EASA PART 145 PDF

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G. Cross-reference between Part requirements and syllabus' contents. H. Detailed contents and level of detail expected (Full contents / Specific paragraphs. Part General; Quality system; Certification of maintenance . Will a licence issued in accordance with JAR-FCL requirements still be valid once the new. Consolidated version of Part (Annex II) of the Commission GM A(j)( 4) Personnel requirements (Flight crew). PART Section A.


Easa Part 145 Pdf

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Is Part-M applicable to approved Part organisations? .. What are the training requirements for personnel within a Part organisation, other than those. AMC/GM TO ANNEX II (PART) TO REGULATION (EU) No / CONTENTS. Page 2 of . GM A(j)(4) Personnel requirements (Flight crew ). Article 3 Continuing airworthiness requirements. PART (ii) a balloon with a maximum design lifting gas or hot air volume of not more than.

Some general expectations for escalation initiatives are described in the following paragraph: Two different cases: Escalation of safety-related task intervals, which consist of all mandatory tasks Airworthiness Limitation Section as well as certain non-mandatory tasks issued by the DAH Design Approval Holder such as various MRBR Maintenance Review Board Report tasks [see note below], tasks related to emergency equipment, critical components… Case 2: Escalation of non-safety-related task e.

Escalation approval: The approval of a task escalations is addressed separately for each case:. Regarding case 1: Following a positive evaluation, a direct approval of the AMP revision will be issued by the competent authority, as stated in M. Regarding case 2: De-escalation of task intervals i. Regardless of the source of the task, this may be eligible to indirect approval [see FAQ n.

Additional scheduled maintenance tasks selected by the operator on voluntary basis e. Service Letter linked to product improvements or maintenance practices Depending on their nature, those tasks may be added, changed and deleted through the indirect approval [see FAQ n.

Additional and de-escalated tasks may originate from the reliability programme as indicated in point 4 of AMC M. Concerning changes in task type e.

For non-safety related tasks, the competent authority may accept an indirect approval. The quality manager is considered nominated personnel according M. The minimum qualification and experience requirements are contained in AMC M. Neither M. Nevertheless, the CAMO needs to take into account the conditions for the continued validity of the approval contained in M.

Another option would be to nominate another person. This would be necessary when the absence is going to be of considerable length and in this case the nomination and acceptance by the competent authority is done using the Form 4. In such case, as required by M. Based on M. The individual contracts need not to be submitted for approval to the competent authority. The competent authority shall approve the procedures for contracted maintenance as part of the CAME Part 3 and the basic information of the contracted maintenance should be included in a list of contracted maintenance organisations in the CAME part 5.

The amendment to the list mentioned in 5. Yes, the quality system is part of the activities of the CAMO and therefore it should be monitored. The quality system procedures are considered to be within these approved procedures.

Besides that the audits to the quality system shall satisfy the requirement of independent audits. This is further explained in AMC M. So, the quality manager cannot audit the quality system in terms of independence of the audit. Therefore, to audit the quality system, it is acceptable:. The way the quality system is going to be audited has to be described in the CAME and approved by the competent authority.

Yes, Part-M is applicable to Part organisations. Nevertheless, not all the requirements of Part-M are relevant to Part organisations. In addition to the Part-M provisions directly referred to in Part such as reference to M. Within the privilege described in Subject to the approval by the Competent Authority, the maintenance organisation should develop in the MOE e. Chapter 2.

In addition, the procedure should include the criteria e. Yes, the quality system is part of the activities of the part organisation and therefore it should be monitored. Point The quality system procedures are included within these approved procedures. Besides that the audits of the quality system shall satisfy the requirement of independent audits.

EASA Part-145

This is further explained in AMC Therefore, to audit the quality system, it is acceptable to:. The way the quality system is going to be audited has to be described in the MOE and approved by the competent authority.

This is a very important information in order to assess whether further damage adjacent or at the same spot at a later stage would be allowable or not. In addition, it is a safeguard measure in order to be able to determine, during audits, whether the person correctly determined that the damage was within limits.

