EASA light aircraft maintenance.
Thread Starter
EASA light aircraft maintenance.
I read elsewhere that from 27/7/15 lighter touch maintenance requirements introduced initially for EL1 ,up to 1200Kg MTOW aircraft.
To be based on manufacturers recommendations. For example Cessna require minimum 100 hr check cycle not 50.( as would be the case if N reg in UK) Mandatory 6 years prop overhaul not required on some props. Hose replacement on condition etc.
The LAA following developments as presumably would not want more onerous requirements than EASA C of A recommendations.
EL2 class aircraft up to 2000kg MTOW to follow within the year hopefully.
A step in the right direction to reduce the light aircraft cost burden in EASA land.
To be based on manufacturers recommendations. For example Cessna require minimum 100 hr check cycle not 50.( as would be the case if N reg in UK) Mandatory 6 years prop overhaul not required on some props. Hose replacement on condition etc.
The LAA following developments as presumably would not want more onerous requirements than EASA C of A recommendations.
EL2 class aircraft up to 2000kg MTOW to follow within the year hopefully.
A step in the right direction to reduce the light aircraft cost burden in EASA land.
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Here the EUR-LEX link for ELA1
http://eur-lex.europa.eu/legal-conte...5R1088&from=EN
comes into force 2015-07-27.
http://eur-lex.europa.eu/legal-conte...5R1088&from=EN
comes into force 2015-07-27.
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Caa have issued a document on the changes ......
EASA new Regulation 2015/1088 Minimum Inspection Programme (MIP) - Information for UK
aircraft owners
To standardise maintenance programmes for EASA regulated aircraft a new Minimum Inspection
Programme (MIP) has been introduced by EASA. This is an amendment to the Part M regulation and
will apply to ELA1 aircraft (Maximum Take-off Mass (MTOM) of 1,200 kg or less and not involved in
commercial operations).
Owners can now choose from a number of different aircraft maintenance programmes (AMP).1088
introduces two new options to the existing Part M requirements, one of which is the MIP, the other is
based on manufacturer’s recommendations. (All AMCs which must at least meet the standards of the
MIP).
Who this affects:
Initially owners of ELA1 aircraft, Part 145 organisations, Part M Subpart G CAMOs and Part M
Subpart F maintenance organisations and Licensed engineers.
The main changes:
Owners can self-declare their aircraft maintenance programme
Annual inspection and issue of the Airworthiness Review Certificate (ARC) can be done at the
same time by the same licensed engineer.
Part 145 and Subpart F organisations have additional new privileges
Timelines:
For ELA1 aircraft, the changes came into effect on the 27 July 2015, and a template for the new
AMP options described above is now available. This may be revised by EASA in September when it is
also due to publish acceptable means of compliance and guidance material (AMC and GM). In the
absence of current published AMC/GM, the information in the EASA comment response document
can be found at CRD 2012-17 (pages 202 to 277).
The introduction of the MIP precedes the new Part M Light regulations that are expected to be
adopted in summer 2016. Aircraft owners will then be able to choose either Part M or Part M light and
the MIP will then extend to aircraft between ELA1 (1,200kg) and ELA2 (2000kg).
We will issue further updates in September 2015 on the changes relating to MIP. We will also be
providing information on the future of LAMP now that these changes have been published.
EASA new Regulation 2015/1088 Minimum Inspection Programme (MIP) - Information for UK
aircraft owners
To standardise maintenance programmes for EASA regulated aircraft a new Minimum Inspection
Programme (MIP) has been introduced by EASA. This is an amendment to the Part M regulation and
will apply to ELA1 aircraft (Maximum Take-off Mass (MTOM) of 1,200 kg or less and not involved in
commercial operations).
Owners can now choose from a number of different aircraft maintenance programmes (AMP).1088
introduces two new options to the existing Part M requirements, one of which is the MIP, the other is
based on manufacturer’s recommendations. (All AMCs which must at least meet the standards of the
MIP).
Who this affects:
Initially owners of ELA1 aircraft, Part 145 organisations, Part M Subpart G CAMOs and Part M
Subpart F maintenance organisations and Licensed engineers.
The main changes:
Owners can self-declare their aircraft maintenance programme
Annual inspection and issue of the Airworthiness Review Certificate (ARC) can be done at the
same time by the same licensed engineer.
Part 145 and Subpart F organisations have additional new privileges
Timelines:
For ELA1 aircraft, the changes came into effect on the 27 July 2015, and a template for the new
AMP options described above is now available. This may be revised by EASA in September when it is
also due to publish acceptable means of compliance and guidance material (AMC and GM). In the
absence of current published AMC/GM, the information in the EASA comment response document
can be found at CRD 2012-17 (pages 202 to 277).
