EASA Part-66 Module 10
Air Legislation
Course Notes
Book 1 of 1
These notes have been prepared by British Airways Engineering Training to provide a source of reference during your period of training. The information presented is as correct as possible at the time of printing and is not subject to amendment action.
They will be useful to you during your training, but I must emphasise that the appropriate Approved Technical Publications must always be used when you are actually working on the aircraft.
I trust your stay with us will be informative and enjoyable.
DAVE WINTER Examination Compliance Manager
Contents
Air Legislation – Regulatory Framework ... 2
British Legal System Overview ... 9
Civil Aviation Act - 1982 ... 10
The Air Navigation Order (ANO) ... 11
Air Navigation Regulations (ANR's) ... 12
Civil Aviation Authority (CAA) ...13
CAA Publications ...14
Mandatory Modifications and Requirements ... 16
Joint Aviation Authorities ...17
General Organisation of the JAA ... 20
Joint Aviation Requirements ... 22
JAR Relationships ... 23
Regulation Organisational Structure ... 24
Relationship with other Aviation Authorities 25 EASA Part-66 ... 26
EASA Part-145 Approved Maintenance Organisations ... 36
EASA Part-145 Approval Certificate ... 54
JAR-OPS 1 ... 58
Air Operators Certificate (AOC) ...59
Documents to be Carried Onboard ... 62
Information Retained on the Ground ...63
Aircraft Placards and Markings ...64
EASA Part M – Aeroplane Maintenance ...68
Occurrence Reporting ...76
Certification Requirements (CS-25) ...77
Type Certificates (EASA Part-21Subpart B-J) ...81
Aircraft Certification (Documents) ...95
Maintenance Planning ... 105
Approved Maintenance Schedule ... 106
Maintenance Planning ... 109
Modification Procedures... 110
Modification Classes ...111
Modification Record Book ... 112
Mandatory Modification and Inspections .. 113
Modification Work, Certification and Documentation ... 114
Airworthiness Directives ... 115
Mandatory Aircraft Modifications & Inspections Summary ... 116
Stores Procedures ...117
Stores Accommodation ... 118
Clasification of Parts ...119
Certification and Release Procedures ...120
Authorisations ...122
Certification ...123
Duplicate Inspection ... 124
Interface with Aircraft Operation ...126
Maintenance Inspection ...127
Clasification of Inspections ...128
Scope of Inspection ... 129
Quality Control/Quality Assurance ...132
The Quality Department ... 133
Quality Management ...134
Additional Maintenance Procedures ... 135
Control of life limited components ... 140
Minimum Equipment List ... 143
Approved Technical Publications (ATP's) 145 All Weather Operations ...153
The Purpose Of British Legislation
To control and regulate:
• All phases of British Civil aircraft design, construction test and maintenance. • Operation of all civil aircraft over the UK
and the Channel and the Atlantic and the operation of military aircraft over these areas.
History
British Legislation revolves around three sets of initials, basically:
• AID 1914
• ARB 1936
• CAA and ARB 1971
The period immediately prior to World War 1 saw the rapid growth of the use of aircraft and the Royal Aircraft Factory at Farnborough - the principal constructor of military aircraft at the time, established its own inspection department for the:
• Acceptance of all incoming supplies • Continuous progress inspections during
production.
• Final examination and test of the finished aircraft.
As civilian firms began to tender for contracts, the government decreed that their inspections should be of the same standard as Farnborough’s. To this end the Aeronautical Inspection Directorate - AID was formed in 1914 to ensure a consistently high standard of inspection throughout the British aircraft industry. In 1919 the AID was put under the control of the newly formed air ministry.
1919 International Convention of Aerial Navigation, Paris.
1920 First British Air Navigation Regulations as a result of the Air Navigation Act.
1929 Warsaw Convention
1932 Carriage by Air Act
1936 Air Navigation Act
Following many complaints about civil aviation being controlled by the military, this act gave power for the Secretary of State for Air to delegate certain of his functions to the Minister for Civil Aviation who in turn delegated his duties to the newly formed Air Registration Board (ARB) which assumed responsibility for the satisfactory construction of civil aircraft.
1936 Air Transport Association of America (ATA)
Organisation formed by a group of US airlines to promote a safe and efficient air transport system. Responsible for a variety of internationaly accepted standards including
1914 AERONAUTICAL INSPECTION DIRECTORATE (AID) FORMED
1919 AIR MINISTRY FORMED INTERNATIONAL CONVENTION ON AERIAL NAVIGATION 1920 BRITISH AIR NAVIGATION
REGULATIONS
1929 WARSAW CONVENTION
1932 CARRIAGE BY AIR ACT 1936 AIR NAVIGATION ACT -
AIR REGISTRATION BOARD (ARB) 1944
CHICAGO CONVENTION INTERNATIONAL CIVIL AVIATION
ORGANISATION (ICAO) 1945
1948 GENEVA CONVENTION
1949 CIVIL AVIATION ACT
1971
CIVIL AVIATION ACT CIVIL AVIATION AUTHORITY (CAA)
FORMED
1970 AUTHORITIES (JAA) FORMEDJOINT AIRWORTHINESS
1990 JOINT AVIATION AUTHORITIES ‘ARRANGEMENTS’ SIGNED EUROPEAN AVIATION SAFETY AGENCY
(EASA) REPLACES JAA 2003
The United Kingdom was and remains a participating member (i.e. Contracting State) of ICAO. Whenever amendments are made to the Convention, or to the technical standards, it is the responsibility of the Civil Aviation Authority (CAA) to advise the Department of the Environment, Transport and the Regions (DETR) of those changes and their acceptability for United Kingdom adoption.
The Assembly, composed of representatives from all contracting states, is the sovereign body of ICAO. It meets every three years, reviewing in detail the work of the organisation and setting policy for the coming years.
The Council, the governing body which is elected by the assembly for a three year term, is composed of 33 states. It is the Council which sets Standards and it’s Recommended Practices are adopted and incorporated as Annexes to the Convention on Civil Aviation. The Council is assisted by the Air Navigation Commission (technical matters), the Air Transport Committee (economic matters), the committee on Joint Support of Air Navigation Services and the Finance Committee.
ICAO works in close co-operation with other members of the United Nations family and non-governmental organisations which also participate in ICAO’s work include the International Air Transport Association (IATA), the International Federation of Airline Pilots’ Associations (IFALPA) and the International Council of Aircraft Owners and Pilots Associations.