One of the fundamentals of subcontracting activities is that, during such maintenance, the part has been temporarily extended to include the subcontractor. Subcontracting can be done only if the part has approved procedures to do it A certificate of release to service can be signed by a person from the subcontractor who meets the part approved maintenance organisation certifying staff standard approved in the MOE, which means:. The certificate of release to service and the EASA Form 1 will always be issued under the maintenance organisation approval reference.

Part organisation. Certifying staff required. Qualification system.

General Release procedure. Release procedure for an NDT inspection. Aircraft class A. The release of the aircraft maintenance carried out under A class rating has to be performed by certifying staff holding a Part licence. The release is either on the aircraft technical log or issuing an aircraft release to service statement.

Engines Class B. The certifying staff is qualified following the procedures established by the organisation, Part licence is not required. A Part organisation holding a B rating approval on a particular engine type and having in its approved scope of work NDT inspections for this engine type. Components Class C. The release of the component maintenance carried out under C class rating has to be performed by components certifying staff. The certifying staff is qualified following the procedures established by the organisation, no need to have a Part licence.

A Part organisation holding a C rating approval on a particular component and having in its approved scope of work NDT inspections for this component. Specialised services.

The certifying staff is qualified following the procedures established by the organisation in compliance with EN, Part licence is not required. The release of works performed under class D rating is done on an EASA Form 1 or using another form of release to service other than aircraft release to service as defined by the organisation in the MOE in compliance with The approved scope of work will be NDT inspections on this method.

Maintenance data has direct influence on many processes of the AMO and contributes to demonstrate the overall capability of the organisation to perform maintenance. In both cases, the AMO should demonstrate that the maintenance data used, regardless of the source, is up-to-date.

To discharge this responsibility, a procedure should be established to:. When the maintenance data is arranged directly by the AMO it shall be available and controlled continuously. One of the examples would be the maintenance data for the large aircraft. Whenever the maintenance data is not available or not current, the maintenance shall not be performed and released, as mentioned by Recording the revision status of such manual may be sufficient [AMC In particular:.

As a consequence, the competent authority should assess that the test is simple and that all the other conditions mentioned in These protected rights allowed those persons to continue exercising inside that particular Part organisation the privileges of the certification authorisation issued by that Part organisation without the need to comply with paragraphs 1 c to 1 f. If this person changed the employment to a different Part approved organisation after the entry into force of Part i.

In this case paragraph 2 of Appendix IV is not applicable anymore.

The person or group of persons nominated responsible for ensuring that the organisation complies with Part including the Quality Manager shall be able to demonstrate.

In addition to the necessary expertise related to the job function, competence must include an understanding of the application of human factors and human performance issues appropriate to that person's function in the organisation.

Personnel who carry out any other specialised task shall be appropriately qualified in accordance with officially recognised Standards. By derogation to paragraphs g and h , in relation to the obligation to comply with Annex III Part , the organisation may use certifying staff qualified in accordance with the following provisions:.

For organisation facilities located outside the Community territory certifying staff may be qualified in accordance with the national aviation regulations of the State in which the organisation facility is registered subject to the conditions specified in Appendix IV to this Part.

For line maintenance carried out at a line station of an organisation which is located outside the Community territory, the certifying staff may be qualified in accordance with the national aviation regulations of the State in which the line station is based, subject to the conditions specified in Appendix IV to this Part. However, the organisation shall ensure that sufficient practical training has been carried out to ensure that such aircraft commander or flight engineer can accomplish the airworthiness directive to the required standard.

The provisions of this paragraph shall be detailed in an exposition procedure. In the following unforeseen cases, where an aircraft is grounded at a location other than the main base where no appropriate certifying staff are available, the organisation contracted to provide maintenance support may issue a one-off certification authorisation:. All such cases as specified in this subparagraph shall be reported to the competent authority within seven days of the issuance of such certification authorisation.

