Explain the "basics" please!
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Explain the "basics" please!
Hello.
Could i please request an explanation of how aircraft maintenance is controlled and regulated these days? i know a lot of the terminology has changed e.g B1 B2 licenses etc, what are they and whats involved to get them? Also Cof A's becoming ARC's amd AMO's becoming CAMO's. Could someone put it all together and summarise the changes and the structure of things as they are now? Part 66, 145 etc etc whats all that about? I'd like to update my knowledge. Many thanks!
Could i please request an explanation of how aircraft maintenance is controlled and regulated these days? i know a lot of the terminology has changed e.g B1 B2 licenses etc, what are they and whats involved to get them? Also Cof A's becoming ARC's amd AMO's becoming CAMO's. Could someone put it all together and summarise the changes and the structure of things as they are now? Part 66, 145 etc etc whats all that about? I'd like to update my knowledge. Many thanks!
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Thats quite a very huge "topic" and would take a long time to explain. It would be easier for us, if we know your current "level", so we know where to start and how detailed the story should be.
FTC,
While you sound like you are an old hand at this lark - you don't say what you used to know? or when you used to know it?
That info will give me (at least) else a head start in trying to plat your request together.
Cheers
Rigga
While you sound like you are an old hand at this lark - you don't say what you used to know? or when you used to know it?
That info will give me (at least) else a head start in trying to plat your request together.
Cheers
Rigga
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FTC - From your Profile it appears you are a pilot of not too large a vintage.
Try this:
EASA
European Aviation Safety Agency
History:
Since the formation of the International Civil Aviation Organisation in 1944 each and every country has had its own rules and regulations to certify aircraft designs as fit to fly in those countries and to regulate their national aircraft maintenance standards. In the 1980s a pan-European organisation was planned to reflect the best practices of the USA’s FAA system and to unify all EU rules into one. In the 1990s the JAA was formed and issued Joint Airworthiness Regulations (JAR) that were the first guidelines to a single European aviation regulatory status. In 2003 EASA was launched and issued EC REG No 1592/2002, which established today’s (EC REG No 216/2008) common rules in the field of European civil aviation.
EC REG No 2042/2003
EU CR (EC) No. 2042/2003 is a European Commission regulation and mandates the standard of “continuing airworthiness” of aircraft and aeronautical products, parts and appliances, and on the approval of organisations and personnel involved in these tasks. It consists of four annexes:
Annex I (Part M) Continuing Airworthiness,
Annex II (Part 145) Maintenance Organisations,
Annex III (Part 66) Aircraft Maintenance Licences, and
Annex IV (Part 147) Training Schools.
The “part” title and numbering are designed to reflect those already in use by the FAA Regulatory system (e.g. 14CFR – FAR Part 145) and potential cross-referencing between the two systems.
IMPORTANT NOTE:
ALL Parts of EU CR (EC) 2042/2003 are legal requirements and responsibilities.All AMC & GM documentation is not mandatory but is usually highly recommended to ease the NAA’s regulatory oversight.
Part M - Continuing Airworthiness
‘Continuing Airworthiness’ means achieving the timely completion of all of the processes required to ensure that, at any time in its operating life, the aircraft complies with the airworthiness requirements in force and is in a condition for safe operation. (ICAO Doc 95)
Responsibilities:
The owner/operator is responsible for the continuing airworthiness of the aircraft and shall ensure that no flight takes place unless:
1. The aircraft is maintained in an airworthy condition, and;
2. Any operational and emergency equipment fitted is correctly installed and serviceable or clearly identified as unserviceable, and;
3. The airworthiness certificate remains valid, and;
4. The maintenance of the aircraft is performed in accordance with the approved maintenance programme as specified in M.A.302.
Sub-part G. Continuing Airworthiness Management Organisation
The accomplishment of continuing airworthiness activities forms an important part of the operator’s responsibility with the operator remaining accountable for satisfactory completion irrespective of any contract that may be established.
The approval of such activity is vested in the operator’s air operator’s certificate (AOC). The sub-contracted organisation is considered to perform the continuing airworthiness management tasks as an integral part of the operator's continuing airworthiness management system, irrespective of any other approval held by the subcontractor including a M.A. Subpart G approval.