1944 Chicago Convention - ICAO
The Convention on International Civil Aviation (also known as Chicago Convention), was signed on 7 December 1944 by 52 States. Pending ratification of the Convention by 26 States, the Provisional International Civil Aviation Organisation (PICAO) was established. It functioned from 6 June 1945 until 4 April 1947. By 5 March 1947 the 26th ratification was received. The International Civil Aviation Organisation (ICAO) came into being on 4 April 1947. In October of the same year, ICAO became a specialised agency of the United Nations Economic and Social Council (ECOSOC). The aims and objectives of ICAO are to develop the principles and techniques of international air navigation and to foster the planning and development of international air transport so as to:
a) ensure the safe and orderly growth of international civil aviation throughout the world;
b) encourage the arts of aircraft design and operation for peaceful purposes;
c) encourage the development of airways, airports, and air navigation facilities for international civil aviation;
d) meet the needs of the peoples of the world for safe, regular, efficient and economical air transport;
e) prevent economic waste caused by unreasonable competition;
f) ensure that the rights of Contracting States are fully respected and that every Contracting State has a fair opportunity to operate international airlines;
g) avoid discrimination between Contracting States;
UK
USA OTHERS
CHICAGO 1944
INTERNATIONAL CIVIL AVIATION ORGANISATION (ICAO) BRITISH GOVERNMENT US GOVERNMENT OTHER GOVERNMENTS
CIVIL AVIATION ACT PASSED 1949 RATIFYING ICAO LAWS PASSED RATIFYING ICAO LAWS PASSED RATIFYING ICAO AIR NAVIGATION ORDER CIVIL AVIATION AUTHORITY (CAA) FEDERAL AVIATION ADMINISTRATION (FAA) NATIONAL AVIATION AUTHORITIES (NAAs) BRITISH CIVIL AIRWORTHINESS REQUIREMENTS (BCARs) FEDERAL AVIATION REGULATIONS (FARs) JOINT AVIATION REQUIREMENTS (JARs) JOINT AVIATION AUTHORITY (JAA) NATIONAL REQUIREMENTS FORMED EASA IRS IR’s
It works in close liaison with the International Civil Aviation Organisation (ICAO) and the Council of Europe.
1970 Joint Airworthiness Authorities (JAA) Joint Airworthiness Authorities formed by several European countries including UK as an associated body of ECAC. Main purpose was to develop common standards for the certification of large aircraft and engines to aid development of colaborative projects (e.g. Airbus) and the import and export of aircraft within the group.
1971 Civil Aviation Act
The three major provisions of this Act were to establish the:
• Civil Aviation Authority (CAA) to take over from the ARB and control and regulate civil aviation in the UK.
• Airworthiness Requirements Board to advise the CAA on matters of design, construction and maintenance concerned with the issue and renewal of C of As. • British Airways Board (BAB) to control the
activities of British Airways (then, the state owned BOAC and BEA).
The old ARB became the Airworthiness Division (AWD) of the CAA. During recent reorganisation it's responsibilities have fallen to the Safety Regulation Group (SRG) of the CAA.
1987 Joint Aviation Authorities (JAA) The enlarged and renamed Joint Aviation Authorities is extended to cover operations, maintenance, licensing and certification/design
1945 International Air Transport Association (IATA)
Originally formed in 1919 as a primarily european oranisation, it became truly international when PanAm joined in 1939. Relaunched in 1945 as an international association of airlines which attempts to regulate fares, routes, etc and to use standard procedures to provide quick, easy traffic of passengers and cargo between airlines. 1949 Civil Aviation Act
Ratified the Chicago convention and all previous laws governing the administration of Civil Aviation - but gave no technical definition to those laws. Gave authority for the Privy Council and Minister to:
• Make orders – (Air Navigation Orders)
ANOs.
• Make regulations - (Air Navigation Regulations) ANRs.
• Set up a Board to advise on technical aspects of civil aviation.
• Enforce the ANOs dealing with conditions of operating and flying in the UK, airport licences etc.
1951 ARB Order
Gave power to the Air Registration Board for the: • Granting of licences to aircraft
maintenance engineers.
• Issue and renewal of Certificate of Airworthiness. (C of A)
1955 European Civil Aviation Conferance (ECAC)
2003 European Aviation Safety Agency (EASA)
An Agency of the European Union tasked to: Establish and Maintain a high uniform level of civil aviation safety in Europe. The European Aviation Safety Agency is the centrepiece of the European Union's strategy for aviation safety. Its mission is to carry out certain executive tasks related to aviation safety, such as the certification of aeronautical products and organisations involved in their design, production and maintenance. Provide technical expertise to the European Union by assisting in the drafting of rules for aviation safety and providing technical input to the conclusion of the relevant international agreements, also promoting the highest common standards of safety and environmental protection in civil aviation. While national authorities continue to carry out the majority of operational tasks - such as certification of individual aircraft or licensing of pilots - the Agency ensures common safety and environmental standards at the European level. Current responsibilities include:
• Rulemaking • Inspections
• Safety and Environmental • Approval and Data
The European Commission recently proposed to extend the Agency's responsibilities to further important areas of safety regulation: Rules and procedures for civil aviation operations; Licensing of crews in the member states, Certification of non-EU operators. The Agency expects to take over these tasks by late 2007 or early 2008. In the long-term, it is also likely to play a key role in the safety regulation of airports and air traffic management systems. The aviation inductry benefits from common specifications, cost-efficient services and a single point of contact.
A Bill is usually drafted under the supervision of a Minister of the Crown, and introduced into the House of Commons or House of Lords by a member of Parliament. If it passes through all its stages of discussion and debate it receives the Royal Assent and becomes an Act of Parliament or ‘Statute’. The Civil Aviation Act is an example.
Statue Law is comprised of Acts of Parliament and subordinate (derived) legislation made under the authority of the parent Act. Subordinate, secondary or delegated legislation are the descriptions given to the vast body of rules, orders, regulations and bye-laws created by subordinate bodies under specific powers delegated to those bodies by Parliament. Acts of Parliament cannot always cover every rule or regulation for every detail of the subject they deal with. In order to prevent the need for an Act of Parliament every time a detail needs to be updated or added to, an Act can give the Government the power to do this at a later stage. This is done through Statutory Instruments, the 'tools' which are used to apply the law.
An Order in Council is a type of Statutory Instrument issued by the monarch on advice from the Privy Council, the Cabinet and specialist committees set up. They are used when an ordinary Statutory Instrument would be inappropriate. They often relate to the regulation of professions or professional bodies. The Air Navigation Order is just such an order.
Statutory Instruments are usually drafted in the legal department of the Ministry that presented the Bill to Parliament. They allow changes to be made without the need for a new bill and they name the person, usually the Secretary of State or Minister, to whom authority is given to make these changes. They all contain a note that explains their scope and purpose.
The powers of the Statutory Instruments have the full force of law. The laws made through these powers are Secondary or Delegated Legislation.
Like the Air Navigation Order, the Air Navigation Regulations are Statutory Instruments. They are, however, subordinate to the Order.
Statutory Instruments are issued by Her Majesty’s Stationery Office.
CIVIL AVIATION ACT
AIR NAVIGATION ORDER
AIR NAVIGATION REGULATIONS
BRITISH CIVIL AIRWORTHINESS REGULATIONS
JOINT AVIATION REQUIREMENTS
The Act also provides for the constitution of a 'body corporate' called the Civil Aviation Authority (CAA). The functions of the CAA are provided for in Article 3 of the Act and include:
• the functions conferred on it by the Act with respect to the licensing of air transport, the licensing of the provision of accommodation in aircraft, the provision of air navigation services, the operation of aerodromes and the provision of assistance and information;
• such functions as are conferred on it by Air Navigation Orders (ANO) with respect to the registration of aircraft, the safety of air navigation and aircraft (including airworthiness), the control of air traffic, the certification of operators of aircraft and the licensing of air crews and aerodromes; and
• such other functions as are conferred on it by virtue of the Act or any other enactment.
Part III of the Act contains provision for making an 'Order in Council' which is refered to as the Air Navigation Order (ANO) and describes its contents.