The organisation issuing the one-off authorisation shall ensure that any such maintenance that could affect flight safety is re-checked by an appropriately approved organisation.

In addition to the appropriate requirements of In the case of certifying staff, this shall be accomplished before the issue or re-issue of the certification authorisation. The organisation shall ensure that all certifying staff and support staff are involved in at least six months of actual relevant aircraft or component maintenance experience in any consecutive two year period.

The organisation shall ensure that all certifying staff and support staff receive sufficient continuation training in each two year period to ensure that such staff have up-to-date knowledge of relevant technology, organisation procedures and human factor issues. The organisation shall establish a programme for continuation training for certifying staff and support staff, including a procedure to ensure compliance with the relevant paragraphs of Except where any of the unforeseen cases of The holder of a category A aircraft maintenance licence may only exercise certification privileges on a specific aircraft type following the satisfactory completion of the relevant category A aircraft task training carried out by an organisation appropriately approved in accordance with Annex II Part or Annex IV Part This training shall include practical hands on training and theoretical training as appropriate for each task authorised.

Satisfactory completion of training shall be demonstrated by an examination or by workplace assessment carried out by the organisation. The holder of a category B2 aircraft maintenance licence may only exercise the certification privileges described in point The task training shall include practical hands on training and theoretical training as appropriate for each task authorised.

Satisfactory completion of training shall be demonstrated by an examination or by workplace assessment. The practical experience shall be also obtained within such maintenance organisation. Pre-flight inspections when the organisation has an agreement with an operator.

Personnel performing Pre-flight inspections when the organisation has an agreement with an operator. These schemes do not override Part requirements nor capture all the possibilities various licences, educations and experiences. The start and end of each phase can vary depending on individual cases.

The initial application for a Part aircraft maintenance licence shall be made to the competent authority of one of the member states. Please contact this competent authority for an application form form 19 and specific details concerning the application.

The form 19 shall be submitted to the Member States together with evidence of compliance with the requirements. Member states will specify the related fees and how compliance with the requirements shall be demonstrated.

See Part An application for amendment or renewal of a Part aircraft maintenance licence shall be made to the competent authority of the member states who issued the licence. Please contact this competent authority for an application form Form 19 and specific details concerning the application. EASA is not a licensing authority and therefore does not issue any licences. The list of the National Aviation Authorities and their contact details can be accessed here: For other activities within a maintenance organisation, a Part licence is not required.

Part-145 - Maintenance organisation approvals

Privileges on the basis of national requirements may be added in the Part licence in section XIV. In the past some medical criteria were proposed in JAR, but these were removed in order to avoid conflicts with national rules.

JAR Part has only a provision to suspend, limit or revoke licences in case of carrying out maintenance or issuing a certificate of release to service when adversely affected by alcohol or drugs [ Current Common sense recommends the certifying staff not to exercise the privileges of their certification authorisation if they know or suspect that their physical or mental condition renders them unfit to exercise such privileges impact to the safe maintenance operations.

In addition such recommendation may be covered and rendered mandatory by the national requirements of the Member State where you exercise your privileges. Typical examples are for intoxication alcohol, drugs, etc.

Please find an agreement with your company in order to list the maintenance tasks that you are allowed to carry out without jeopardising the aircraft safety. Anybody able to pass the basic knowledge examinations and fulfil the basic experience requirements can get the related Part licence. There are no additional conditions such as a medical certificate or any other proof regarding the mental or physical abilities.

In other words, people with specific learning difficulties or physical impairments are not discriminated by Part or Part Obtaining the licence does not give the certification privileges. Before granting such privileges, the maintenance organisation will have first to check the competence, including the assessment of the skills and abilities and considering the Human Factors principles. Please note that in some EU Member States additional occupational safety and health requirements may apply working on heights, confined spaces, etc.

EASA does not plan to propose amendments to the regulations to account for cases of people with special needs during examinations: As an additional information, the Agency already issued several positive recommendations for such exemptions e.

