Blog posts tagged in 145 Organisation

Sofema Online (SOL) www.sofemaonline.com considers the changes which are introduced to the structure and format of the MOE to ensure compliance with Regulation 2021/1963

Note: All Transitional Activities must be complete by 2 December 2024.

» If not fully in compliance by 2 December 2024 then the approval certificate shall be revoked, limited, or suspended in whole or in part.

Introduction - EASA Part 145.A.70 concerns The Structure & Format of the MOE – The following points shall be complied with:

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Sofema Online Supports the Objective of Appendix IV Regulation (EU) No 1321/2014

Introduction - EASA requires 3rd Country holders of EASA Part 145 Approval to ensure that their Certifying staff have completed training compliant with EASA Part 66 Module 9 Human Factors & Module 10 Air Legislation. To support this requirement Sofema Online has made available an online training providing both modules fully compliant with every element of the module requirements delivered at “Level 2” throughout.

Additionally, to comply with the requirements of 145.A.30 Personnel requirements (j) By derogation to points (g) and (h), in relation to the obligation to comply with Annex III (Part66), the organisation may use certifying staff qualified in accordance with the following provisions:

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SofemaOnline (SOL) considers the availability of supporting courses to support the role of Maintenance Instructor delivered online through our virtual aviation academy. 

Introduction

EASA Part 145 and its forebear JAR 145 is a mature regulatory environment with nearly 30 years of development within the European Arena.

There is the increasing focus being brought to bear regarding the importance of managing competence within the workplace and it is for the reason that both EASA & European Regulatory Authorities are expecting that EASA Part 145 Organisations manage the competence of employees within the 145!

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Issues and observations made by Steve Bentley MD SAS (www.sassofia.com

EASA Clearly identifies roles and responsibilities of the Role of EASA Part 147 Practical Trainer and Practical Assessor. However EASA has omitted to clearly identify the Role of EASA Part 145 Trainer “Supervisor / LAE”

Following the amendment of EC 1149/2011 EASA Part 145 has NOT been updated to include either AMC or Guidance material required to ensure standardisation of the OJT / OJE Process – rather it is left as an open obligation of each organisation to individually develop a procedure which is then accepted by the local Competent Authority (CA) (potential weakness and exposure).

Appendix III to AMC defines On-the-job-Experience as requiring a particular skill set to be present with the role of Supervisor related to the role of OJT “trainer” – this requires both training to an organisational standard & authorisation (see highlighted area above).

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Commercial Aircraft are very expensive commodities and aircraft availability is a major consideration, as a result attention paid to aircraft down time during maintenance activities is also of importance.

As a result developing the most effective aircraft schedule is highly relevant. It is very worthwhile to structure the maintenance check so that all individual “task” which together form the maintenance check are carried out in the most effective sequence so that we do not waste either down time or manpower.

An additional feature is that effective production planning has the potential to deliver cost savings, whilst maintenance scheduling is easy to understand as a concept it delivers often difficult to solve problems driven by the complexities of operation. A well-managed production planning process provides for a confidence in the most effective delivery of the Maintenance process.

Critical Path Process are relevant whether we are considering a single task or detailed collection of interrelated activities, ideally taking into account minor, major and non-routine tasks to endeavor at all times to achieve the optimum outcome.

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