GM2 26.1 Demonstration of compliance

• ED Decision 2019/006/R found in: CS-26 Additional Airworthiness Specifications for Operations (No 2015/640) Part-26 (Mar 2023)
• ED Decision 2024/010/R found in: CS-26 Additional Airworthiness Specifications for Operations (Part-26) (Oct 2025)

GM2 26.1 Demonstration of compliance ED Decision 2019/006/R For the initial issue of [Part-26](http://eur-lex.europa.eu/legal-content/EN/TXT/?uri=uriserv:OJ.L_.2015.106.01.0018.01.ENG), which is a transposition of existing JAR-26 requirements, the operators will be responsible for showing compliance. In most cases this can be done by referring to the certification basis of the aircraft or the approved changes in which the amendment level of the certification specification will indicate compliance. In any case, the JAR-26 requirements should have been implemented already by EU operators and since the [CS-26](https://www.easa.europa.eu/document-library/certification-specifications/cs-26-issue-2) text is equivalent to the JAR-26 text, compliance with JAR-26 means also compliance with [Part-26](http://eur-lex.europa.eu/legal-content/EN/TXT/?uri=uriserv:OJ.L_.2015.106.01.0018.01.ENG). See also [Article 5](#_DxCrossRefBm881534025) of the Commission Regulation (EU) 2015/640 In the rare case where the above possibilities are not sufficient, showing compliance by the operator directly to the NAA will be difficult. They will need to involve the design approval holder of the aircraft or the approved change as relevant. This design approval holder should then apply to the EASA for certification that the design complies with the relevant [CS-26](https://www.easa.europa.eu/document-library/certification-specifications/cs-26-issue-2) or CS-25 paragraph, special condition or equivalent safety case. With that approval information the operator can show compliance to the NAA. [Issue: 26/2] ##### GM2 26.1 Demonstration of compliance *ED Decision 2024/010/R* For the initial issue of [Part-26](http://eur-lex.europa.eu/legal-content/EN/TXT/?uri=uriserv:OJ.L_.2015.106.01.0018.01.ENG), which is a transposition of existing JAR-26 requirements, the operators will be responsible for showing compliance. In most cases this can be done by referring to the certification basis of the aircraft or the approved changes in which the amendment level of the certification specification will indicate compliance. In any case, the JAR-26 requirements should have been implemented already by EU operators and since the [CS-26](https://www.easa.europa.eu/document-library/certification-specifications/cs-26-issue-2) text is equivalent to the JAR-26 text, compliance with JAR-26 means also compliance with [Part-26](http://eur-lex.europa.eu/legal-content/EN/TXT/?uri=uriserv:OJ.L_.2015.106.01.0018.01.ENG). See also [Article 5](#_DxCrossRefBm783605426) of the Commission [Regulation (EU) 2015/640.](https://eur-lex.europa.eu/eli/reg/2015/640/oj/eng) In the rare case where the above possibilities are not sufficient, showing compliance by the operator directly to the NAA will be difficult. They will need to involve the design approval holder of the aircraft or the approved change as relevant. This design approval holder should then apply to the EASA for certification that the design complies with the relevant [CS-26](https://www.easa.europa.eu/document-library/certification-specifications/cs-26-issue-2) or CS-25 paragraph, special condition or equivalent safety case. With that approval information the operator can show compliance to the NAA. [Issue: 26/2] [Issue: 26/5]