Please contact your competent authority for details. Furthermore, No, unless the basic knowledge got outside of the EU is acquired in a Part training organisation approved by EASA, according to Maintenance experience should be written up in a manner that the reader has a reasonable understanding of where, when and what maintenance constitutes the experience.

A maintenance log book detailing the experience is desirable and some competent authorities may require such a log book see AMC Consequently, the format used to evidence the maintenance experience is not strictly defined in the rules and is left at the discretion of the competent authority issuing the licence. Hence, EASA advises you follow the instructions of the competent authority where you intend to apply for.

It is not mandatory to gain maintenance experience in a Part organisation. According to the AMC Subpart F, FAR, etc. This means that the aircraft maintenance experience may be accepted by the competent authority when such maintenance is performed in a maintenance organisation which does not necessarily hold an EASA Part approval.

Furthermore aircraft maintenance experience gained outside a civil aircraft maintenance environment may include aircraft maintenance experience gained in armed forces, coast guards, police, etc. However, it is on the competent authority to evaluate whether this experience is acceptable.

Consequently, please contact the competent authority where you intend to apply for a licence, in order to check whether the basic experience would be acceptable. As stated in Not only the technology or systems of the civil aircraft might differ from the military aircraft version configuration e.

In addition the interaction with the customers i. To name a few, the following items can be reminded: The military regulations widely differ from country to country, with certain countries having military rules similar to the EU ones, while others have very different rules. Two years of practical maintenance experience on operating aircraft in the B1.

This experience need to be accumulated within the 10 years preceding the application. According to Credit can be granted as regards to the basic knowledge of the sub category for which the licence has been already issued. This means that a comparison of the basic knowledge gap analysis will have to be done between the different sub categories. Please contact your competent authority, which may have already performed this comparison.

Some competent authorities may have already posted such comparison s on their websites; however be sure that the comparison relevant to your case is acceptable to the competent authority who issued your licence.

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In addition the applicant will have to comply with the additional experience requirements for the new sub category sought, as detailed in Appendix IV to Part Examination is a written form of demonstration of a certain level of theoretical knowledge by the student based on achievement of the learning objectives, usually performed on completion of a theoretical training course or a portion of a course.

The standard, format, pass mark, etc. The examination shall be performed by the appropriately trained and approved examiner. Assessment is a practical form of measuring the competence of the student by evaluating three major factors associated to the learning objectives: The assessment should focus on the competencies relevant to the aircraft type and its maintenance. The assessment shall be performed by appropriately trained and approved assessors.

This point only applies to those cases where type examination is performed as a substitute for type training, which means it is intended for the examinations conducted by or on behalf of the competent authority on those aircraft that do not require a type training typically Group 2 and Group 3 aircraft according to Appendix I to the AMCs to Part So, it is true that the examiners authorised by the competent authority shall not have been involved in the applicant's training.

Normally, these functions should not be confused. Aircraft type rating training must have been started and be completed within the 3 years preceding the application for a type rating endorsement Part, Appendix III, paragraph 1 refers.

It does not make sense to attend in the first instance a TRT course with the intent of getting this TRT later endorsed on the maintenance licence for two main reasons:. Legally speaking the situation is not forbidden.

If aircraft types of the same manufacturer have different type ratings as stated in Appendix I to AMC to Part, there is a gap of knowledge gap preventing the endorsement of the second aircraft type. Those training courses may either be provided by a Part training organisation or by the competent authority.

A Part organisation difference training is not required for variants within the same aircraft type rating, for example: Nevertheless, some training to cover the differences may be necessary. As per the new Regulation EC No. The duration of the practical training should be adequate in order to complete the contents required by paragraph 3.

