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.
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).
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.
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.
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.