IO540
The trouble is that we have had to take on another person and set up a new company to do the part M subpart G paperwork.
I can see how the extra person might not be required by a fleet operator once the inital problems of part m have been overcome but the introducton of Part m had us flat out before Xmas with the CAA/EASA changing the rules by the day.
What Part M is showing up is that the quality of maintenance in the UK was to say the least very vairiable. Those who used the companys at the cheaper end of the market are now hurting ar things that should have been done years ago are now flagged up my a more formal audit system.
Some anomalys have been shown up by the different "recomended" lifes that manufactures put on accessorys, I could quote a number of these items but won't because it will just give the CAA more ideas!
The CAA has now also get it's head around gliding, this it is failing to do with gusto! Some of the policys in this area are so restrictive that I am going down the political route to get them sorted because the CAA seem to be getting rather intrenched.
On one hand they are insisting for powered aircraft that recomended life items in the maintenance manual are hard lifed at this recomendation and in the other hand they won't except the manufacturers mantenance schedule despite it being excepted by the EASA state of origin and part of the aircrafts (glider) type certificate.