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Welcome to Aeracle.com, an aviation blog which mainly focuses on the domain of EASA.
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Aeracle is managed by an aviation expert regularly in touch with Industry and Authorities!
Aeracle is meant to be an easy reading blog, however you will always find the links to authoritative sources!
Aeracle’s content is continuously updated to offer you a fresh source of information related to aviation!
It is still a good question asking “what will happen in aviation after the Brexit”.
Although we do even not know whether such a Brexit will actually take place, EASA has already started to take some countermeasure. Here is a list of AMOs in UK that will immediately get an EASA approval, in case of hard Brexit.
Some news claimed the FAA has delegated certification tasks to Boeing. As if it’s not enough, the aircraft manufacturer has hired low skill engineers to code the B737 Max software. If true, why did it happen? Will the FAA change its policy? Should the passengers push the government toward a more reliable policy in the civil aviation products certification. Few personal comments.
The EASA regulatory framework is wide and complex. In this article we try to clarify some of the peculiarity related to the so called “Initial and Continuing Airworthiness”, which (among others) includes the design organisations (DOA), the production organisations (POA) and the maintenance organisations (MOA).
Are the aviation authorities moving too much towards the side of the industry? Are they perhaps loosening safety up? Are they still working for the sake of the travellers? Just few questions after the crashes that regretfully affected Lion Air and Ethiopian Airlines.
Some Regulator mandates not well defined temperatures conditions in hangar, offices or workshops, without specifying values or details that may guide the responsible person.
Although this is a high debatable topic, the article provides with some guideline so you can make your mind up.
The article explains why the EASA requires hangar doors for MROs involved in Heavy Maintenance and what are the conditions that may exempt some MRO from meeting such a requirement.
The exact requirements to be accepted as Maintenance Manager in an EASA approved maintenance organisation are here explained in a detail that is not given in the main rule 145.A.30.
What are the reasons why the EASA requires the aircraft type training to be that one referred in the EASA Part 66? Why non-EU MRO are obliged to only authorise Support Staff and Certifying Staff holding an EASA Part 147 Certificate? Here there is my point of view.
If you have ever struggled to find out where the definition of products, parts and appliances is, welcome to the club. This article will finally provide you with the exact meaning of such terms, that often recur in all the EASA regulation framework.
There are many rumours about the withdrawal of the UK from the European Union. Will Brexit be an hard or a soft one? what will be the impact on the aviation business?
From the European Commission, the Directorate General for Mobility and Transport, the factual news make us thinking about an hard Brexit where what was before, will then be all gone.
How new technologies may drastically change the air transportation? New ideas might significantly decrease travel times and some new solutions might even represent a threat for the aviation business. Nobody can stop the future, so better starting to have clear idea about it.
The chance to authorise engineers holding a non-Part-66 license makes the business more easy though still safe. MRO located outside the EU may then support the maintenance of EU registered aircraft grounded overseas by employing personnel holding a valid ICAO license, even though it is not an EASA Part 66 AML.