The Act provides for offences against the provisions of the ANO to be prosecuted. United Kingdom aviation safety legislation is part of the criminal law. Any breach of any of its requirements is a criminal offence. The CAA has been given responsibility by the Department of the Environment, Transport and the Regions (DETR) to enforce civil aviation legislation. To this effect, the CAA’s Aviation Regulation Enforcement and Investigation Bureau (AREIB) employs a team of officers to investigate alleged offences and where appropriate prosecute The primary aviation legislation in the United
Kingdom is the Civil Aviation Act, enacted in 1982. It replaced the 1971 Act. So far, there has only been one amendment (July 1996), involving Article 92 of the Act, and providing for the prosecution of persons committing offences on foreign aircraft while in flight to the United Kingdom, and for connection purposes. The Act is an Act of Parliament and can only be amended by Parliament. It contains 110 articles in five parts and sixteen schedules dealing with the application of some of the sections.
The Act charges the Secretary of State with the general duty of organizing, carrying out and encouraging measures for:
• the development of civil aviation;
• the designing, development and production of civil aircraft;
• the promotion and safety in the use thereof; • research into questions relating to air
navigation.
The act ratifies the Chicago Convention and providesa legal basis for IACO Standards and Recommended Practices (SARP’s) in UK law.
Overall they set out what we may loosely term the rules under which all types of aircraft must be operated.
The ANO is amended by an Act of Parliament. If a need for an amendment should arise, the CAA develops and proposes changes to the legislation but does not have the power to actually amend the legislation. However, the CAA has been given a discretionary power to impose requirements on the basis of being satisfied as to the competence of any applicant for a certificate or a licence. To ensure that the applicant has satisfied the CAA requirements, it has set out detailed requirements in CAPs, British Civil Airworthiness Requirements (BCAR) or European Aviation Safety Agency (EASA)
Since this is an Order in Council then it is subordinate to the Act. It interprets the clauses and sections of the Act in more detail and although it is also written in ‘officialese’, it is more adaptable as a working reference document than the Act.
The current order is dated ………. amendment …………. You will always find the amendment state included in the title reference given in the opening pages.
The information in the Order is arranged as follows:
• Parts 14
• Articles 168 • Schedules 15
These are listed in numerical sequence on the pages of Section 1 of the Order. The parts are: Part I Registration And Marking Of Aircraft Part II Air Operators’ Certificates
Part III Airworthiness And Equipment Of Aircraft
Part IV Aircraft Crew And Licensing Part V Operation Of Aircraft
Part VI Fatigue Of Crew And Protection Of Crew From Cosmic Radiation Part VII Documents And Records Part VIII Movement Of Aircraft Part IX Air Traffic Services Part XI General
The relationship between the ANO, the Schedules and the ANR
ANO and Schedules - The ANO Articles are expanded in certain areas by the Schedules, for example, ANO Article 3 refers to ‘B Conditions’ as per Schedule 3. Schedule 3 sets out in detail A and B Conditions.
ANO and ANR - The ANR amplifies and explains certain Articles of the ANO as considered necessary by the CAA, for example, ANO Article 142 refers to mandatory reporting. – ANR14 sets out in detail mandatory reporting.
The official versions of both the ANO and ANRs - which are known as Statutory Instruments in legal terms - are published separately by Her Majesty's Stationary Office (HMSO). Periodic amendments are also published.
For the benefit of those concerned with the day to day matters relating to air navigation, the CAA publish a loose-leaf amendable version which combines both the order and the regulations. This is CAP393.
It can be see from the legislative sequence, that a Regulation is subordinate to an Order in Council. Therefore, ANR’s are subordinate to the ANO.
They contain details of establishing regulations on such aspects as load sheets, Weight and Performance of aircraft, Noise and Vibration at aerodromes, Radio and Navigational equipment to be carried in aircraft, Aerodrome facilities and Repairs and Replacements which may be done by pilots.
The ANR's amplify and clarify the ANO and lay down values for regulated restriction such as noise levels, aircraft performance etc.
Specific responsibilities include: • Commercial Aviation • General Aviation
• Harmonising European Standards • Flight Operations
• CAA/SRG Support to Government • Passenger Safety
• UK Register of Civil Aircraft • Aircraft Maintenance
• Structures, Materials & Propulsion • Aircraft Airworthiness
• Aircraft Design & Manufacturing • Flight Crew Licensing
• Engineer Licensing • Medicals
• Human Factors
• Air Traffic Control Services
• Aerodrome Licensing & Inspections • Incident Reporting
• Research
• International Consultancy & Training Services
Personnel Licensing - Maintenance Engineers
This part of the SRG department is responsible for the licensing of Aircraft Maintenance Engineers and the approval of training courses under EASA Part-147.
Licences for aircraft of 5700 kgs MTOM and above are issued under EASA Part-66, which provides a common and mutually acceptable standard across NAA member countries. For the certification of maintenance on aircraft below 5700 kgs, UK National licences will continue to be issued under BCAR Section L. As previously described, the CAA is a public
authority, through government appointment, which is financially self supporting .
The CAA is the National Aviation Authority (NAA). The NAA is the European Aviation Safety Agency (EASA) representative office within the Member State.
It’s main responsibilities are the execution of the articles and regulations of the ANO.
The CAA is divided into four Groups: • Safety Regulation Group • Economic Regulation Group • Directorate of Airspace Policy • Consumer Protection Group
The group most commonly encountered by engineers is the Safety Regulation Group
Safety Regulation Group (SRG)
The role of the Safety Regulation Group is to ensure that UK civil aviation standards are set and achieved in a co-operative and cost-effective manner. The SRG must satisfy itself that aircraft are properly designed, manufactured, operated and maintained; that airlines are competent; that flight crews, air traffic controllers and aircraft maintenance engineers are fit and competent; that licensed aerodromes are safe to use and that air traffic services and general aviation activities meet required safety standards. To monitor the activities of this complex and diverse industry, the SRG employs a team of specialists. They have a wide range of skills, including pilots qualified to fly current airliners; test pilots able to evaluate all aircraft types; experts in flying training, leisure and recreational aviation activities; aircraft maintenance surveyors; surveyors conversant with the latest design and manufacturing techniques; flight test examiners; aerodrome operations and air traffic control specialists; and doctors skilled in all branches of aviation medicine.
The Civil Aviation Authority produces a variety of publications under the following catagories: • Aerodrome
• Aeronautical Charts • Air Traffic Services • Air Transport System • Aircraft Maintenance • Aviation Safety • CAA Forms
• CAA Location Maps • Design and Production • Engineer Licensing • Environment
• Flight Crew Licensing • Flight Operations • General Aviation • Medical
• Official Record Series • Passenger Protection • Research
The principal publications of interest to engineers are:
• Air Navigation - The Order and Regulations • British Civil Airworthiness Requirements
-BCARs
• Civil Aircraft Airworthiness Information and Procedures - CAAIPs
• Mandatory requirements for Airworthiness CAP 747.
Air Navigation - The Order and Regulations CAP393
This work sets out the provisions of the Air Navigation Order and regulations made thereunder. It also contains a number of other relevant regulations. It is published as an amendable loose leaf document.
British Civil Airworthiness Requirements (BCARS)
This set of documents interpret legislation given in Part III of the ANO and contain details of minimum requirements which must be met in all the areas of airworthiness for which the CAA has responsibility.
Satisfactory compliance with these requirements is required for the issue of such things as:
• C of A
• Air Operators’ Certificates • Company Approvals • Engineer’s Licences etc.
