Build it once, sell it to every nation
EMAR 21 is written once by the European Defence Agency and adopted by each nation with its own differences. Build the evidence once and produce the pack each authority expects
What this regime costs you today
Common text, national transposition. The difference is where the work is.
Every nation transposes it differently
The regulation is common. What your customer actually enforces is national, and it is not in the regulation.
The code is agreed, not published
EMAR 21 names no airworthiness code. Each programme agrees one with its Authority, and it becomes the basis.
A second customer is a second pack
The same aircraft, assembled again for another authority, by people reading the first pack backwards.
The differences are the risk
What one nation accepted and another did not is exactly what gets found late.
Whatever you fly, it has to be proven
One regulation across the European fleet, and everything it carries
- Combat air
- Lead in trainer
- Transport
- Tanker
- Maritime patrol
- Transport helicopter
- Naval helicopter
- Uncrewed air system
- Target drone
- Stores and pylons
What changes when the evidence derives itself
One evidence base
The design truth is held once, whatever the customer nation calls the document.
A pack per authority
Composed for the nation asking, with what it does not want set aside and the reason kept.
The agreed code on record
What your Authority accepted as the basis is recorded, not remembered.
Differences you can point at
Where a national reading diverges, it is visible rather than discovered in review.