For aeroplanes with a MTOM equal or above In addition, for B1 and B2 licences, where the aircraft is the first in a licence category or subcategory, an on the job OJT training shall be performed. Type training courses started and finished before 01 Aug can be used for rating endorsement application until 31 July Any theoretical type training course finished after 01 Aug can be used for rating endorsement application until 3 years after they were started even in the case where they were started before 01 Aug Any practical type training course finished after 01 Aug can be used for rating endorsement application until 3 years after they were started even in the case where they were started before 01 Aug Directly approved aircraft type training course is only valid for Part AML type rating endorsement by that Member State, which means it cannot be used for aircraft type endorsement by other Member States no mutual recognition of the certificate , unless this other competent authority has approved the course as well.

The practical assessment addresses the practical portion of any type training whereas the OJT assessment addresses the additional practical experience necessary to gain in a true maintenance environment as part of the first type rating in a sub category, as illustrated by the table below:.

To perform the final evaluation of the knowledge, skills and attitude of the trainee following the practical element of the type training. To evaluate if the candidate has gained the required competence in performing safe maintenance, inspections and routine work according to the aircraft documentation and other relevant instructions and tasks as appropriate for the type of aircraft. To confirm the completion of the required diversity and quantity of OJT, based on the supervisor s reports and feedback.

It is sufficient that the completion of individual OJT tasks is confirmed by the direct supervisor s , without being necessary the direct evaluation of the assessor. The assessment shall be performed by designated assessors appropriately qualified. It means that the assessors should demonstrate training and experience on the assessment process being undertaken and be authorised to do so by the organisation.

The OJT shall be assessed by designated assessors appropriately qualified. The completeness of the whole OJT process shall be assessed. The intent of the requirement is not to suggest that:. All report s or feedback from the supervisor s having monitored every actual job task performance or any other source of information use of manuals and procedures; observance of safety measures, warnings and recommendations; adequate behaviour in the maintenance environment , the designated assessor should be in a position to:.

The supervisor should not sign the actual task if the person did not achieve the required competence in safe task performance. AMC to Section 6. It is left to the decision of the competent authority how to comply with this requirement: The AMC states that the tasks are representative of the licence sub category applied for.

This means that:. OJT shall be performed on the aircraft type for which the applicant is seeking type endorsement. The objective of the OJT is to gain the required competence and experience in performing safe maintenance on that particular aircraft type.

CONTINUING AIRWORTHINESS course

However, a certain number of tasks may be performed on other aircraft type s typically from the same manufacturer , only in the cases where such tasks are very similar to the tasks applicable to the aircraft type for which the candidate seeks the type endorsement. The AMC to section 6. A good example would be same engine types installed on different aircraft types i. Consequently, this may be acceptable, if properly justified to the competent authority within the MOE Chapter 3. This flexibility provision is applicable for a limited number of tasks and should not be used to conduct the entire OJT on other aircraft type s showing similarities.

As agreed during the Standardisation Meeting with the competent authorities, as a minimum, the OJT procedure should describe the following elements:. Since the procedure in MOE is approved by the competent authority of the maintenance organisation, it can only be used when the licensing authority is the same as the competent authority of the maintenance organisation.

In other cases, the licensing authority may accept such OJT after assessing and approving the programme, which should usually be done prior to starting the OJT. This is described in AMC Since your competent authority is responsible for the issue and extension of your licence, please follow the instruction of your competent authority and try to find a solution based on the above AMC.

The OJT shall be approved by the competent authority who has issued the licence ref. Part 66, Appendix III, sec. It shall be carried out in a maintenance organisation approved under Part or M. However, since these procedures are approved by the competent authority of the maintenance organisation, and providing training is not one of the privileges of a maintenance organisation, they can only be used when the licensing authority competent authority issuing the license is the same as the competent authority of the maintenance organisation.

In other cases, it is up to the licensing authority to decide whether it accepts such procedures for the purpose of approving the OJT ref. The possibility still exists in this case that a licensing authority may directly approve OJT procedures, which have to be included in a separate document outside and not being part of the MOE.

It is recommended that prior to starting any OJT, the licensing authority who has issued the license is contacted to verify its acceptance of any possible intended option.