BCARs are published as leaflets in sections: Section A - Airworthiness Procedures where the
CAA has Primary Responsibility for Type Approval of the product. CAP 553
Section B - Airworthiness Procedures where the CAA DOES NOT have Primary Responsibility for Type Approval of the Product. CAP 554
Proposed amendments and additions are prepared by the CAA and issued in a series of BCAR papers.
Other BCAR leaflets have been superceded by EASA EC216/2003 and subsequent Implementing Rules and their annexes. The BCAR requirements may be retained as they still apply to some aircraft on the UK Civil Register
Further EASAs may be added as they are adopted and superceed BCARs and JARs.
Civil Aircraft Airworthiness Information and Procedures - CAAIPs CAP 562
This is a set of leaflets which give general information on a variety of matters concerned with civil aircraft during manufacture, overhaul, repair, maintenance, operation and procedures. They do not refer to any particular aircraft or engine type, specialised equipment or component parts. As such, they should be regarded as advisory in nature and the manufacturers manuals and documentation should be consulted for detailed information.
Airworthiness Notices (CAP 455 -withdrawn)
Airworthiness Notices are issued by the Civil Aviation Authority to circulate information to all concerned with the airworthiness of civil aircraft. These have now been withdrawn and replaced by Generic Requirements and Information Leaflets. The Generic Requirements can be found in CAP 747 and Information Leaflets in CAP 562
EASA Administrative and Guidance Material
This material is published to provide further information regarding the various EASA activities. This includes the Joint Implementation Procedures as well as Temporary Guidance Material and Interim Policies.
Joint Aviation Requirements (JARs)
These are published on behalf of the Joint Aviation Authorities. Their status is that they are recognised by the Civil Aviation Authorities of the participating countries as an acceptable basis for showing compliance with their national code (BCARs in the UK). Some countries (including the UK) have adopted certain codes as their sole national code.
Those adopted by the UK by September 2002 are listed below:
EASA Part-1 Definitions and Abbreviations EASA Part-21 Certification Procedures for Aircraft and Related Parts
EASA Part-22 Sailplanes and Powered Sailplanes
EASA Part-23 Normal, Utility, Aerobatic and Commuter Category Aircraft
EASA Part-25 Large Aeroplanes
EASA Part-26 Additional Airworthiness Requirements for Operations
EASA Part-27 Small Rotorcraft EASA Part-29 Large Rotorcraft EASA Part-36 Aircraft Noise
EASA Part-66 Certifying Staff Maintenance EASA Part-145 Approved Maintenance Organisations
EASA Part-147 Approved Maintenance Training/ Examinations
EASA Part-APU Auxilliary Power Units EASA Part-AWO All Weather Operations EASA Part-E Engines
EASA Part-MMEL-MEL Master Minimum Equipment List/Minimum Equipment List EASA Part-P Propellers
EASA Part-VLA Very Light Aeroplanes
Membership
Membership is open to members of the European Civil Aviation Conference (ECAC), which currently consists of 42 member countries. Membership takes effect when the 1990 “Arrangements” are signed. There are 40 member countries in the JAA today.
“Two-Phase” membership of the JAA
The JAA has a two-phase membership system. The current procedure, consistent with the Arrangements, starts with a familiarisation visit by a “candidate” Authority to Central JAA, leading, after a satisfactory conclusion, to a report to the Chairman of the JAA Committee (JAAC). The Authority can then formally apply to the Chairman of the JAA Board (JAAB) for membership, expressing its willingness to commit itself to the terms and commitments in the Arrangements. The JAA Committee submits its report to the JAA Board and, subject to a two-third majority vote, the applicant Authority can sign the Arrangements. At this stage the Authority will become a “Candidate Member” and will have access to meetings, etc, but:
• no voting rights, and
• no right or obligation to automatic recognition of the approvals issued by its own authority or those of other states. In phase 2, after signing the JAA Arrangements, Central JAA arranges a visit to the Authority by a so called fact-finding team, which consists of representatives of the JAA Committee and Central JAA. A report is prepared and sent to the JAAC Chairman when considered satisfactory, the JAA Committee recommends the JAA Board to grant full membership If deemed necessary
At present the JAA comprises of 25 full members and 11 candidate members.
AZERBAIJAN
REPUBLIC OF
GEORGIA
ARMENIA*
ICELAND
ESTONIA
LATVIA
LITHUANIA*
ALBANIA*
BOSNIA & HERTZEGOVINA
BULGARIA
CROATIA
FORMER YUGOSLAVIA
REP of MACEDONIA*
REP of MOLDOVA*
MONACO
NORWAY
ROMANIA
SERBIA & MONTENEGRO
SWITZERLAND
TURKEY
UKRAINE*
AUSTRIA
BELGIUM
CYPRUS
CZECH REPUBLIC
DENMARK
FINLAND
FRANCE
GERMANY
GREECE
HUNGARY
IRELAND
ITALY
LUXEMBOURG
MALTA
NETHERLANDS
ECAC
42 MEMBERS
JAA
40 MEMBERS
EUROCONTROL
35 MEMBERS
EU
25 MEMBERS
* = CANDIDATE
MEMBERS
POLAND
PORTUGAL
SLOVAK REPUBLIC
SLOVENIA
SPAIN
SWEDEN
UK
Opposite is a list of EASA Requirements published as of September 2003. Not all EASAs are adopted similtaneously by the member states and those that are adopted may not be enforced retrospectively. For instance, while EASA Part-25 Large Aeroplanes was adopted, and replaced BCAR Section D, on 1 July 1979 in the UK, the BCAR requirements are still valid for aircraft already in service at that date. In the UK, once adopted, the EASAs have the same legal standing as the BCARs they replace. That is, they become Requirements of the ANRs and are thus legally enforable.
Due to differences in the legal systems, the same is not true in all European countries and the EASAs are regarded as recomendations, not requirements in some. For that reason, it is proposed to set up the European Aviation Safety Agency (EASA) under the European Commission, as a regulatory body with powers of pan-european enforcement. The EASA would assume responsibility for the EASAs and enforce them through European Union law. While the British Government and the CAA support these proposals, there are many legislative hurdles to overcome.
The most important ones to Aircraft Maintenance Engineers are: • EC 216 2003 • EC 1702 and 2042 of 2003 • EASA Part 21 • EASA Part M • EASA Part-66, • EASA Part-145, • EASA Part-147 • EU-OPS 1
EASA Part-1 Definitions and Abbreviations EASA Part-11 And Related Procedures
EASA Part M Continuing Airworthiness Management
EASA Part-145 Approved Maintenance Organisations
EASA Part-147 Approved Maintenance Training/ Examinations
EASA Part-21 Certification Procedures for Aircraft and Related Products and Parts EASA CS-22 Sailplanes and Powered Sailplanes EASA CS-23 Normal, Utility, Aerobatic, and Commuter Category Aeroplanes
EASA CS-25 Large Aeroplanes
EASA Part-26 Additional Airworthiness Requirements for Operations
EASA CS-27 Small Rotorcraft EASA CS-29 Large Rotorcraft EASA Part-36 Aircraft Noise
EASA Part-66 Certifying Staff Maintenance EASA CS-APU Auxiliary Power Units EASA CS-AWO All Weather Operations EASA CS-E Engines
EASA-FCL 1 Flight Crew Licensing (Aeroplane) EASA-FCL 2 Flight Crew Licensing (Helicopter) EASA-FCL 3 Flight Crew Licensing (Medical) EASA-FCL 4 Flight Crew Licensing (Flight Engineers)
EASA-MMEL/Master Minimum Equipment List MEL/Minimum Equipment List
EU-OPS 1 Commercial Air Transportation (Aeroplanes)
EU-OPS 3 Commercial Air Transportation (Helicopters)
EASA CS-P Propellers
EASA-STD 1A Aeroplane Flight Simulators EASA-STD 1H Helicopter Flight Simulators EASA-STD 2A Aeroplane Flight Training Devices EASA-STD 3A Aeroplane Flight and Navigation Procedures Trainers
EU-OPS 1 is the document which contains the requirements for Air Operator Certificate Holders. It is;
"... applicable to the operation of any civil aeroplane for the purpose of commercial air transportation by any operator whose principal place of business is in a EASA Member State".
