable aviation fuel accounting rules, including recognition of SAF uplift outside the EU and earlier issuance of proof-of-sustainability documentation. EU operators should anticipate scenario analyses on cost exposure under alternative scope extensions and prepare to update contractual fuel and codeshare arrangements once the legislative contours become clearer.

https://influencemap.org/insight/The-Aviation-Industry-Playbook-to-Stall-Stringent-Climate-Regulation-in-Europe-37256

https://offset8capital.com/articles/corsia-implementation-guide-carbon-offsetting-strategy-for-airlines/

EASA Part-26 main near-term aviation compliance development

The March 2026 update reflects Regulation (EU) 2024/2954 and EASA Decision 2024/010/R, broadening Part-26 scope and adding notable cargo fire protection and helicopter fuel-system crash-resistance requirements relevant to EU airlines, CAMOs, and approved organisations.

https://www.aviathrust.com/article/easa-part-26-march-2026-update-changes-airlines-camo

EASA’s current events pipeline

The 2026 FAA-EASA International Aviation Safety Conference scheduled for 16–18 June 2026 in Chantilly, Virginia, under the theme “Safety Together: Innovation, Integration, and Trust,” underscoring active transatlantic regulatory coordination that matters for bilateral safety and certification practice.

The operational-safety focus continues this year, including the World Overflight Risk Conference on 20–22 April 2026 in Malta, a useful indicator of likely follow-on soft-law and policy discussion relevant to carriers and counsel monitoring conflict-zone and route-risk issues.

https://www.easa.europa.eu/en/newsroom-and-events/events/2026-faa-easa-international-aviation-safety-conference

https://www.faa.gov/aircraft/air_cert/international/us_eu_conference

https://www.easa.europa.eu/en/print/pdf/node/143213/272837

FAA–EASA SAFETY COORDINATION

FAA-EASA safety coordination remains a live transatlantic issue. EASA and the FAA have opened registration for their 16–18 June 2026 International Aviation Safety Conference in Chantilly, under the theme “Safety Together: Innovation, Integration and Trust,” signalling continued regulatory alignment on certification, oversight, and safety governance.

The June 2026 FAA–EASA conference is explicitly framed as a global forum with senior regulators and industry discussing important safety topics, which matters for operators relying on convergent safety expectations across the EU and US.

https://www.easa.europa.eu/en/newsroom-and-events/events/2026-faa-easa-international-aviation-safety-conference

US enforcement trend worth watching for EU carriers and MROs 

The FAA press releases page lists April 2026 enforcement actions including proposed penalties tied to drug and alcohol testing compliance and maintenance violations, underscoring continued supervisory attention to safety-management-linked compliance controls. FAA public notices include proposed sanctions against airlines, repair stations, and other regulated actors, showing that procedural compliance failures continue to attract material enforcement exposure.

https://www.faa.gov/newsroom/press_releases

Airworthiness monitoring item for Airbus A330 operators

EASA Airworthiness Directive 2026-0073, issued 1 April 2026 and effective 15 April 2026, republishes a correction concerning the aircraft maintenance manual task number for standby fuel pump operational checks on Airbus A330 variants. Operators, CAMOs, and maintenance providers should check internal compliance records against the corrected task reference.

https://ad.easa.europa.eu/ad/2026-0073

EUROPEAN DEVELOPMENTS

EASA Part-26 March 2026 Edition: New Cargo Fire and Helicopter Fuel Rules Now Applicable

In March 2026, EASA published a substantially revised edition of the Easy Access Rules (EAR) for Additional Airworthiness Specifications (Part-26), consolidating Commission Regulation (EU) 2024/2954 and ED Decision 2024/010/R (Issue 5 of CS-26 and GM-26). The document grows from 73 to 88 pages and expands the jurisdictional scope to aircraft “operated by an aircraft operator established, residing or with a principal place of business in the territory to which the Treaties apply” — a tighter and legally more precise formulation than the previous text.

Key regulatory changes include: (i) new cargo fire protection requirements for commercial air transport aircraft; (ii) helicopter fuel system crash resistance under revised Point 26.440, with staggered compliance deadlines in 2026, 2031, and 2039 depending on fleet vintage; and (iii) updated damage tolerance inspection (DTI) incorporation requirements for ageing aircraft structural integrity programmes, with a critical deadline of 26 February 2026 for certain major changes already passed. CAMOs and design organisations should verify that maintenance programmes, compliance monitoring procedures, and management of change documentation are updated accordingly.

The expanded applicability clause, drawn directly from Regulation (EU) 2024/2954, has implications for non-EU registered aircraft operated by EU-established operators . Continuing airworthiness compliance managers should review whether fleet segments previously considered out of scope now fall within Part-26 obligations.

https://www.aviathrust.com/article/easa-part-26-march-2026-update-changes-airlines-camo

EU ETS Reform for Aviation: Airlines Urge Caution Before July Proposals

European airline leaders have publicly called on EU regulators to avoid measures that undermine aviation’s recovery ahead of the European Commission’s expected July 2026 proposals for updating the EU Emissions Trading System (EU ETS) for aviation. The current ETS framework for aviation applies exclusively to intra-European routes. The forthcoming reform proposals are expected to address whether to extend scope and how to interact with the ICAO CORSIA scheme.

