SofemaOnline looks at language-related issues and exposure-related specifically to the Aviation Maintenance environment
Introduction
Communication effectiveness and efficiency serve as an important pillar to maintain safety and aviation professionals have a responsibility to engage with a fully understandable communication process.
Communication enables people, processes, structure, and systems, to interact simultaneously and effectively. Communication skills not only include verbal behavior and effective use of the appropriate words but include the need to ensure appropriate tone of voice, body expression, as well as other gestures.
Aviation Maintenance Error is not only insidious but it also has the potential to lead to incidents and accidents.
Senior Management including the Executive Leadership Team as well as Line Managers should understand the key principles of error management. To ensure a positive learning culture together with the ability to drive change which will minimise exposure and prevent reoccurrence.
A competent and effective Maintenance planning group is an essential attribute to any efficient operators CAMO. Without any doubt the opportunity exists in every organization to deliver improvements to the existing Maintenance Planning processes - and these are improvements which may contribute to real cost savings. The Aircraft Maintenance Process is a major cost centre within the aircraft operating environment thus providing a significant opportunity to deliver optimization and saving.
EASAOnline.com has developed a suite of online training courses which address the challenging role of Maintenance Planning - a total of 5 separate courses each with its own certificate.
Who is EASAonline?
EASAOnline (EOL) is a service provided by Sofema Aviation Services, offering a range of EASA compliant online video regulatory courses. EOL is supported by the European Aviation Institute (EAI), an EASA Part 147 approved Maintenance Training Organization (MTO) with Certificate of Approval No RO.147.0003.
How are EASA approved components released to service following component maintenance activities?
Components are released by the authorized person who signs a Form 1 to release the component as a serviceable component.
Are other checks, tests or inspections considered as a Certificate of Release to Service (CRS)?
Exactly in the same way that the various elements of a base maintenance check contribute to the overall preparation of the completed work package which enables the base maintenance check to be signed by a C certifier, A Component CRS is certified by a person who has the knowledge back ground, experience, and competence to validate that all work has been performed to prepare the component for service.
SofemaOnline (SOL) is a service provided by Sofema Aviation Services, offering a range of EASA compliant online video regulatory courses.
SOL is supported by European Aviation Institute (EAI) an EASA Part 147 approved Maintenance Training Organization (MTO) with Certificate of Approval No RO.147.0003.
An essential role of the Part M CAMO organization is to provide oversight of the 145 process. There are a number of ways to look at this.
The EASA Part 66 license is the qualification that enables the holder with suitable type or task training to provide through organizational approval and in some situations directly the Certification of European registered managed or maintained aircraft to allow a Certificate of Release to Service either through EASA Part 145.A.50 or EASA Part M Subpart H CRS.
What will a Part 66 license allow me to do?
A Part 66 license is a pre-requisite to allow you with appropriate organizational approval to certify the release to service of aircraft after maintenance and to work in maintenance organizations as support staff. It should be noted that all education received in support of Part 66 Basic Aspirations must be acquired under the control and oversight of a Part-147 training organization approved by EASA. There is currently no conversion process available in non EU countries which allow for the issue of a Part 66 license it is necessary to follow fully the EASA Guidelines and process to obtain your Part 66 License.
An application for an aircraft maintenance License or change to such License shall be made on an EASA Form 19 (Form 19 is adopted and issued by each regulatory authority).
Applications
The application are normally made under the jurisdiction of the Competent Authority of any European Member State.
Once a member state issues your license you will normally continue to use this Member State (It is possible to change though there is little reason to do so!).
Please note that SofemaOnline works with our Romanian Partner, European Aviation Institute who is an EASA Part 147 approved Maintenance Training Organization (MTO) with Certificate of Approval No RO.147.0003. Therefore the applicable regulatory authority is the Romanian Civil Aviation Authority.
In aviation we have procedures for just about every activity. As we understand procedures are connected to policies as well as the need to demonstrate regulatory compliance.
Procedures belong within the QC environment but facilitate the functioning of the QA process. Without procedures auditing becomes very challenging (Ultimately it is the business area owner or post holder/nominated person (NP) who has the ultimate responsibility for the integrity of the procedure).
In our PART M - CAR M / Part 145 – CAR 145 environment we have the Continuous Airworthiness Management Exposition (CAME) and the Maintenance Organization Exposition (MOE) Procedures as well as a myriad of other documents.
Ensuring that we ensure compliance with the highest standards of Aviation Safety, is a responsibility which is shared between manufacturers, operators, regulators and MRO (Maintenance Repair Organisations) or Aviation Maintenance organisations, but note that each organisational element has specific obligations to ensure compliance with all regulatory obligations.
We understand that the aviation maintenance environment is heavily regulated this is true in fact whether the activity is delivered in the Middle East, Europe, America or the Far East.
Over the years we have seen a steady improvement in the technical safety of aircraft, however the potential exposure introduced by the human element remains ever present and needs to be addressed in the best way possible.
