Flight Crew Licensing
JAR FCL Crew Licencing (in 3 Parts)
Aircraft Operations
JAR STD Synthetic Training Devices
Sample List of JAR‟s Figure 1.12
further amplification of changes published in the „preambles‟.
For comparison with UK legislation, JAR‟s are similar to the ANO and ANR in intent and authority. Figure 1.13 aims to show the approximate relationships / comparisons between the ANO and JAR systems.
Relationship Between ANO and JAR Systems Figure 1.13
The Role of JAA Full Member Authorities
Full member Authorities, JAA/NAA are responsible for the maintenance of JAR‟s in accordance with the „ Arrangements‟ document, covered earlier. Each full member Authority is represented on the committees and sub-committees of the JAA. These committees monitor and make recommendations for amendment to JAR‟s. Once accepted in principle these amendments are circulated in the form of a proposal (known as Notice of Proposed Amendment - NPA), for comment by the NAA and the aviation industry in general. What may be relevant and workable in the UK may not be so in Iceland.
Temporary Guidance Leaflets (TGLs)
These provide a means of quickly providing advice and possible adoption of a JAR. They bypass the formal but slow process of Notice of Proposed Amendments (NPAs).
ANO / ANR
JAR
BCAR Acceptable Means of
Compliance (AMC) Interpretative Explanatory
Material (IEM).
Similar to Similar to
The JAA/NAA who are full members will issue, on behalf of the JAA (in line with JAA / JAR requirements), Approvals, aircraft Type Certificates, Licences etc. Full member Authorities may also carry out certification and approval within JAA candidate member states when invited
The Role of JAA Candidate Member Authorities
Candidate Member Authorities are states in the process of developing full member status. The NAAs are engaged in adopting their own National Requirements to meet those of the JAA. At the time of writing 12 JAA/NAAs hold candidate member status and this number is expected to fluctuate as they become full members or other states seek membership of the JAA.
Candidate members have authority to issue Approval certificates or Licences under JAA / JAR legislation. Such Approvals or Licences so issued, under JAA / JAR procedures, may not be recognised or accepted by other JAA full member Authorities.
JARs – Relationship Between JAR–OPS, JAR-145, JAR-147, JAR-66, and when approved, JAR-Maintenance
JAR–OPS, JAR-145, JAR-147, JAR-66, and JAR-Maintenance are related to each other in many ways. JAR-OPS and JAR-145 are inextricably linked by the need for JAR-OPS organisations being required to maintain their aircraft using JAR-145 approved companies. Similarly, for a company to issue engineers licences or approvals under JAR-66, that company needs to be JAR 147 approved.
A JAR 145 company must have sufficient Licenced Aircraft Maintenance Engineers (LAME) to sign Release to Service documentation. Under JAA requirements, this means JAR-66 approval from a JAR 147 approved training organisation. From the preceding, you can see that each is linked closely with the other.
The paragraphs on the following pages give the student a brief overview of each of the subject JARs.
JAR-OPS is currently divided into 4 Parts:
(a) JAR-OPS 1 for Commercial Air Transport (CAT), (b) JAR-OPS 2 for General Aviation,
(c) JAR-OPS 3 for Commercial Air Transport (Helicopters)
(d) JAR-OPS 4 for General Aviation (Helicopters).
JAR-OPS 1, prescribes the operation of any civil aircraft in the CAT category by an operator whose principal place of business is within a JAA member state. It does not apply to military, customs or police aircraft.
Paragraph 1.005 of JAR-OPS 1 states that “an operator shall not operate an
aeroplane for the purpose of commercial air transportation other than in
accordance with JAR-OPS Part 1”. The relationship to JAR-145 can be found at
paragraph 1.875 of sub-part M to JAR-OPS 1. Here it clearly states that an operator cannot operate an aircraft unless it is maintained and released to service by an organisation approved or accepted in accordance with JAR 145.
It should be noted that paragraph 1.175 of sub-part C to JAR-OPS lays out the requirement for operators wishing to obtain an Air Operators Certificate.
JAR-145- Approved Maintenance Organisation.
No aircraft of the CAT category may fly unless a Certificate of Release to Service
(CRS) has been issued by an approved maintenance organisation. No organisation
may issue a CRS unless it is a JAR-145 approved organisation, (or is working under the authority of a 145 approved organisation). These rules also apply to aircraft components.
Note:
JAR-145 is not required for carrying out pre-flight inspections. Beware, a pre-flight inspection is not the same as a daily inspection.
