EASA / CAAsAuthorities & Rules
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.
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 there conditions dictated by unforeseen urgent operational circumstances or operational needs making possible an exemption from the EASA rules? Yes, there are.
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.