By default, a category B3 licence is included in a category B1. Provided that the qualification requirements are fulfilled, the B1. AMC The privileges endorsed for these types are based only on the national rules.

EASA does not have any information about these types. If you want to get information about them, please contact the competent authority. No, the validity of the Part licence is not affected by recent experience. If you do not meet the experience requirement anymore, you lose your rights to exercise your privileges of certifying staff or support staff. The licence itself is valid 5 years from the last renewal. Neither a short period of job training session nor an aircraft type refresher training are acceptable.

The list of typical tasks to be carried out by a category A certifying staff at line shown in the AMC include a line r.

This may include defect deferment when all the following conditions are met:. When these conditions are met, your authority may allow other tasks to be carried out under AMC Article 4 of Regulation EU No. This does not prevent any organisation or person involved in aviation activities, including maintenance training activities, to report any safety occurrence or other safety information they consider relevant. Such reports would be to the voluntary reporting system to be established by all competent authorities according to Article 5.

Typically a Part- approved training organisation having implemented an Safety Management System SMS on a voluntary basis would have such a voluntary occurrence reporting system.

Paragraph 3. An online service developed by the EC allows organisations and individuals to report aviation safety occurrences to aviation authorities. Courses outside the scope of Part cannot be part of the Approval Schedule of the approved Part organisation. This does not prevent a training organisation to provide such courses. The scope, content and the delivery methods of these courses will not be reviewed by the Agency or the EASA Member States, as part of the audit scope of the Part organisation.

However, when Part-M or Part requires the staff to be trained, the appropriateness of such training being delivered would be assessed during the audits of these particular organisations. Part, in particular, There are no additional requirements or guidance published in EASA rules regarding the experience and qualification of instructors, except that it is recommended that potential instructors be trained in instructional techniques. EASA does not issue Instructor licences or equivalent, and permanent or contracted instructors can only exercise instruction privileges through the approval of a Training Organisation.

Instructors are nominated by the approved organisation, which keep detailed records of their qualifications and are audited by the authority. For any further questions, we advise you to contact the training organisation Quality Assurance Dept. This means that the quality system itself should be independently audited. The competent authority cannot perform this function on behalf of the organisation.

This implies that quality system monitoring itself must be subject to internal audits:. No, a Part approval can only be granted to an organisation which plans to conduct training on all the modules related to a sub category of an aircraft maintenance licence, so that a full understanding of the training needs, interfaces and examination relative to that sub category of licence is achieved.

It does not mean that the Part organisation is not allowed to conduct courses on just one module. There are several scenarios possible depending on the particular case. Here are some most probable cases for category B1 or B Case No 1 baseline — standard case: The applicant completes the whole basic knowledge course including the training, practical assessments and basic modules examinations in an approved Part maintenance training organisation.

The Certificate of Recognition CoR of the basic course completion is issued by the organisation. The applicant can apply for the Part licence with 2 years of maintenance experience. Case No 2: The applicant completes the basic training in two different Part AMTO including the examinations. The applicant does not benefit from the experience reduction and have to fulfil the requirement of 3 years of experience if recognised as skilled worker or 5 years.

As this demonstration requires a significant investment, the applicant is invited to directly contact the competent responsible for performing such an investigation. Case No 3: The applicant has completed a full basic training course in one approved Part organisation.

In this case the applicant would receive a CoR for basic training only as well as the CoRs related to the modules successfully passed in that approved Part organisation. The quality system procedures are included within these approved procedures.

Besides that the audits of the quality system shall satisfy the requirement of independent audits. This is further explained in AMC So, the quality manager cannot audit the quality system in terms of independence of the audit. Therefore, to audit the quality system, it is acceptable to:. The way the quality system is going to be audited has to be described in the MOE and approved by the competent authority. This is a very important information in order to assess whether further damage adjacent or at the same spot at a later stage would be allowable or not.