EU-OPS 1 Commercial Air Transportation (Aeroplanes) Subpart M is now prescribed
under Part M, for continued airworthiness and the requirements for the maintenance of aircraft is covered by Part 145 and EU-OPS. 'EU–OPS 1.875 General' states;
"An operator shall not operate an aeroplane unless it is maintained and released to service by an organisation appropriately approved/accepted in accordance with EASA Part–145..."
EASA Part-M for Maintenace of Large Aircraft
for all EU member states and has been adopted by the JAA.
EASA Part-145 Approved Maintenance Organisations is the document which
prescribes the requirements for an organisation involved in the maintenance of aircraft, engines, components and parts used for Commercial Air Transport.
EASA Part-145.A.30 states that approved maintenance organisations performing line maintenance on aircraft must have;
“… appropriate aircraft type rated certifying staff qualified in accordance with EASA Part-145.A.35 plus EASA Part-66 sub-category B1 and B2. In addition such EASA Part-145 approved maintenance Organisation may also use appropriate task trained certifying staff qualified in accordance with EASA Part-145.A.35 plus EASA Part-66 category A to carry out minor scheduled line maintenance and simple defect rectification.”
Also;
“In the case of aircraft base maintenance, appropriate aircraft type rated certifying staff qualified in accordance with EASA Part-145.A.35 plus EASA Part-66 category C. In addition such EASA Part-145 approved maintenance Organisation must have appropriate aircraft type rated staff qualified in accordance with EASA Part-145.A.35 … plus EASA Part-66 sub-category B1 and B2 to support the sub-category C certifying staff".
EASA Part-66 Certifying Staff - Maintenance
is the document which details the requirements for certifying staff including the issue of aircraft maintenance licence and type training.
EASA Part-66.A.30 states that;
“Certifying staff must meet a minimum civil aircraft maintenance experience requirement appropriate to the EASA Part– 66 aircraft maintenance licence sought, which will be reduced by the EASA member Authority when satisfied that … EASA Part–147 approved training …… has been received”.
EASA Part-147 Approved Maintenance Training/Examination is the document which
describes the requirements for an approved training organisation, the training programmes for the various catagories of EASA Part-66 approved staff and the examination process.
Initial Airworthiness Part-21 Part-M Part-145 Part-66 Part-147 Part-FCL DEF Part-ARO Part-ORO Part-CAT Part-SPA Licenses of non-EU states Conversion of national licenses Part-MED Part-CC Part-ARA Continuing
Airworthiness Air Crew
GEN ATS Part-ACAS MET AIS CNS Air Operations ANS common req. Airspace usage req. REGULATIONS ANNEXES ATM/ANS safety oversight I II III IV V VI ATCO Licensing Rules of the air (RoA) SERA
As most of the countries in the world are among the 185 nations contracting to the International Civil Aviation Organisation (ICAO), their governments have a forum for discussion of aviation matters, and their National Aviation Authorities are all bound by the same ICAO Annexes. This leads to a common set of principles and aims for the various aviation authorities whether they be FAAs, CAAs, DGACs etc.
As previously stated, the UK’s Civil Aviation Authority and other European National Aviation Authorities signed an Arrangements Document referenced “Cyprus 11 September 1990”, which committed them to cooperate in all aspects related to the safety of aircraft.
The individual EASA member National Aviation Authorities, as contracting states to the ICAO, still retain, for their state, full responsibility for the Standards and Recommended Practices defined in each ICAO Annex. Consequently, the CAA still retains full responsibility for the issue of all UK approvals, certificates and licences, even though they may have been issued against a requirement issued by the EASA
The Authorities for states awaiting acceptance are known as candidate member Authorities and usually apply EASAs although the licences and approvals issued may not be recognised by EASA member Authorities.
The EASA has established contact and co-operation not only with the US Federal Aviation Administration (FAA) and Transport Canada but also with the Interstate Aviation Committee of the CIS, the Japan Civil Aviation Bureau, the Australian Civil Aviation Authority, the Brazilian Civil Aviation Authority, and many others.
In 1992, the JAA (now EASA) and the FAA made a commitment to harmonise, where appropriate, to the maximum extent possible, the FAR and EASA requirements and associated material regarding:
· Design and manufacture, operation and maintenance of civil aircraft and related products and parts.
· Noise and emissions from aircraft and aircraft engines.
· Flight crew licensing.
Later Transport Canada joined this activity. Airworthiness requirements for small aeroplanes 23): for small rotorcraft (EASA/FAR-27): for large rotorcraft (EASA/FAR 29) have achieved a high level of harmonisation.
The work on harmonisation of other airworthiness requirements is progressing with a few significant differences remaining.
The Airworthiness Authorities of some non-EASA nations have adopted or accepted the EASA requirements either in place of, or in parallel with, FAA requirements or their own national code. This enables some Organisations in non-JAA nations to apply for and hold JAA approvals.
EASA - will be responsible for ALL EU Member States.
JAAT and JAAL - will be responsible for ALL NON EU Member States that accept EASA Requirements.
The following is a plain English interpretation of EASA Part-66, and key items from the Acceptable Means of Compliance and Interpretative /Explanatory Material (AMC and IEM) section as applicable in the UK. The term CAA has been used in place of National Aviation Authority for clarity. For full details always refer to the current issue of EASA Part-66 Sections 1 and 2 and the Appendices.
EASA Part-66 Foreword
The national Civil Aviation Authorities of certain countries have agreed common, comprehensive and detailed aviation requirements (referred to as the Joint Aviation Requirements (EASAs )) with a view to minimising Type Certification problems on joint ventures, to facilitate the export and import of aviation products, and make it easier for maintenance and operations carried out in one country to be accepted by the Civil Aviation Authority in another country. In addition there is common agreement that flight and maintenance personnel should be trained and qualified to a common standard to assist Industry in obtaining suitable staff and permit easy movement of such staff across the borders of JAA Countries.
The EASA are recognised by the Civil Aviation Authorities of participating countries as an acceptable basis for showing compliance with their national airworthiness codes.
Whilst this EASA has been numbered to align with FAR Part 66 of the United States of America because the subject matter is the same, the detailed content is at variance with FAR Part 66. Harmonisation with the United States remains the goal but in the meantime the Federal Aviation Administration has issued a Notice of Proposed
EASA Part-66 is intended to provide a single standard for future maintenance certifying staff throughout the JAA countries and as such has been issued with no national variants. It should therefore be understood that when existing maintenance certifying staff are converted to EASA Part–66, limitations may be applied to such staff if they do not meet the full EASA Part–66 standard. Despite the limitations existing certifying staff will retain their existing authority to release to service, subject of course, to continued satisfactory performance.
