Guptar
28th Nov 2012, 04:59
In short, how is it done from a Oz regulatory perspective.
Eg., a biz jet on the VH register, a Global, Gulfstream or lately even smaller personal jets seem to be ranging over all corners of the globe. Lots of photos on the net of VH Aircraft in Iceland, Greenland, and other remote areas.
Now there are ots of places around the world, most seem to be Certified FAA Repair Stations or EASA certified.
So what happens when you pull into a place with a problem in your VH aircraft, the facility is approved to work on your aircraft from FAA and EASA but doesnt have CASA approval. The engineers there are appropriately licenced in their (CASA LAME equivalent) country, but how do they sign off on the work that is done on the MR.
Someone said to me a while back to get around this you dont enter anything on the MR but logbook entries are made which is satisfactory?
Even NZ doesnt have many CASA approved engineers.
Can anyone shed some light on this.
Eg., a biz jet on the VH register, a Global, Gulfstream or lately even smaller personal jets seem to be ranging over all corners of the globe. Lots of photos on the net of VH Aircraft in Iceland, Greenland, and other remote areas.
Now there are ots of places around the world, most seem to be Certified FAA Repair Stations or EASA certified.
So what happens when you pull into a place with a problem in your VH aircraft, the facility is approved to work on your aircraft from FAA and EASA but doesnt have CASA approval. The engineers there are appropriately licenced in their (CASA LAME equivalent) country, but how do they sign off on the work that is done on the MR.
Someone said to me a while back to get around this you dont enter anything on the MR but logbook entries are made which is satisfactory?
Even NZ doesnt have many CASA approved engineers.
Can anyone shed some light on this.