In addition, it is a safeguard measure in order to be able to determine, during audits, whether the person correctly determined that the damage was within limits. One of the fundamentals of subcontracting activities is that, during such maintenance, the part has been temporarily extended to include the subcontractor.

Subcontracting can be done only if the part has approved procedures to do it A certificate of release to service can be signed by a person from the subcontractor who meets the part approved maintenance organisation certifying staff standard approved in the MOE, which means:. The certificate of release to service and the EASA Form 1 will always be issued under the maintenance organisation approval reference.

Part organisation. Certifying staff required. Qualification system. General Release procedure. Release procedure for an NDT inspection. Aircraft class A.

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The release of the aircraft maintenance carried out under A class rating has to be performed by certifying staff holding a Part licence. The release is either on the aircraft technical log or issuing an aircraft release to service statement.

Engines Class B. The certifying staff is qualified following the procedures established by the organisation, Part licence is not required. A Part organisation holding a B rating approval on a particular engine type and having in its approved scope of work NDT inspections for this engine type. Components Class C. The release of the component maintenance carried out under C class rating has to be performed by components certifying staff. The certifying staff is qualified following the procedures established by the organisation, no need to have a Part licence.

A Part organisation holding a C rating approval on a particular component and having in its approved scope of work NDT inspections for this component. Specialised services. The certifying staff is qualified following the procedures established by the organisation in compliance with EN, Part licence is not required.

The release of works performed under class D rating is done on an EASA Form 1 or using another form of release to service other than aircraft release to service as defined by the organisation in the MOE in compliance with The approved scope of work will be NDT inspections on this method.

Maintenance data has direct influence on many processes of the AMO and contributes to demonstrate the overall capability of the organisation to perform maintenance. In both cases, the AMO should demonstrate that the maintenance data used, regardless of the source, is up-to-date. To discharge this responsibility, a procedure should be established to:. When the maintenance data is arranged directly by the AMO it shall be available and controlled continuously.

One of the examples would be the maintenance data for the large aircraft. Whenever the maintenance data is not available or not current, the maintenance shall not be performed and released, as mentioned by There have been various interpretations of the requirements which at times have led to organisations not being fully prepared or capable of providing the scope of work that they have applied for or have been approved to provide.

The purpose of this policy note is to remove ambiguity about what the UK CAA expects of an organisation applying for Part approval or wishing to continue to hold Part approval.

Facilities Line Maintenance providers are expected to have an office, storage facilities and, for larger providers, possibly a workshop. These facilities must be airside or at the very least within a short drive. The distance should be reasonable and appropriate for the activity being provided from the airside area.

This is to ensure personnel from the organisation are not operating remotely from the approved facility. Base maintenance providers must have a hangar which accommodates the aircraft types for which they are approved to maintain with offices, storage facilities and workshops as required.

The aircraft type must be able to be completely enclosed by the facility. It is not acceptable for the aircraft tail to be outside the hangar while performing base maintenance. Work may be performed outside the hangar subject to procedures being approved in the Organisations MOE. Maintenance Data This data should be used in the initial approval stages to define tooling requirements and assist in the creation of the manpower plan.

It will define manpower requirements for each task. It will also need to be available during subsequent CAA audits. This helps to demonstrate the organisation's overall capability to perform maintenance. Where customer supplied data is not used, a subscription service will need to be in place prior to commencement of any work.

The organisation must have procedures in place that demonstrate how they control the data and ensure that it is up to date before use.The use of a more complex device requires additional considerations, regarding the capabilities and characteristics of the device and the impact this may have on the training objective s. The Lisbon Treaty, the latest primary treaty at EU level, was signed on 13 December and entered into force on 1 December The AMC to section 6.

This verification may take into account the statement referred to in ORO. In Reg. Baby bassinets are currently included in a certification process of the particular aircraft in which they will be installed; baby bassinets are not certified as a separate device and they are not certified for taxi, take-off, landing and turbulent weather conditions. Additionally, the approval of FRM is not a stand-alone approval.

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