Part M query.

[vee-tail-1]

Part M brings in a non-expiring EASA CofA and an ARC at one or three year intervals.
My query; how on an EASA aircraft do we go from the old national CofA to the non-expiring EASA CofA ?
Is it an automatic process, or is form filling and money required?
Any enlightenment on this would be much appreciated. :bored:

[cats_five]

The experience of glider owners of becoming EASA aircraft was that:

1) we had to G-register them. Not an issue for other stuff.

2) we had to bring all the paperwork together and show either in the documentation or by inspection that all ADs and so on were up-to-date.

3) this involved lots of form-filling... It had to be signed off by an approved inspector - in our case BGA inspectors with the required ticket.

4) we also had to pay some money, can't remember how much now, but the BGA were administering it on behalf of the CAA so your CAA charges might well be different.

[140KIAS]

Just had our second ARC issued, this time by Part M. Previous issued by CAA - presumably since our maintainers weren't properly authorised at the time.

It's all been pretty seamless, Part M company has dealt with all the paperwork etc. About £80 for issue of most recent ARC.

Only anxieties have been around apparent tightening up of manufacturer lifed items.

We also had concerns around back to birth records as the earlier log books were missing however that doesnt seem to have caused any (visible) issues.

[robin]

All airworthy aircraft should have been issued with a non-expiring EASA Cof A by 28th Sept last year. The issue was done through the CAA.

This year you get an ARC renewal through either the CAA or through an approved company (Subpart F or G - can't remember which).

Just choose your CAMO with care - there is a wide range of charges for the service.

[vee-tail-1]

Many thanx for the info. :ok:

[David Roberts]

Post # 2 re UK gliders' transition to EASA Cs of A is not relevant to aeroplanes. Post # 4 is correct for aeroplanes.

UK gliders were not state registered or state controlled for airworthiness pre- EASA, they were under self regulation of the BGA (happy days...), hence a different process to transition them to EASA Cs of A. I was heavily involved in the process to achieve that and would compliment EASA officials (and UK CAA &, DfT) for their pragmatism and help in the face of the legal straightjacket of BR 1592/2002 created by the political system in Brussels.

Back to theme, V-tail,.....suggest you read EASA Part M for light aircraft (non-commercial) very carefully and work out the best option for yourself as controlled / un controlled environment regime, and also study what work as owner / pilot you can do yourself. It is actually more liberal than many are suggesting - though still not perfect. But then the redrafting of the new / revised Part M was led by a (UK) glider pilot.....