The Civil Aviation Authorities may also use this EASA as a basis for the qualification of certifying staff to issue certificates of release to service in the non commercial air transport sector. These certifying staff will have their qualifications endorsed in the EASA Part–66 aircraft maintenance licence but such privileges will be limited to certifying under the control of the particular Civil Aviation Authority in accordance with National legislation.
Certifying staff responsible for issuing the CRS must be qualified in accordance with the appropriate requirements of EASA Part–66. EASA Part–66 is limited to those certifying staff responsible for issuing the CRS for aeroplanes and helicopters with a maximum take off mass of 5700 kg and above. The application of EASA Part-66 to aeroplanes and helicopters below 5700 kg, airships and aircraft components including engines, auxiliary power units and propellers, will be considered in the future. Personnel authorised to exercise certification privileges in accordance with CAA regulations valid before the effective date of EASA Part–66 (i.e. BCAR Section L), may continue to exercise these privileges. However, they may not add other basic categories/sub-categories of qualification to that authorisation unless they satisfy the appropriate additional requirements of EASA Part–66. They may extend the scope of their authorisation to include new aircraft types subject to compliance with CAA regulations valid before the effective date of EASA Part–66. Certifying staff qualified in accordance with previous CAA regulations must be issued a EASA Part–66 aircraft maintenance licence based upon the old qualification without further examination, within the time limits stated below. The EASA Part–66 aircraft maintenance licence issued to them may contain technical limitations where the holder is not appropriately qualified to EASA Part-66 standard, but this does not change any existing certification privileges. The technical limitations will be deleted, as appropriate, when the person satisfactorily sits the relevant EASA Part-66 conversion examinations.
Future development of the requirements for EASA Part-66 will be in accordance with the agreed amendment procedures. Broadly, these procedures are such that amendment of EASA Part–66 can be proposed by the Civil Aviation Authority of any of the participating countries and by any organisation represented on the Joint Steering Assembly.
The Civil Aviation Authorities have agreed they should not unilaterally initiate amendment of their national codes without having made a proposal for amendment of the EASA Part-66 in accordance with the agreed procedure.
Amendments to the text in EASA Part–66 are usually issued initially as ‘Orange Paper’ Amendments. These show an effective date and have the same status and applicability as EASA Part–66 from that date. Orange Paper Amendments are incorporated into the printed text by means of a ‘Change’.
New, amended and corrected text is enclosed within heavy brackets.
The remainder of the text in EASA makes reference to EASA member Authorities .This is intended to reflect the fact that whilst all the Civil Aviation Authorities subscribe to the concept of common EASAs etc., only the EASA member Authorities have agreed mutual recognition of certificates, licences and approvals on the basis of standardisation audits. Nothing however prevents a JAA candidate member Authority from issuing a certificate, licence or approval on the basis of a EASA even though it may not be mutually recognised by the EASA member Authorities.
EASA Part-66 General
EASA Part–145 requires appropriately authorised certifying staff to issue a Certificate of Release to Service (CRS) on behalf of the EASA Part–145 approved maintenance organisation when satisfied that all required maintenance has been completed.
Effectivity
JAR–66 was first issued on 03 April 1998 and became effective on 01 June 2001.
After 01 June 2001 any person required to be approved in accordance with EASA Part–66 must be in compliance with it. Any person who is required to convert a National qualification to a EASA Part–66 aircraft maintenance licence must do so within 5 years of that date.
Definitions
For the purpose of EASA Part–66, the following definitions will apply:
‘Aircraft maintenance licence’ means a
document issued as evidence of qualification, confirming that the person to whom it refers has met the EASA Part–66 knowledge and experience requirements for any aircraft basic category and aircraft type rating specified in the document. Note: The aircraft maintenance licence
alone does not permit the holder to issue certificates of release to service in respect of aircraft used for commercial air transport. To issue a CRS for such aircraft, the aircraft maintenance licence holder must in addition hold a EASA Part–145 certification authorisation issued by a EASA Part–145 approved maintenance organisation.
‘Certification’ means the issuance of a CRS. ‘EASA member Authority’ means an
Authority who is a full member of the JAA,
Note: The EASA member States are listed in an Appendix of EASA Part-66. The CAA is the Authority for the UK.
‘Organisation procedures’ means the
procedures applied by the EASA Part–145 approved maintenance organisation and published in it’s maintenance organisation exposition.
Applicability
EASA Part–66 prescribes the requirements for the qualification of personnel authorised by a EASA Part–145 approved maintenance organisation to issue certificates of release to service in accordance with EASA Part–145.50. These personnel are required to hold a valid, type rated, EASA Part–66 Aircraft Maintenance Licence which attests to their knowledge and experience, and a valid EASA Part–145 certification authorisation which grants certification privileges to the individual.
For the EASA Part–66 aircraft maintenance licence, compliance is required with all the requirements for the appropriate basic category or categories (described later). The aircraft maintenance licence will be endorsed with the relevant basic category/categories and where appropriate any aircraft type ratings granted. Note: The EASA Part–66 aircraft
maintenance licence can be issued without any aircraft type ratings, but it should be remembered that an aircraft type rating is one of the prerequisites for a EASA Part–145 certification authorisation.
Application and Issue
An application for issue or amendment of a EASA Part-66 aircraft maintenance licence must be made on the correct form and submitted to the EASA member Authority.
An applicant who meets the appropriate requirements of EASA Part–66 and has paid any charges prescribed by the CAA is entitled to the EASA Part–66 aircraft maintenance licence. The EASA Part–66 aircraft maintenance licence is issued by the CAA but the process of preparing the licence for issue may be delegated to an appropriately approved EASA Part–145 maintenance organisation.
Note: The issue of the EASA Part–145 certification authorisation is carried out by the EASA Part–145 approved maintenance organisation after establishing compliance with appropriate paragraphs of EASA Part–66 and EASA Part–145.
Eligibility
Certifying staff must not be less than 21 years of age and must be able to read, write and communicate to an understandable level in the language(s) in which the technical documentation and organisation procedures, necessary to support the issue of the CRS, are written.
The level of knowledge should be such that the applicant is able to:
• read and understand the instructions and technical manuals in use within the organisation;
• make written technical entries and any maintenance documentation entries, which can be understood by those with whom they are normally required to communicate;
• read and understand the company procedures;
• communicate at such a level as to prevent any misunderstanding when exercising the privileges of their authorisation.
In all cases, the level of understanding needs to be compatible with the level of certification authorisation granted.
Categories and certification privileges
Certifications are made in accordance with the procedures of the EASA Part–145 approved maintenance organisation and within the scope of the authorisation held.
Certifying staff qualified in accordance with EASA Part–66, and holding a valid aircraft maintenance licence with, where applicable, the appropriate type ratings, will be eligible to hold a EASA Part– 145 certification authorisation in one or more of the following categories:
Category A: Line maintenance certifying mechanic.
Category B1: Line maintenance certifying technician – mechanical. Category B2: Line maintenance certifying
technician – avionic.
Category C: Base maintenance certifying engineer.
The Category A and B1 subcategories are: A1 and B1.1 Aeroplanes Turbine A2 and B1.2 Aeroplanes Piston A3 and B1.3 Helicopters Turbine A4 and B1.4 Helicopters Piston
Category A
Line maintenance certifying mechanic authorisation permits the holder to issue CRS certifications following minor scheduled line maintenance and simple defect rectification, as specified in EASA Part–145, within the limits of tasks specifically endorsed on the authorisation. Minor scheduled line maintenance means any minor check, up to and including the weekly check or equivalent.
