EASA Standard CofA

[2close]

Last year our group had a CofA carried out by a non-Part 145 maintenance organisation.

However, according to the CAA G-INFO website the aircraft has in force an 'EASA STANDARD CofA' valid to 23 May 2008.

My understanding was that once an EASA CofA has been issued this was in force for the life of the aircraft and only Annual inspections were required thereafter.

We have now been informed by our nominated Part 145 organisation that we have to have another 'Star Annual' in order to comply with EASA Regulations.

Does anyone happen to know what the actual score with this is and where I can find chapter and verse legislation on this issue?

Cheers,

2close

[robin]

Not sure if this might be the answer, but my understanding is that on the issue of the EASA CofA this will be issued by the CAA.

When you come for next year's ARC, you will be going through a maintenance organisation. They are permitted to extend the ARC up to two times, but only for those they themselves have issued.

Because the CAA have issued the initial one, they are not permitted to extend it, even though they may have done the work.

A neat bit of stupid bureaucracy

[Butchersboy]

aha I have this problem Our aircraft had its first CofA in Feb 2004 which was a (a) Standard EASA certificate, life 3 years. Now the first cert issued is the (b)non-expiring (!) Standard EASA that sort of lasts a year. Have only just found out this difference -if there is any - I'm still confused:ugh:

[ericferret]

Why don't you ask the 145 for copies of the documentation they are working too for your information. They should have no problem giving this to you.

[ACX]

This whole subject can be quite confusing so here goes.

Since September 2003 when EASA came in to power all CofA’s have technically been EASA CofA’s, whether they where still the old CAA type or the new version referring to EASA, but the UK system of a three year CofA renewal stayed in place.

From September 2008 all aircraft have to have an EASA CofA and an Airworthiness Review Certificate, the ARC. This is the transfer point to the new EASA system in total.

In order to implement this the CAA starting reducing the three year CofA to Two years in 2006 and One year in 2007 so that all CofA’s would become due for renewal between September 2007 and September 2008. At this renewal you would get the EASA CofA and an ARC and be ready for the EASA starting point.

From September 2008 to September 2009 all renewals would follow the EASA process, and a full ARC renewal will be required (i.e. a Star under the old system) because the EASA approved Management Company (the CAMO) can only renew ARC’s that it has issued and the first ARC will have been issued by the CAA. From then on the ARC renewal will be every year or three years dependant on how you have your aircraft managed/maintained.

Thus, in the worst case scenario, those who had a CofA renewal between Sept 2006 and Sept 2007 will also require one in 2008 and 2009.

I hope that this makes it a bit clearer.

ACX

[2close]

Thanks ACX,

Just so I'm sure I understand this correctly the CofA issued in May 2007 should have been issued for two years.

After September 2008, our new Part 145 company (the CAMO) cannot issue an ARC on that CofA as they can only issue ARCs on a CofA that they have issued themselves. But before September 2008, i.e. in May 2008, they can issue an ARC, correct?

However, with effect from September 2008, in our case in May 2009, the CAMO will have to carry out a full CofA inspection and issue a CofA plus ARC, thereafter issuing ARCs.

I hope I've understood this correctly.

Cheers,

2close

[ACX]

Hi 2close

No not quite.

Your CofA issued in May 2007 would have been for 1 year, to May 2008, and would have just been as EASA Standard CofA.

In May 2008 the CofA will need renewing again using the normal process, but the CAA will issue a New CofA and an ARC.

In May 2009 your CAMO will need to carry out a full ARC renewal, as they did not issue the original ARC.

If you stay with the same CAMO they will revalidate the ARC in May 2010 and 2011.

In 2012 you will need a full ARC issue.

If at any point post May 2009 you were to change CAMO’s during the year, at the next ARC review you would new a full ARC issue rather than just a revalidation.

ACX

[fireblade900]

Hi I own a Cessna 150, and I'm enquiring if anyone has got quotes for annual inspections throughout Europe.

So far I got a quote, for an annual in ireland and UK for 2,000 Euros.

Are the maintenance organisations in continental europe any cheaper ?

$$$$..

[A and C]

Would you want a cheaper annual?

If someone is doing the annual for less that 2000 Euros what sort opf job are you going to get?

And are you going to fly the aircraft back over a very cold sea when it has just come out of a VERY Cheap maintenance company?

You only get what you pay for!

[fireblade900]

I understand what you are saying, "you get what you pay for", but this is not some permit to fly maintenance job, this is a certified EASA, and the job has to comply within certain parameters.
I..e. if it was a permit to fly annual, like LAA (Light Aircraft Association), you can have almost anyone do the maintenance, and of course in this scenario if yo pay very little you may get a "monkey" to do the job, but in the EASA type maintenance, only approved maintenance operators can perform the work, those it is more likely that wherever you get it done it doesnt matter...
So my plan was to shop around, as the EASA certs are expensive, and why not get a cheaper deal if you can ?

thats my 5 cents on the subject.:confused:

[jxk]

BUT although EASA rules are supposed to be same throughout Europe will the delegated national authorities e.g. CAA accept a French issued ARC on a UK registered aircraft? So, the thought of ferrying an aircraft to another European country for maintenance may be a non-starter.

[robin]

I understand what you are saying, "you get what you pay for", but this is not some permit to fly maintenance job, this is a certified EASA, and the job has to comply within certain parameters.
I..e. if it was a permit to fly annual, like LAA (Light Aircraft Association), you can have almost anyone do the maintenance, and of course in this scenario if yo pay very little you may get a "monkey" to do the job, but in the EASA type maintenance, only approved maintenance operators can perform the work, those it is more likely that wherever you get it done it doesnt matter...

Having seen some of the Jodels going from CofA to LAA Permit I can tell you it is horrifying to see the state of some aircraft which supposedly had had full CofA treatment. It was the LAA inspectors, not the EASA-approved engineers who sorted it out.......:=

[Malcom]

Works both ways unfortunately, I've refused to deal with some PFA/LAA types, and walked away either laughing or muttering and wondering how and why they got in such a state!