New EU Regulation for a/c over 5,700kg
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New EU Regulation for a/c over 5,700kg
Heard a disturbing rumour tonight that there is a plan to make all owner/operators of aircraft over 5700kg (12,500lbs) to "have an AOC" and that AOC holders will have to operate a minimum of 2 aircraft. Also, there will be a requirement to have a mandatory JAR145 maintenance facility "connected".
Can't find one word of it through Google so wonder if any body else heard of this madness????
Can't find one word of it through Google so wonder if any body else heard of this madness????
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As far as I am aware new EASA regulation that is yet to come in place states that there will no longer be a CAT A or CAT B AOC there will only be a Cargo AOC or a PAX AOC or a Mixed Cargo/PAX AOC. 
But nothing concerning the number of minimum Aircraft to have in a fleet, but new financial regulations will take effect along with the above so as to make sure no chabby operators survive which is a good thing in a way and bad in others.
The above info about Above regulatory change came to me from AENA in Madrid.
WA
But nothing concerning the number of minimum Aircraft to have in a fleet, but new financial regulations will take effect along with the above so as to make sure no chabby operators survive which is a good thing in a way and bad in others.
The above info about Above regulatory change came to me from AENA in Madrid.
WA
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Also, there will be a requirement to have a mandatory JAR145 maintenance facility "connected".
This would be the CAMO requirement I think.
Under JAR there was a proposed JAROPS 2 (and 4 for the helis) that would mean regulation - and more important because it generates income - oversight by the authorities. IF and WHEN that comes - at least my authority (German) donīt know it. But they were sort of surprised by JAA and EASA as well....
This would be the CAMO requirement I think.
Under JAR there was a proposed JAROPS 2 (and 4 for the helis) that would mean regulation - and more important because it generates income - oversight by the authorities. IF and WHEN that comes - at least my authority (German) donīt know it. But they were sort of surprised by JAA and EASA as well....
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The way this was told to me was that there would be no more "Private" ops for aircraft in excess of 5,700kg, only "AOC". That was the kick in the teeth for me.
I am now wondering if there was confusion with the requirements for private operators to have an approved operations manual etc etc by 2012 (which i'm guessing is tied in with JAR-OPS 2).
Would this make sense???
I am now wondering if there was confusion with the requirements for private operators to have an approved operations manual etc etc by 2012 (which i'm guessing is tied in with JAR-OPS 2).
Would this make sense???
If you want to see what's coming, go to
Rulemaking | Notices of Proposed Amendment (NPAs)
and download NPA 2009/02 - all seven files of it. Basically, OPS O, 1, 2, 3 and 4 are all rolled into one, and a new definition of "commercial" is applied i.e. "Any operation of an aircraft, in return for remuneration or other valuable consideration, which is available to the public or, when not made available to the public, which is performed under a contract between an operator and a customer, where the latter has no control over the operator."
Take money from someone to manage thair plane? You're commercial - welcome to the wonderful wacky world that is OPS. Fly your own jet? You're a "non-commercial operator of a complex aircraft". You aren't going to need an AOC, but you will need an Ops Manual and most of all an FTL scheme.. UK FODCOM 2009/04
http://www.caa.co.uk/docs/33/FOD200904.pdf
gives a link to some Powerpoint presentations that were used at a recent workshop on the subject (four of 'em, at the bottom of the page).
Basically, the new structure starts with general rules that will apply to anyone, whatever they fly - aeroplane, chopper, balloon or glider. It then adds stones of different weight to the necks of commercial air transport, other commercial, and non-commercial ops, depending on what is being flown, and for what purpose. There's also a separate bit that applies to all, that concerns special approvals - P-RNAV, RVSM, DG and the like. Throughout, the letters A and H appended to a reg or rule indicate that they only apply to aeroplanes or helicopters as appropriate. All others apply to everyone in that section.
It's a huge tome, and really you need to wade through all the background notes too - but from what I've seen, I rather like it.
Rulemaking | Notices of Proposed Amendment (NPAs)
and download NPA 2009/02 - all seven files of it. Basically, OPS O, 1, 2, 3 and 4 are all rolled into one, and a new definition of "commercial" is applied i.e. "Any operation of an aircraft, in return for remuneration or other valuable consideration, which is available to the public or, when not made available to the public, which is performed under a contract between an operator and a customer, where the latter has no control over the operator."
Take money from someone to manage thair plane? You're commercial - welcome to the wonderful wacky world that is OPS. Fly your own jet? You're a "non-commercial operator of a complex aircraft". You aren't going to need an AOC, but you will need an Ops Manual and most of all an FTL scheme.. UK FODCOM 2009/04
http://www.caa.co.uk/docs/33/FOD200904.pdf
gives a link to some Powerpoint presentations that were used at a recent workshop on the subject (four of 'em, at the bottom of the page).
Basically, the new structure starts with general rules that will apply to anyone, whatever they fly - aeroplane, chopper, balloon or glider. It then adds stones of different weight to the necks of commercial air transport, other commercial, and non-commercial ops, depending on what is being flown, and for what purpose. There's also a separate bit that applies to all, that concerns special approvals - P-RNAV, RVSM, DG and the like. Throughout, the letters A and H appended to a reg or rule indicate that they only apply to aeroplanes or helicopters as appropriate. All others apply to everyone in that section.