The operator is ultimately responsible and therefore accountable for the airworthiness of its aircraft. To exercise this responsibility the operator should be satisfied that the actions taken by sub-contracted organisations meet the standards required by M.A. Subpart G. The operator's management of such activities should therefore be accomplished
Part M Sub-part G - Approved Continuing Airworthiness Management Organisation
A CAMO has a Nominated Post holder (the CAM Manager) and is responsible for ensuring the following:
1. Have the aircraft's type in the AOC and Part M subpart G scope of approval;
2. Respect the conditions to maintain the continuing airworthiness of the aircraft listed below:
a. Develop a maintenance programme for the aircraft, including any reliability programme developed,
b. Organise the approval of the aircraft's maintenance programme,
c. Once it has been approved, give a copy of the aircraft's maintenance programme to the owner,
d. Organise a bridging inspection with the aircraft's prior maintenance programme,
e. Organise for all maintenance to be carried out by an approved maintenance organisation,
f. Organise for all applicable airworthiness directives to be applied,
g. Organise for all defects discovered during scheduled maintenance or reported by the owner to be corrected by an approved maintenance organisation,
h. Coordinate scheduled maintenance, the application of airworthiness directives, the replacement of life limited parts, and component inspection requirements,
i. Inform the owner each time the aircraft shall be brought to an approved maintenance organisation,
j. Manage all technical records,
k. Archive all technical records;
3. Organise the approval of all and any modification to the aircraft according to Part-21J before it is embodied;
4. Organise the approval of all and any repair to the aircraft according to Part-21J before it is carried out;
5. Inform the airworthiness authorities of the Member State of registry whenever the aircraft is not presented to the approved maintenance organisation by the owner as requested by the approved organisation;
6. Inform the airworthiness authorities of the Member State of registry whenever the present arrangement has not been respected;
7. Carry out the airworthiness review of the aircraft when necessary and complete an extension of the airworthiness review certificate or the recommendation to the Member State of registry for reissue of a new Airworthiness Review Certificate;
8. Carry out all occurrence reporting mandated by applicable regulations;
9. Inform the authorities of the Member State of registry whenever either party denounces the present arrangement.
Airworthiness Review Certificate:
On release from build each aircraft is given a non-expiring Airworthiness Certificate (EASA Form 25) and an Airworthiness Review Certificate (EASA Form 15a) valid for one year. At or before the ARC expiry date an approved organization will conduct a review of the aircraft, its documentation and its certification to confirm that it is in the required physical and documentary condition. On this confirmation the CAMO may be able to extend the ARC for another year, repeating the whole exercise for the following year. After two ARC Extensions the RAC must be renewed by completing the ARC exercise but conducting a Renewal on the 3rd occasion, informing the NAA of extensions/renewals on each occasion.
Part 145 – Approved Maintenance Organisation
Mostly known as the MRO (Maintenance and Repair Organisation) the maintenance organisation is now mainly responsible for conducting the work that a CAMO gives it - in the form of “package of work”. The MRO is responsible for supplying correct facilities, tools, parts, personnel and processes to accomplish the work required. If for any reason there is something that the owner/operator does (or doesn’t do) that the MRO is not satisfied with, the MRO may go to the National Airworthiness Authority (NAA) for mediation/regulation enforcement. The MRO is duty-bound to report such practices or faults and to inform the owner/operator of any details that may affect the operation or handling of the aircraft. If an operator refuses to act on mandatory action the MRO is, again, duty-bound to inform the NAA.
EC REG 1702/2003
EC REG No 1702/2003 Regulates for the airworthiness and environmental certification of aircraft and related products, parts and appliances, as well as for the certification of design and production organisations.
Part 21 – Approved Design Organisation
This organisation is responsible for the design, development, manufacture and support of the aircraft, parts or assemblies that it is the designated Type Certificate Holder for.
Part 21 G – OEM release of aircraft and/or components.
Part 21 J – OEM support of operating aircraft and/or components
Non-Commercial Aircraft:
I’m not good at ‘little’ stuff – but here goes!
Non-commercial aircraft are also now compelled to be maintained by a Part 145 organisation and be managed by a Part M Subpart F CAMO. All this is operated in a similar vein to the above. These small organisations may consist of a single operator/owner, an engineering manager and a part-time quality auditor.
