A lot of different Aircraft Maintenance Licenses (AMLs) are everyday used by Engineers (Licensed Aircraft Engineers or LAEs) to carry out maintenance on aircraft from everywhere. In the world, each and every Country has got its own AML, so there is the Japanese AML for aircraft registered in Japan, the CAAS AML for aircraft registered in Singapore and so on. A particular case is in the EU, where different countries use the same license (EASA Part 66 AML) although it is issued in each country with a slight different layout, reflecting the different nationality.
The AML Part 66 is the license made to be used in Europe for the EU registered aircraft and even though it has can have different “nationalities”, as it is issued by each EU Member State with its own “logo” and name of the issuing country, such an AML is however recognised as an unique and its validity and use is not depending on the Country identified on it (e.g. Germany, France or Italy). Perhaps the only difference among the different national Part-66 AMLs is on the fee to be paid to the different national licensing Authorities.
In any case, EU registered aircraft are flying everywhere outside the EU and they may need assistance wherever it is required, so it would be nice to take advantage of so many LAEs (Licensed Aircraft Engineers) already there, everywhere in the world.
This is actually possible: an EU aircraft grounded somewhere outside the EU, may be assisted and released by engineers holding the license of that Country where the aircraft is actually on-ground.
This make things both good for the business and still absolutely safe! Let’s see how…
Basically, each time an aircraft is somewhere on-ground, the Organisation responsible for the maintenance of such an aircraft can opt to use maintenance personnel holding either an EASA Part 66 AML, or a local valid AML, as long as such an AML is full compliant with the ICAO ANNEX I (compliance which is normally stated in the License itself). A
lmost all the existing AML are in compliance with the ICAO, therefore it should not be a problem.
But what is it exactly possible? Let us have a look…
To make things easy, let us consider the case of an EASA approved MRO located, for example in India where the Organisation has its registered facility. Let also assume that the same Organisation has got Line Stations both in India and in Sri Lanka.
Let us also keep in mind that the content of this article is however valid for each country other than any EU Country, Iceland, Lichtenstein, Norway and Switzerland.
- Within the facility registered in India, the Indian MRO can authorise LAEs holding an Indian DGCA AML to work and released EU registered aircraft.
- At the Sri Lankan Line Station, the MRO can authorise LAEs holding an Sri Lankan CAA AML to work and released EU registered aircraft.
These are already good things, isn’t it? the MRO only needs to apply the conditions for the use to the Indian AML that are described in EASA Regulation (Appendix IV to Part 145). But there are even more goodies:
- In case that a customer of our Indian MRO has got its aircraft grounded at a location where no appropriate LAE is available, our Indian MRO can still help by issuing a “one-off authorisation” to one of its employee holding equivalent type authorisations on “similar” aircraft. This employee can then reach the place and assist the customer.
- Still in case of the luckless aircraft grounded somewhere where no EASA approved maintenance organisation is available, our Indian MRO can still issue a one-off authorisation to (even) any person with not less than five years maintenance experience and holding a valid ICAO aircraft maintenance licence rated for the aircraft type requiring certification.
In the case of the last 2 bullet points, the issue if such-on-off authorizations must be reported within 7 days to the competent Authority.
Once again, what above written is applicable to any country, not only India or Sri Lanka and if you are interested to learn more about this topic, you should have a look to the EASA requirement 145.A.30(j), where you will see that even pilots may be used to carry out some maintenance task …but this is another story and maybe another post 😉