The certification privileges are restricted to work that the authorisation holder has personally performed. Category A is divided into sub-categories relative to combinations of aeroplanes, helicopters, turbine and piston engines.
Note: Category B1 certifying staff authorisation automatically permits certification in the appropriate A sub-categories. Category B2 certifying staff can qualify for any A subcategory as can any avionic mechanic subject to compliance with the appropriate A sub-category requirements.
Category B1
Line maintenance certifying technician – mechanical authorisation permits the holder to issue CRS certifications following line maintenance, including aircraft structure, powerplants and mechanical and electrical systems. Replacement of avionic line replaceable units, requiring simple tests to prove their serviceability, is also included in the privileges, providing the serviceability of the system can be established by a simple self-test facility, other on-board test systems/equipment or by simple ramp test equipment. Defect rectification involving test equipment which requires an element of decision making in its application - other than a simple go/no-go decision - cannot be certified.
Like Category A, Category B1 is divided into sub-categories relative to combinations of aeroplanes, helicopters, turbine and piston engines.
Category B2
Line maintenance certifying technician – avionic authorisation permits the holder to issue certificates of release to service following line maintenance on avionic and electrical systems. The holder will need to be qualified as Category A in order to carry out simple mechanical tasks and be able to make certifications for such work. Category B2 is not sub-divided and covers aeroplanes, helicopters with turbine and piston engines.
Category C
Base maintenance certifying engineer authorisation permits certification of scheduled base maintenance by the issue of a single CRS for the complete aircraft after the completion of all such maintenance. The basis for this certification is that the maintenance has been carried out by competent mechanics and both Category B1 and B2 staff have signed for the maintenance under their respective specialisation. The principal function of the Category C certifying staff is to ensure that all required maintenance has been called up and signed off by the Category B1 and B2 staff before issue of the CRS. Category C personnel who also hold category B1 or B2 qualifications may perform both roles in base maintenance.
Basic knowledge requirements
Certifying staff must demonstrate, by examination, a level of knowledge acceptable to the CAA, in subject modules appropriate to the EASA Part–66 Category for which an aircraft maintenance licence is issued or extended. See EASA Part-66 Appendix 1 for details of Module contents and knowledge level requirements. The levels of knowledge are directly related to the complexity of certifications appropriate to the particular EASA Part–66 Category which means that Category A must demonstrate a limited but adequate level of knowledge, whereas Category B1 and B2 must demonstrate a complete level of knowledge in the appropriate subject modules. Category C certifying staff must meet the relevant level of knowledge for B1 or B2. Full or partial credit against the basic knowledge requirements and associated examination will be given for any other technical qualification considered by the CAA to be equivalent to the EASA Part–66 knowledge standard.
Experience Requirements
Certifying staff must meet a minimum civil aircraft maintenance experience requirement appropriate to the EASA Part–66 aircraft maintenance licence sought. This may be reduced by the CAA when satisfied that either EASA Part–147 approved training or other appropriate technical training has been received. The experience must be practical which means the experience of being involved in maintenance tasks on aircraft which are being operated by airlines, air taxi organisations, etc. The point being to gain sufficient experience in the environment of commercial maintenance as opposed to only the training school environment. Such experience may be combined with approved training so that periods of training can be intermixed with periods of experience rather like the classic apprenticeship.
The minimum civil aircraft maintenance experience required before possible reductions is, for Category A three years and for Category B1 or B2 five years. The minimum civil aircraft maintenance experience for category C is three years qualified as a B1 or B2 certifying staff in line maintenance, or, in base maintenance supporting the Category C certifying staff, or, a combination of both. Alternatively, the minimum civil aircraft experience for Category C certifying staff qualified by holding an academic degree in a technical discipline from a university or other higher educational institute accepted by the CAA is three years on a representative selection of tasks directly associated with aircraft maintenance including six months of observation of base maintenance tasks.
Regarding reductions, for Category A certifying staff the following experience options apply: a. 1 year recent practical maintenance
experience on operating aircraft and completion of a EASA Part–147 approved basic training course; or,
b. 2 years recent practical maintenance experience on operating aircraft and completion of training considered relevant by the CAA as a skilled worker, in a non-aviation technical trade; or,
c. 3 years recent practical maintenance experience on operating aircraft for an applicant having no previous relevant technical training.
For Category B1 or B2 certifying staff the following experience options apply:
a. 2 years recent practical maintenance experience on operating aircraft and completion of a EASA Part–147 approved basic training course; or,
b. 3 years recent practical maintenance experience on operating aircraft and completion of training considered relevant by the CAA as a skilled worker, in a non-aviation technical trade; or,
c. 5 years recent practical maintenance experience on operating aircraft for an applicant having no previous relevant technical training.
A skilled worker is a person who has successfully completed a course of training, acceptable to the CAA, involving the manufacture, repair, overhaul or inspection of mechanical, electrical or electronic equipment. The training would include the use of tools and measuring devices.
For all certifying staff, at least 1 year of the required experience must be recent maintenance experience on aircraft typical of the category/sub-category for which the EASA Part– 66 aircraft maintenance licence is sought. Aircraft maintenance experience gained outside a civil aircraft maintenance environment (e.g. Military or governmental) will be accepted by the Authority when it is satisfied that such maintenance is equivalent to that required by EASA Part–66, but additional experience of civil aircraft maintenance will be required to ensure understanding of the civil aircraft maintenance environment.
Continuity of the Aircraft Maintenance Licence
The EASA Part–66 aircraft maintenance licence holder must submit the licence to the issuing Authority at least once every 5 years for review. Failure to carry out this action will invalidate any EASA Part–145 certification authorisation issued on the basis of the aircraft maintenance licence and may require recent aircraft maintenance experience and/or the resit of some examinations before re-issue of the licence. The CAA will decide for each particular case.
Type/Task Training and Ratings
Category A certifying staff are required to hold an appropriate EASA Part–66 aircraft maintenance licence prior to the grant of a EASA Part–145 certification authorisation on a specific aircraft type. EASA Part–145 certification authorisations may only be granted following the satisfactory completion of the relevant Category A aircraft task training carried out by an appropriately approved EASA Part–145 or EASA Part–147 organisation.
Category B1 and B2 certifying staff are required to hold an appropriate aircraft type rated EASA Part–66 aircraft maintenance licence prior to the grant of a EASA Part–145 certification authorisation on a specific aircraft type. Ratings will be granted following satisfactory completion of the relevant category B1 or B2 aircraft type training (ATA 104 Level III) approved by the CAA or by an appropriately approved EASA Part–147 maintenance training organisation.
Category C certifying staff are required to hold an appropriate aircraft type rated EASA Part– 66 aircraft maintenance licence prior to the grant of a EASA Part–145 certification authorisation on a specific aircraft type. Ratings will be granted following satisfactory completion of the relevant B1 and/or B2 aircraft type training approved by the CAA or by an appropriately approved EASA Part–147 maintenance training organisation. Extension to include other aircraft types requires training to a minimum “general familiarisation” level (ATA 104 Level I), the holder may not, however, make B1 or B2 certifications on these types. In the case of a Category C person qualified by holding an academic degree the first relevant aircraft type training must be at the category B1 or B2 level.