...hope this helps
Rigga
Try this:
EASA
European Aviation Safety Agency
History:
Since the formation of the International Civil Aviation Organisation in 1944 each and every country has had its own rules and regulations to certify aircraft designs as fit to fly in those countries and to regulate their national aircraft maintenance standards. In the 1980s a pan-European organisation was planned to reflect the best practices of the USA’s FAA system and to unify all EU rules into one. In the 1990s the JAA was formed and issued Joint Airworthiness Regulations (JAR) that were the first guidelines to a single European aviation regulatory status. In 2003 EASA was launched and issued EC REG No 1592/2002, which established today’s (EC REG No 216/2008) common rules in the field of European civil aviation.
EC REG No 2042/2003
EU CR (EC) No. 2042/2003 is a European Commission regulation and mandates the standard of “continuing airworthiness” of aircraft and aeronautical products, parts and appliances, and on the approval of organisations and personnel involved in these tasks. It consists of four annexes:
Annex I (Part M) Continuing Airworthiness,
Annex II (Part 145) Maintenance Organisations,
Annex III (Part 66) Aircraft Maintenance Licences, and
Annex IV (Part 147) Training Schools.
The “part” title and numbering are designed to reflect those already in use by the FAA Regulatory system (e.g. 14CFR – FAR Part 145) and potential cross-referencing between the two systems.
IMPORTANT NOTE:
ALL Parts of EU CR (EC) 2042/2003 are legal requirements and responsibilities.All AMC & GM documentation is not mandatory but is usually highly recommended to ease the NAA’s regulatory oversight.
Part M - Continuing Airworthiness
‘Continuing Airworthiness’ means achieving the timely completion of all of the processes required to ensure that, at any time in its operating life, the aircraft complies with the airworthiness requirements in force and is in a condition for safe operation. (ICAO Doc 95)
Responsibilities:
The owner/operator is responsible for the continuing airworthiness of the aircraft and shall ensure that no flight takes place unless:
1. The aircraft is maintained in an airworthy condition, and;
2. Any operational and emergency equipment fitted is correctly installed and serviceable or clearly identified as unserviceable, and;
3. The airworthiness certificate remains valid, and;
4. The maintenance of the aircraft is performed in accordance with the approved maintenance programme as specified in M.A.302.
Sub-part G. Continuing Airworthiness Management Organisation
The accomplishment of continuing airworthiness activities forms an important part of the operator’s responsibility with the operator remaining accountable for satisfactory completion irrespective of any contract that may be established.
The approval of such activity is vested in the operator’s air operator’s certificate (AOC). The sub-contracted organisation is considered to perform the continuing airworthiness management tasks as an integral part of the operator's continuing airworthiness management system, irrespective of any other approval held by the subcontractor including a M.A. Subpart G approval.
The operator is ultimately responsible and therefore accountable for the airworthiness of its aircraft. To exercise this responsibility the operator should be satisfied that the actions taken by sub-contracted organisations meet the standards required by M.A. Subpart G. The operator's management of such activities should therefore be accomplished
Part M Sub-part G - Approved Continuing Airworthiness Management Organisation
A CAMO has a Nominated Post holder (the CAM Manager) and is responsible for ensuring the following:
1. Have the aircraft's type in the AOC and Part M subpart G scope of approval;
2. Respect the conditions to maintain the continuing airworthiness of the aircraft listed below:
a. Develop a maintenance programme for the aircraft, including any reliability programme developed,
b. Organise the approval of the aircraft's maintenance programme,
c. Once it has been approved, give a copy of the aircraft's maintenance programme to the owner,
d. Organise a bridging inspection with the aircraft's prior maintenance programme,
e. Organise for all maintenance to be carried out by an approved maintenance organisation,
f. Organise for all applicable airworthiness directives to be applied,
g. Organise for all defects discovered during scheduled maintenance or reported by the owner to be corrected by an approved maintenance organisation,
h. Coordinate scheduled maintenance, the application of airworthiness directives, the replacement of life limited parts, and component inspection requirements,
i. Inform the owner each time the aircraft shall be brought to an approved maintenance organisation,
j. Manage all technical records,
k. Archive all technical records;
3. Organise the approval of all and any modification to the aircraft according to Part-21J before it is embodied;
4. Organise the approval of all and any repair to the aircraft according to Part-21J before it is carried out;
5. Inform the airworthiness authorities of the Member State of registry whenever the aircraft is not presented to the approved maintenance organisation by the owner as requested by the approved organisation;
6. Inform the airworthiness authorities of the Member State of registry whenever the present arrangement has not been respected;
7. Carry out the airworthiness review of the aircraft when necessary and complete an extension of the airworthiness review certificate or the recommendation to the Member State of registry for reissue of a new Airworthiness Review Certificate;