Separately, the Airlines for Europe (A4E/AIRE) Aviation Policy Programme has urged the Commission to: (i) extend SAF purchase flexibility so EU airlines can claim SAF uplift outside the EU under ETS; (ii) require fuel suppliers to issue Proof of Sustainability (PoS/PoC) certificates at least three months before year-end; and (iii) grant operators direct access to the Union Database (UDB) for transparent SAF accounting. The interaction between CORSIA obligations and ETS remains a key legal question for EU air carriers operating internationally.

https://www.flightglobal.com/strategy/2026/03/european-airline-leaders-call-for-regulators-to-stop-taking-aviation-progress-for-granted

https://aire.aero/wp-content/uploads/2026/03/AIRE-Aviation-Policy-Program-update-2026-8.pdf

EU261 Passenger Rights Reform — European Parliament Transport Committee Advances Negotiating Position

Reform of EU Regulation 261/2004 (EU261) on passenger rights remains active in the legislative pipeline. The European Parliament’s Transport Committee adopted negotiating guidelines in October 2025, and trilogues with the Council are expected to progress through 2026. Among the contested issues are the scope of “extraordinary circumstances” as an exemption to compensation, the threshold flight delay triggering compensation, and the treatment of connection rights for interline itineraries. EU-based carriers should monitor the reform as it may materially alter compensation liability calculations.

EASA New Air Mobility: ED Decision 2026/002/R in Effect

EASA ED Decision 2026/002/R, issued 2 February 2026, amends AMC and GM to Commission Regulation (EU) No 1321/2014 (continuing airworthiness) to accommodate electric- and hybrid-propulsion aeroplanes and helicopters and non-conventional aircraft. The amendments support implementation of Commission Implementing Regulation (EU) 2025/111 and are designed to provide a safety and compliance level equivalent to that for conventional aircraft. Design organisations and CAMOs working with eVTOL and electric aircraft platforms should review AMC & GM to Part-M (Issue 2, Amendment 9) and the amended articles to Regulation (EU) No 1321/2014.

https://www.easa.europa.eu/en/document-library/agency-decisions/ed-decision-2026002r

US DEVELOPMENTS

FAA Boeing 737-8/9/8200 Airworthiness Directive Adopted (07 April 2026)

The FAA published an Airworthiness Directive (AD) in the Federal Register (Vol. 91, No. 66, 7 April 2026) adopting a new AD for all Boeing 737-8, 737-9 and 737-8200 model airplanes, effective 7 April 2026. This AD is relevant to EU operators because EASA will typically mirror FAA mandatory continuing airworthiness information (MCAI) for type-certificated Boeing aircraft. EU operators and lessors holding or managing 737 MAX variants should monitor the corresponding EASA AD issuance.

https://www.govinfo.gov/content/pkg/FR-2026-04-07/pdf/2026-06716.pdf

FAA Drone BVLOS Regulations (Part 108 / Part 146): Status Update

The FAA’s proposed Part 108 (Beyond Visual Line of Sight operations for highly automated drone systems) and Part 146 (Automated Data Service Providers) are expected to be finalised in early-to-mid 2026 following an August 2025 Notice of Proposed Rulemaking and a presidential executive order mandating finalisation within 240 days. Part 108 eliminates the requirement for individual flight-by-flight waivers for BVLOS, introduces new operator roles (Operations Supervisors, Flight Coordinators), and imposes work-hour limitations analogous to manned aviation standards.

EU relevance: while these are US domestic rules, they will set a global benchmark for BVLOS regulatory design. EASA is simultaneously advancing U-space regulation and eVTOL/new air mobility frameworks. EU drone operators should track Part 108 as a reference for incoming EASA rulemaking and note that cross-border drone operations touching US-registered operators may already engage Part 108 requirements.

https://dronetrust.com/blogs/articles/new-faa-drone-rules-2026

EUROPEAN DEVELOPMENTS

EASA and EUROCONTROL issued a joint action plan on GNSS interference.

The plan is aimed at strengthening the safety and resilience of European aviation operations as interference events become more frequent, especially near conflict zones. It sets out short-, mid-, and long-term measures, including harmonised procedures, clearer allocation of responsibilities, and work with manufacturers and avionics stakeholders on more interference-resilient solutions. EASA and EUROCONTROL state that the action plan seeks a common operational picture of interference events, updated guidance for crews and controllers, better information exchange through Member States, and support for long-term avionics resilience.

EASA’s 2026 EPAS edition extends strategic priorities through the end of 2026 and adds rulemaking emphasis relevant to operators and manufacturers

New priorities include big-data technologies for aviation safety risk management, rules simplification, and implementation of the SES 2+ framework, while new rulemaking tasks address manufacturer flights, group operations, and ATM/ANS-related common requirements. From the legal point of view, the ona are on simplification of rules, SES 2+ implementation, and new operational and ATM/ANS workstreams that could later cascade into certification, compliance, and operator obligations.

US DEVELOPMENTS

FAA announced a new measure for separation between airplanes and helicopters in certain busy-airport environments

The FAA said controllers will suspend the use of visual separation in the covered scenarios and instead use radar-based separation minima, a U.S. development worth monitoring for EU stakeholders focused on mixed-traffic safety and urban-air-mobility policy benchmarking.