It's a huge tome, and really you need to wade through all the background notes too - but from what I've seen, I rather like it.
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Actually it's not new. The EU decision is dated Nov 2003, but now it's also for private aircraft, classified as large aircraft. No big difference anymore to commercial aircraft.
There are also several "stand alone" CAMO in place, which have aren't part of a Part 145 organisation. I personally think that those organisations are taking care for the owner and not for the pocket of the maintenance facility.
Below part of the text of the EU decision.
M.A.708 Continuing airworthiness management
(a) All continuing airworthiness management shall be carried out according to the prescriptions of M.A Subpart C.
(b) For every aircraft managed, the approved continuing airworthiness management organisation shall:
1. develop and control a maintenance programme for the aircraft managed including any applicable reliability
programme,
2. present the aircraft maintenance programme and its amendments to the competent authority for approval and
provide a copy of the programme to the owner of non commercially operated aircraft,
3. manage the approval of modification and repairs,
4. ensure that all maintenance is carried out in accordance with the approved maintenance programme and
released in accordance with M.A. Subpart H,
5. ensure that all applicable airworthiness directives and operational directives with a continuing airworthiness
impact, are applied,
6. ensure that all defects discovered during scheduled maintenance or reported are corrected by an appropriately
approved maintenance organisation,
7. ensure that the aircraft is taken to an appropriately approved maintenance organisation whenever necessary,
28.11.2003 EN Official Journal of the European Union L 315/15
8. coordinate scheduled maintenance, the application of airworthiness directives, the replacement of service life
limited parts, and component inspection to ensure the work is carried out properly,
9. manage and archive all continuing airworthiness records and/or operator's technical log.
10. ensure that the mass and balance statement reflects the current status of the aircraft.
(c) In the case of commercial air transport, when the operator is not appropriately approved to Part-145, the operator
shall establish a written maintenance contract between the operator and a Part-145 approved organisation or
another operator, detailing the functions specified under M.A.301-2, M.A.301-3, M.A.301-5 and M.A.301-6,
ensuring that all maintenance is ultimately carried out by a Part-145 approved maintenance organisation and
defining the support of the quality functions of M.A.712(b). The aircraft base, scheduled line maintenance and engine
maintenance contracts, together with all amendments, shall be approved by the competent authority. However, in
the case of:
1. an aircraft requiring unscheduled line maintenance, the contract may be in the form of individual work orders
addressed to the Part-145 maintenance organisation.
2. component maintenance, including engine maintenance, the contract as referred to in paragraph
There are also several "stand alone" CAMO in place, which have aren't part of a Part 145 organisation. I personally think that those organisations are taking care for the owner and not for the pocket of the maintenance facility.
Below part of the text of the EU decision.
M.A.708 Continuing airworthiness management
(a) All continuing airworthiness management shall be carried out according to the prescriptions of M.A Subpart C.
(b) For every aircraft managed, the approved continuing airworthiness management organisation shall:
1. develop and control a maintenance programme for the aircraft managed including any applicable reliability
programme,
2. present the aircraft maintenance programme and its amendments to the competent authority for approval and
provide a copy of the programme to the owner of non commercially operated aircraft,
3. manage the approval of modification and repairs,
4. ensure that all maintenance is carried out in accordance with the approved maintenance programme and
released in accordance with M.A. Subpart H,
5. ensure that all applicable airworthiness directives and operational directives with a continuing airworthiness
impact, are applied,
6. ensure that all defects discovered during scheduled maintenance or reported are corrected by an appropriately
approved maintenance organisation,
7. ensure that the aircraft is taken to an appropriately approved maintenance organisation whenever necessary,
28.11.2003 EN Official Journal of the European Union L 315/15
8. coordinate scheduled maintenance, the application of airworthiness directives, the replacement of service life
limited parts, and component inspection to ensure the work is carried out properly,
9. manage and archive all continuing airworthiness records and/or operator's technical log.
10. ensure that the mass and balance statement reflects the current status of the aircraft.
(c) In the case of commercial air transport, when the operator is not appropriately approved to Part-145, the operator
shall establish a written maintenance contract between the operator and a Part-145 approved organisation or
another operator, detailing the functions specified under M.A.301-2, M.A.301-3, M.A.301-5 and M.A.301-6,
ensuring that all maintenance is ultimately carried out by a Part-145 approved maintenance organisation and
defining the support of the quality functions of M.A.712(b). The aircraft base, scheduled line maintenance and engine
maintenance contracts, together with all amendments, shall be approved by the competent authority. However, in
the case of:
1. an aircraft requiring unscheduled line maintenance, the contract may be in the form of individual work orders
addressed to the Part-145 maintenance organisation.
2. component maintenance, including engine maintenance, the contract as referred to in paragraph
Last edited by Fossy; 18th Feb 2009 at 13:15.
Amen to that - and it's not a case of "if", it's "when". Steep learning curve ahead for some folks.
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Idea for a new job!
With every EASA reg. a/c currently operating privately, there is going to be a MASSIVE demand for EU Ops 2 manuals soon.......I must start knocking out a template manual which I can then flog for huge wads of loot (Sterling not accepted!).