Evidence of Qualification
Certifying staff qualified in accordance with EASA Part–66 will be issued with an aircraft maintenance licence by the CAA as evidence of one of the qualifications necessary for the grant of a EASA Part–145 certification authorisation. Certifying staff must be able to produce their licence if requested by an authorised person within 5 days.
Equivalent Safety Cases
The CAA may exempt any person required to be qualified in accordance with EASA Part–66, from any requirement in EASA Part–66, when satisfied that a situation exists not covered by EASA Part–66, and subject to compliance with any supplementary condition(s) the CAA considers necessary to ensure equivalent safety. Such exemption and supplementary condition(s) must be agreed by the EASA member Authorities to ensure continued recognition of the person.
until the procedure detailed above is complete. For the CAA to consider a person to be not a fit and proper person means that there is clear evidence that the person has knowingly carried out or been involved in one or more of the following activities;
• Obtained the EASA Part-66 aircraft maintenance licence and/or the EASA Part-145 certification authorisation by falsification of submitted evidence. • Failed to carry out requested maintenance
combined with failure to report such fact to the organisation that requested the maintenance.
• Failed to carry out required maintenance resulting from own inspection combined with failure to report such fact to the organisation for whom the maintenance was intended to be carried out.
• Negligent maintenance.
• Falsification of the maintenance record. • The issue of a CRS knowing that the
maintenance specified on the CRS has not been carried out or without verifying that such maintenance has been carried out. • Carrying out maintenance or issuing a
CRS when adversely affected by alcohol or drugs.
The procedures for handling representation regarding revocation, suspension or variation of the EASA Part-66 aircraft maintenance licence are contained in EASA Part-66 Guidance Material.
Revocation, Suspension or Limitation of the EASA Part-66 Aircraft Maintenance Licence
The CAA may, on reasonable grounds after due enquiry, revoke, suspend or limit the EASA Part-66 aircraft maintenance licence or direct the EASA Part-145 approved maintenance organisation to revoke, suspend or limit the EASA Part-145 certification authorisation if the Authority is not satisfied that the holder of the licence and authorisation is a fit and proper person to hold such licence and authorisation subject to the conditions, below, as appropriate.
Before revoking or limiting the EASA Part–66 aircraft maintenance licence or directing the EASA Part-145 approved maintenance organisation the CAA must first give at least 28 days notice to the affected party or parties in writing of its intention so to do and of the reasons for its proposal and must offer the affected party or parties an opportunity to make representations and the Authority will consider those representations.
In any case where the CAA has determined that the safe operation of the aircraft is adversely affected the Authority may, in addition to the above, provisionally suspend the EASA Part-66 aircraft maintenance licence without prior notice
Future development of the requirements for this EASA including the above commitment, will be in accordance with the agreed amendment procedures. Broadly, these procedures are such that amendment of EASA Part-145 can be proposed by the Civil Aviation Authority of any of the participating countries and by any organisation represented on the Joint Steering Assembly.
The Civil Aviation Authorities have agreed they should not unilaterally initiate amendment of their national codes without having made a proposal for amendment of the EASA Part-145 in accordance with the agreed procedure.
Amendments to the text in this EASA Part-145 are usually issued initially as ‘NPA’ Notice of Proposed Amendments. These show an effective date and have the same status and applicability as EASA Part-145 from that date. New, amended and corrected text is enclosed within heavy brackets.
The remainder of the text in this EASA makes reference to EASA member Authorities. This is intended to reflect the fact that whilst all the Civil Aviation Authorities subscribe to the concept of common EASAs etc., only the EASA member Authorities have agreed mutual recognition of certificates, licences and approvals on the basis of standardisation audits. Nothing, however, prevents a JAA candidate member Authority from issuing a certificate, licence or approval on the basis of a EASA even though it may not be mutually recognised by the EASA member Authorities.
The following is a plain English interpretation of EASA Part-145, and key items from the Acceptable Means of Compliance and Interpretative /Explanatory Material (AMC & IEM) section as applicable. For full details always refer to the current issue of EASA Part-145.
EASA Part-145 Foreword
The Civil Aviation Authorities of certain European countries have agreed common comprehensive and detailed aviation requirements (referred to as the Joint Aviation Requirements (EASAs)) with a view to minimising Type Certification problems on joint ventures, to facilitate the export and import of aviation products, and make it easier for maintenance carried out in one European country to be accepted by the Civil Aviation Authority in another European country. The EASAs are recognised by the Civil Aviation Authorities of participating countries as an acceptable basis for showing compliance with their national airworthiness codes.
FAR Parts-43 and 145 of the Federal Aviation Administration of the United States of America have been selected to provide the format, and where appropriate content, of the EASA for Approved Maintenance Organisations (EASA Part-145).
Appendix 8 provides information relating to which EASA Part-145 paragraph contains the intent of the relevant FAR Parts 43/145 paragraph and vice versa.
EASA Part-145 has been issued with no National Variants and as a result in several areas does not contain the detailed compliance information which some Civil Aviation Authorities and
A non-approved Organisation working under the quality system of an approved or accepted EASA Part-145 Approved Maintenance Organisation as a sub-contractor is limited to the work scope permitted by the EASA Part-145 procedures of the approved Organisation and may not carry out a base maintenance check of an aircraft or a complete workshop maintenance check or overhaul of an engine or engine module. The sub-contractor may carry out limited line maintenance, minor engine maintenance, maintenance of other aircraft components or specialised services. The Approved Maintenance Organisation must have a procedure for the control of sub-contractors. NOTE: FAR Part 145 is more restrictive on
the subject of sub-contractors. EASA Part-145 Approved Maintenance Organisations which are also certificated under FAR Part 145 should produce two lists of contracted or sub-contracted maintenance organisations and their capabilities.
Effectivity
JAR-145 was first issued on 30 July 1991 and became effective on 1 January 1992 although it’s introduction was phased in between then and 31st December 1994.
It has since been amended and compliance dates are given for the various amendments. NOTE: Where an existing sub-paragraph
has been amended, it is essential to understand that compliance with the pre-amendment text is still required until superseded by the compliance date for the amended text unless the Organisation chooses to comply with the amended text before the compliance date for the amended text. Pre-amendment text should therefore be retained at least until the compliance date has been superseded.
EASA Part-145 General
An aircraft, when used for Commercial Air Transport, may not fly unless a certificate of release to service (CRS) has been issued by an Organisation for any maintenance carried out on it or on any aircraft component intended for fitment to an aircraft.
No Organisation may certify for release to service an aircraft used for Commercial Air Transport unless it is either approved in accordance with EASA Part-145 or, alternatively, approved by a non-JAA aviation authority and accepted by a EASA member authority (e.g. the CAA) to meet the EASA Part-145 requirements. No Organisation may maintain a commercial transport aircraft unless appropriately approved or accepted in accordance with EASA Part-145, or working under the quality system of an appropriately approved or accepted EASA Part-145 maintenance Organisation to work as a sub-contractor.
NOTE: A EASA Part-145 approval is not required for the pre-flight inspection. No Organisation may certify for release to service an aircraft component intended for fitment to an aircraft used for Commercial Air Transport unless approved or accepted in accordance with EASA Part-145. No Organisation may maintain such an aircraft component unless either appropriately approved or accepted in accordance with EASA Part-145, or working under the quality system of an appropriately approved or accepted EASA Part-145 maintenance Organisation.
A maintenance Organisation approval may be granted for maintenance activity varying from that for an aircraft component to that for a complete aircraft, or any combination of the two.
