B737 UK Certification requirements
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B737 UK Certification requirements
Dear B737 experts,
Can you help me with this.
I am trying to get 'ball-park' costs for the various modifications that are needed to bring a 15 year old 'N' registered since birth B737-300 up to a standard acceptable for UK certification and for normal commercial passenger operation's in Europe.
Any relevant help with this will be most welcome.
Can you help me with this.
I am trying to get 'ball-park' costs for the various modifications that are needed to bring a 15 year old 'N' registered since birth B737-300 up to a standard acceptable for UK certification and for normal commercial passenger operation's in Europe.
Any relevant help with this will be most welcome.
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That's one hell of a tall order asking a question like that!
Off the top of my head I would say you need to look at what the a/c has got and then look at what the aircraft needs under JAR
OPS.
You then need to go to a specialist JAR 145 maintenance organisation and ask them to quote for that work scope.
I doubt if anybody on this forum could even start to give you a price for that kind of work. Only you are in a position to look at the aircrafts records then decide on the minimum you need to do to bring it up to JAR OPS standard.
On the bright side - the CAA/JAA usually mandate everything the FAA mandate and vice versa. It could be as little as installing metric altimeters and doing some avionic program pin changes ..... but don't quote me!
Off the top of my head I would say you need to look at what the a/c has got and then look at what the aircraft needs under JAR
OPS.
You then need to go to a specialist JAR 145 maintenance organisation and ask them to quote for that work scope.
I doubt if anybody on this forum could even start to give you a price for that kind of work. Only you are in a position to look at the aircrafts records then decide on the minimum you need to do to bring it up to JAR OPS standard.
On the bright side - the CAA/JAA usually mandate everything the FAA mandate and vice versa. It could be as little as installing metric altimeters and doing some avionic program pin changes ..... but don't quote me!
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Thanks for the reply Pinpusher. It is a deep and variable question to ask, but I was rather hoping that there may be someone out there reading these forums who has gone through this excercise recently. At the end of the day, I am really trying to find out what the maximum exposure could be for the additional UK requirments, the jurisdiction transfer, the UK Flight Manual, and as you quite rightly point out JAR-OPS.
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Too many questions!
Although the aircraft may meet FAA requirements, a lot depends on when any AD become due.
You could take the aircraft & find that numerous ADs are required on both airframe & engines requiring shop visit. What life is remaining on the gear? This should be picked you by the company leasing the aircraft. Also you need to check JAR Ops compliance dates as compared to FAA.
As already pointed out a through reveiw of the records & AD compliance will give you a good idea. All ADs are available form FAA web site.
Seats & saftey equipment being a big problem mainly due long leadtime for seats, different overwing requirements / seat construction to FAA requirement.
As for actual maintenance cost, this will depend on bridging check requirements, out of phase etc. Often repairs need to be re-done as ones on the aircraft do not comply with SRM etc. Has the aircraft been surveyed?
Who is aligning the maintenance schedule? They should be able to give you a breakdown of tasks that will need to be carried out apart from the current planned check.
Could spend hours but no time. If you have more detailed questions we can work out a fee!
Although the aircraft may meet FAA requirements, a lot depends on when any AD become due.
You could take the aircraft & find that numerous ADs are required on both airframe & engines requiring shop visit. What life is remaining on the gear? This should be picked you by the company leasing the aircraft. Also you need to check JAR Ops compliance dates as compared to FAA.
As already pointed out a through reveiw of the records & AD compliance will give you a good idea. All ADs are available form FAA web site.
Seats & saftey equipment being a big problem mainly due long leadtime for seats, different overwing requirements / seat construction to FAA requirement.
As for actual maintenance cost, this will depend on bridging check requirements, out of phase etc. Often repairs need to be re-done as ones on the aircraft do not comply with SRM etc. Has the aircraft been surveyed?
Who is aligning the maintenance schedule? They should be able to give you a breakdown of tasks that will need to be carried out apart from the current planned check.
Could spend hours but no time. If you have more detailed questions we can work out a fee!
