The EASA uses classes and ratings to define the maintenance scope of its approved maintenance organisations.
A1, B1, C7, D1, for example, are codes in the certificate that are all referring to specific privileges. This article clarify their meanings.
The new Fees and Charges EASA Regulation (Regulation 2019/2153) will enter into force the 1st of January 2020 and it is already published in the Official Journal of the European Union.
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.
EASA Part 147 Approved Maintenance Training Organisations (AMTO) are required to comply with the TNA (Training Needs Analysis) in order to determine the duration of the course they wish to offer. Read this post to learn what the TNA is and how it should be managed.
Are you thinking to apply for an EASA Part 145 approval? Are you wondering where should you send your application and what are the consequent steps to be done to get the approval? do you need to know how long it will take? and to understand about the costs? Here you will find your “how to” guidelines which will bring you to a full understanding of the whole process, its costs and the related timing.
EASA Form 1s are used to release engines and components by organizations approved with the relevant engine and components ratings (e.g. B1 or C7). However a peculiar case allows A1 (Aircraft) rated organization to issue the EASA Form 1 for components removed as serviceable from EU Member State registered aircraft.
There are cases where a Maintenance Organisation is allowed to use old revision of maintenance data during the maintenance works. However in such a case, some conditions must be fulfilled. This article explains when the use of up to dated maintenance data is mandatory and when it is instead possible to use older revision of the manuals.
The HF antenna for long range communications makes the HF system capable of communicating over distances of 3000 km or more. Here explained why the HF coupler is filled with low pressure nitrogen gas.
Are there conditions dictated by unforeseen urgent operational circumstances or operational needs making possible an exemption from the EASA rules? Yes, there are.
RVSM: how airliners optimize the flight altitude in order to save fuel and fly safe. An unexpected issue when behemoth airliner encounters a small business jet.
The EU-CHINA Aviation Partnership Project (APP) talks about UAS
Is it really possible to scientifically determine whether an airline is safe or not? Well, this is actually what a private Company (JACDEC) claims to do. In this article it is explained how their system works and what are the safest airlines in the world, according to them.
A quick explanation and an easy to read version (PDF) of the EASA Continuing Airworthiness Regulation, which includes Part M, Part 145, Part 66, Part 147 and Part T.
How the drones are regulated within the EU and how the EASA interacts with NAAs
This article explains what a Maintenance Planning Document is, where it is coming from, what it is used for and what its relationship with the Aircraft Maintenance Program is.