The introduction of the MIP precedes the new Part M Light regulations that are expected to be
adopted in summer 2016. Aircraft owners will then be able to choose either Part M or Part M light and
the MIP will then extend to aircraft between ELA1 (1,200kg) and ELA2 (2000kg).
We will issue further updates in September 2015 on the changes relating to MIP. We will also be
providing information on the future of LAMP now that these changes have been published.
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Less paperwork NOT less maintenance !
Most maintenance on light aircraft is done because it needs to be done, a lot of the paperwork is just so much bull.
The example of a Cessna 152 only now needing a 100 hour check is a bad one, correct the airframe only needs a 100 hour check but the engine requires a 50 hour oil & filter change so the saving is not as dramatic as it sounds.
The big savings from the new wave of EASA enlightenment can be seen in the CS-STAN document, here the cost savings are substantial when replacing old equipment.
The example of a Cessna 152 only now needing a 100 hour check is a bad one, correct the airframe only needs a 100 hour check but the engine requires a 50 hour oil & filter change so the saving is not as dramatic as it sounds.
The big savings from the new wave of EASA enlightenment can be seen in the CS-STAN document, here the cost savings are substantial when replacing old equipment.
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My N reg Cessna180 manufacturers recommended min check is 100 hrs
Not even the basic LAMP/LAMS checklist every 50 hours or 6 months really satisfied the recommendation for a 4 month oil change.
Part 145 and Subpart F organisations have additional new privileges
Timelines:
For ELA1 aircraft, the changes came into effect on the 27 July 2015, and a template for the new AMP options described above is now available.
Timelines:
For ELA1 aircraft, the changes came into effect on the 27 July 2015, and a template for the new AMP options described above is now available.
Hopefully less paperwork will mean more time for maintenance, not less maintenance.
Thread Starter
A colleagues G reg Cessna SEP had its 50 hour check recently, plus two tiny defects rectified. Cost over £500. This is why people can't afford to fly anymore. Any sensible safe easing of the UK maintenance burden has to be supported.
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Work for nothing ?
£500 for a 50 hour check is very reasonable there is about £80 just in oil, filter & gaskets. A bit more for maybe brake pads & air filter.
Other lubricants & cleaning compounds have to be paid for.
There is a eight hours work if you do the job properly plus the Dredded VAT at 20%.
That does not leave a lot to pay for the mechanic , hangar, heating, CAA approval fees, maintenance licence renewals etc.
That's only £10/flying hour for maintenance!, if the aircraft was on a 100 hour program I can't see the hourly rate being much different......... That is provided all the work is being done.
Other lubricants & cleaning compounds have to be paid for.
There is a eight hours work if you do the job properly plus the Dredded VAT at 20%.
That does not leave a lot to pay for the mechanic , hangar, heating, CAA approval fees, maintenance licence renewals etc.
That's only £10/flying hour for maintenance!, if the aircraft was on a 100 hour program I can't see the hourly rate being much different......... That is provided all the work is being done.
Thread Starter
In above post Cessna 50 hr, owner provided the oil/ filter ,25% off at Aeroexpo Sywel!
Same type a/c N Reg, owner and myself assisted by FAA lic. engineer, did a thorough 50 hour, plus brake pad change in one morning. Fee £250.
Not directly comparable with G reg, but what we're up against with Part M, Part M light or whatever it's called!
Same type a/c N Reg, owner and myself assisted by FAA lic. engineer, did a thorough 50 hour, plus brake pad change in one morning. Fee £250.
Not directly comparable with G reg, but what we're up against with Part M, Part M light or whatever it's called!
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In Germany there been big problems with the German CAA (what ever their called) insisting on the Cessna SID being implemented.
At great expense to aircraft owners.
Were as the UK CAA have said only AD,s and SB are mandatory..
Now this rule change has meant they can tell their CAMO to disregard.
There's also the issue of life,ed parts.
And engine TBO,s were some countries in Europe don't allow extensions at all.
At great expense to aircraft owners.
Were as the UK CAA have said only AD,s and SB are mandatory..
Now this rule change has meant they can tell their CAMO to disregard.
There's also the issue of life,ed parts.
And engine TBO,s were some countries in Europe don't allow extensions at all.
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Service Bulletins are not mandatory in the UK.
SBs have to be technically assessed and complied with based on that judgement - non-compliance would have to be with good reason.
Airworthiness Directives and Airworthiness Limitations are mandatory in the UK.
SBs have to be technically assessed and complied with based on that judgement - non-compliance would have to be with good reason.
Airworthiness Directives and Airworthiness Limitations are mandatory in the UK.
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Why on earth are you paying £500 or £250 for a 50 hour check when as the owner of the aircraft you are allowed to do the 50 hour check yourself ?
But sadly if used for instruction you can't
But sadly if used for instruction you can't