8. Carry out all occurrence reporting mandated by applicable regulations;
9. Inform the authorities of the Member State of registry whenever either party denounces the present arrangement.
Airworthiness Review Certificate:
On release from build each aircraft is given a non-expiring Airworthiness Certificate (EASA Form 25) and an Airworthiness Review Certificate (EASA Form 15a) valid for one year. At or before the ARC expiry date an approved organization will conduct a review of the aircraft, its documentation and its certification to confirm that it is in the required physical and documentary condition. On this confirmation the CAMO may be able to extend the ARC for another year, repeating the whole exercise for the following year. After two ARC Extensions the RAC must be renewed by completing the ARC exercise but conducting a Renewal on the 3rd occasion, informing the NAA of extensions/renewals on each occasion.
Part 145 – Approved Maintenance Organisation
Mostly known as the MRO (Maintenance and Repair Organisation) the maintenance organisation is now mainly responsible for conducting the work that a CAMO gives it - in the form of “package of work”. The MRO is responsible for supplying correct facilities, tools, parts, personnel and processes to accomplish the work required. If for any reason there is something that the owner/operator does (or doesn’t do) that the MRO is not satisfied with, the MRO may go to the National Airworthiness Authority (NAA) for mediation/regulation enforcement. The MRO is duty-bound to report such practices or faults and to inform the owner/operator of any details that may affect the operation or handling of the aircraft. If an operator refuses to act on mandatory action the MRO is, again, duty-bound to inform the NAA.
EC REG 1702/2003
EC REG No 1702/2003 Regulates for the airworthiness and environmental certification of aircraft and related products, parts and appliances, as well as for the certification of design and production organisations.
Part 21 – Approved Design Organisation
This organisation is responsible for the design, development, manufacture and support of the aircraft, parts or assemblies that it is the designated Type Certificate Holder for.
Part 21 G – OEM release of aircraft and/or components.
Part 21 J – OEM support of operating aircraft and/or components
Non-Commercial Aircraft:
I’m not good at ‘little’ stuff – but here goes!
Non-commercial aircraft are also now compelled to be maintained by a Part 145 organisation and be managed by a Part M Subpart F CAMO. All this is operated in a similar vein to the above. These small organisations may consist of a single operator/owner, an engineering manager and a part-time quality auditor.
...hope this helps
Rigga
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Non-Commercial Aircraft:
I’m not good at ‘little’ stuff – but here goes!
Non-commercial aircraft are also now compelled to be maintained by a Part 145 organisation and be managed by a Part M Subpart F CAMO. All this is operated in a similar vein to the above. These small organisations may consist of a single operator/owner, an engineering manager and a part-time quality auditor.
...hope this helps
Rigga
I’m not good at ‘little’ stuff – but here goes!
Non-commercial aircraft are also now compelled to be maintained by a Part 145 organisation and be managed by a Part M Subpart F CAMO. All this is operated in a similar vein to the above. These small organisations may consist of a single operator/owner, an engineering manager and a part-time quality auditor.
...hope this helps
Rigga
I when renewing the ARC tend not to do the extensions but simply reissue it every year, the system as is means that extending the ARC only renews it from the expiry, so if the aircraft was in on an Annual for a month etc you only get 11 months and the ARC then starts to shift away from the Annual, renewing it every year I get a full year on renewal and it falls due with the annual...... Stupid system really as if you let the ARC drift from the annual it adds another Gotcha to the process.
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Many thanks Rigga et al for replies. Thats all good stuff to know. FYI i did an apprenticeship with BA many years ago & just trying to get up to speed with the state of play!
Last edited by Free to choose; 27th Oct 2010 at 09:16.
