EASA to TCCA transition
EASA to TCCA aircraft records transition
An EASA to TCCA records transition prepares an aircraft's records for placement on the Canadian register after a history in the EASA system. It is run by or for the lessor, airline, or acquisition team ahead of the move. It bridges the AD status from EASA mandatory continuing-airworthiness information onto the directives applicable under the Canadian Aviation Regulations, tests EASA Form 1 acceptance for installed components, and aligns the CAMO-held records with CAR recordkeeping. You receive a bridged AD view for the Canadian set, a release-acceptance map, and a gap list against the Canadian import.
When this review is needed
- An EASA-registered aircraft is moving onto the Canadian register and the records have to satisfy CAR import expectations.
- An export certificate of airworthiness from the EASA member state has been issued and needs checking against the records.
- EASA Form 1 releases are installed and their acceptance for Canadian registration needs confirming.
- AD status was held under EASA mandatory continuing-airworthiness information and has to be restated for Canadian directive applicability.
The problem
The continuing-airworthiness file was built for a CAMO, and the Canadian system reads it against the CARs. Mandatory continuing-airworthiness information from the EASA side does not map one-to-one to the directives Transport Canada applies, since Canadian applicability draws on the state-of-design directives plus any TCCA-issued ones. The CAMO program structure differs from the maintenance organization arrangements the CARs anticipate, and the import relies on the EASA member state's export certificate. These differences emerge during the Canadian import work, by which point the placement is committed.
What gets reviewed
- AD status restated from EASA mandatory continuing-airworthiness information onto Canadian directive applicability
- EASA Form 1 release acceptance for components remaining installed under Canadian registration
- Configuration and STC status against a TCCA-acceptable approval basis
- The EASA export certificate of airworthiness and its exceptions to the importing side
- CAMO-held records reconciled toward CAR recordkeeping expectations
- Time and cycle continuity across the change of register
Scope this review
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Send a representative, redacted record set and we will scope the review.
What gets validated
- Each EASA mandatory item is mapped to its applicability under the CARs or shown to have no Canadian effect
- Releases on EASA Form 1 meet the acceptance criteria the Canadian import applies
- Modifications installed under EASA STCs carry an approval basis TCCA accepts or a path to Canadian acceptance is identified
- The export certificate of airworthiness is present and its exceptions are addressed
- CAMO-held records meet the content the CARs expect without unexplained gaps
- Life-limited part status and releases support the figures carried onto the Canadian register
Evidence normally required
- AD and mandatory continuing-airworthiness status from the outgoing EASA register
- The export certificate of airworthiness from the exporting member state
- Component release certificates, including EASA Form 1
- Modification and STC status from the EASA system with approval references
- Airframe, engine, and APU records showing time and cycle history
- The CAMO-managed maintenance program records
Common discrepancies
- Mandatory EASA items whose Canadian applicability under the CARs is unresolved
- TCCA-applied directives not tracked on the EASA side that become accomplishment items
- Modifications under EASA STCs with no TCCA acceptance or acceptable equivalent
- An export certificate of airworthiness carrying exceptions the Canadian side must clear
- CAMO program records that do not align with the content the CARs expect
- Time and cycle figures that disagree between the EASA status report and the logbooks
What is at stake
An import held up keeps the aircraft off the Canadian register and out of service. Directives Transport Canada applies that were not tracked on the EASA side can require accomplishment before flight, and an EASA Form 1 the Canadian side will not accept can force re-release or replacement before the import closes.
How the work runs
Rebuild the AD picture
Restate the EASA mandatory continuing-airworthiness status onto Canadian directive applicability and resolve items that do not map.
Test release acceptance
Check installed EASA Form 1 releases against the acceptance criteria the Canadian import applies and flag the gaps.
Work the export exceptions
Identify the exceptions on the export certificate of airworthiness and the evidence each one needs on the Canadian side.
Build the import gap list
Assemble the records gap list and AD view the Canadian import work will draw on.
What the buyer receives
Who uses the output
- Importing owners and lessors planning the Canadian placement
- Acquisition teams timing the import to the delivery date
- Records teams clearing exceptions before the Canadian import work begins
How the work fits into the transaction or program
The transition review runs before the Canadian import work starts so AD bridging and release acceptance are settled while the exporting member state can still issue or amend evidence. It pairs with the EASA export certificate of airworthiness and feeds the Canadian import package.
Start with a single asset
Start with a single tail and expand once the workflow is proven.
Aircraft-specific considerations
Modifications approved in the EASA system shape the work. Each EASA STC is examined against a TCCA-acceptable basis, and where the Canadian type acceptance differs from the EASA type-certificate basis, the configuration is checked against the Canadian basis rather than assumed to carry across.
Jurisdiction-specific considerations
EASA mandatory continuing-airworthiness information does not map one-to-one onto Canadian directive applicability, which draws on the state-of-design directives plus any TCCA issues. An EASA Form 1 and an EASA STC carry no automatic Canadian standing until acceptance is established.
Regulatory limits
The review reports records readiness for the Canadian register. It does not file the import, issue a Canadian certificate of airworthiness, determine directive applicability for Transport Canada, or replace the EASA export certificate. Those acts stay with the authorities.
What this review does not cover
Specific to this review
- EASA mandatory continuing-airworthiness information and Canadian directive applicability under the CARs are tracked against different baselines, so the AD picture has to be rebuilt rather than copied across.
- The exporting EASA member state issues the export certificate of airworthiness, and its exceptions become Canadian open items, since neither EASA nor TCCA is the receiving and issuing authority in the other's system.
- An EASA STC needs a TCCA acceptance path before it has standing on the Canadian register, independent of any FAA validation it may carry.
Sources
Transport Canada. Canadian airworthiness, maintenance records (CAR 605/571), and Airworthiness Directive requirements (CAR 593).
European Union / EASA. Continuing airworthiness, maintenance records, CAMO responsibilities, and the airworthiness review process in the EASA system.
European Union Aviation Safety Agency. EASA authorised release certificate for components, equivalent in function to FAA Form 8130-3.
International Civil Aviation Organization. International standards for the airworthiness of aircraft and the framework states use for type and continuing airworthiness.
U.S. Government (eCFR). The legal basis for issuing and enforcing Airworthiness Directives on U.S.-registered products.
Frequently asked questions
Relevant glossary terms
Related pages
Where this fits
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We will walk through your current state, the records or evidence involved, and a scoped first engagement.
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