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.