The JAR itself prescribes Personnel Requirements (145.30) and this forms the relationship between JAR-66 and JAR-OPS / JAR-145. Certifying staff (those
required to issue CRS) must meet the qualification requirements of JAR-66
(JAR-145 refers to JAR-65, but this has since been superseded by JAR-66). Reference is also made to initial and further training as well as the requirement for the organisation to maintain records of all certifying staff. These certifying staff must be able to provide evidence of the scope of their authorisations and are responsible through their line managers to the Accountable Manager.
JAR-145 gives the definition of terms used throughout the book in JAR-145.5.It also lays out the requirements for areas such as Facility Requirements, Equipment & Tools, Maintenance Records and the Maintenance Organisation Exposition
(MOE) etc.
The Appendices to JAR-145 are also a source of important information. Listed below are the 8 appendices.
Appendix 1 - Organisations classification, ratings and limitations Appendix 2 – MOE
Appendix 3 – JAA Form 1 (Authorised Release Certificate) Appendix 4 – Organisational Structures
Appendix 5 – Quality Audit Plans
Appendix 6 – Sub-Contracting of Organisations Appendix 7 – List of Full Member Authorities Appendix 8 - JAR-FAR Comparison Information
If the student wishes a more in-depth overview of JAR-145 then there are other references in this book and in the JAR-145 itself.
JAR-66 - Certifying Staff Maintenance
JAR-66 deals with the licensing requirements for certifying staff. As with other JAR‟s it is constructed in 2 sections and associated appendices. Amendments are published as replacement pages (not orange) with only the affected pages being reproduced. A new cover sheet, contents list and a preamble is included.
JAR-66 was first issued on 3rd April 1998 and became effective on 1st June 1998. Any person requiring to be approved to issue a certificate of release to
service (CRS) after 1st June 2001 must comply with the requirements of JAR-66
Personnel who qualified under BCAR Section L requirements may continue to exercise their privileges for a period of 10 years, (until 2011). However, such personnel must be issued a JAR-66 licence, based upon their Section L qualification and without further examination, within the 10 year period. Any licence issued under these conditions may contain technical limitations that will be deleted when the person passes an approved conversion examination.
The relationship between JAR-66, JAR-OPS and JAR-145 is clear, in that all CAT aircraft must have a CRS issued and only a person qualified under JAR-66 may issue such a certificate. Whilst engineering training and conversion to JAR-66 is ongoing, those personnel possessing Section L licences may continue to exercise this privilege.
JAR-147 - Approved Maintenance Training Organisations
Any organisation wishing to conduct training and/or examination to the JAR-66 requirements must be approved to JAR-147 standards. These require the training organisation to contract sufficient staff, maintain records, syllabi, training facilities and a Training Organisation exposition.
Once approved, JAR-147 organisations possess certain privileges (stated on the JAR-147 Certificate) such as carrying out ab-initio training, aircraft type training, conducting examinations and the issue of certificates following successful completion of a type course and examination.
In completing an approved JAR-147 course of training, for „A‟ category certifying staff, the minimum relevant experience requirement is 1 year. Without such training the relevant practical maintenance requirements increase to 2 years. The minimum relevant experience requirements are discussed in more detail in a later chapter.
JAR-Maintenance
JAR-Maintenance, at the time of writing is on its fourth draft version and is awaiting formal issue.
The aircraft operated by JAA countries will often be manufactured by or flown to and from countries that are not part of the JAA. Obviously there will be differences in the way that everything is done. In most cases, the participating countries will be part of the ICAO. The JAA has agreed to act in accordance with the provisions of the Chicago Convention. The JAA will take steps to keep ICAO informed of any development that may be of interest.
Many of the rules and regulations concerning operation and maintenance of aircraft are similar because most countries are part of the ICAO. The two largest aircraft regulatory bodies are currently the Federal Aviation Administration in the USA and the JAA in Europe. The Federal Aviation Requirements produced by the FAA form the basis of many of the European JAR‟s. Even the numbers used are the same. For example JAR 145 is based on FAR 145, JAR 21, 23 and 25 are based on FAR 21, 23 and 25. The FAR‟s were in existence before the JAR‟s were produced, but in many cases the FAA are amending their requirements to bring them in line with the JAR.
It is important to have this standardisation throughout the industry so that aircraft constructed in the USA and other countries will be acceptable in Europe and vice versa. If this were not possible, it would be almost impossible for aircraft to operate on an international basis. The way that the system works and the similarities in the rules will be demonstrated many times during the course.