Blog posts tagged in CAA

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Sofema Online (SOL) Considers the applicable repair criteria – ref Implementation Procedures for Airworthiness Revision 1 March 29, 2019.

Introduction - Design Data for Repairs

Acceptance of Design Data Used in Support of Repairs.

» Design data used in support of repairs must be approved or accepted, as appropriate, by the Exporting Authority (EA) / State of Design (SOD).

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Sofema Online (SOL) considers the various requirements related to the issue of Export Airworthiness Certification.

Introduction – Export Airworthiness Approval Procedures

Export Certificates of Airworthiness are issued by the FAA and the CAA for completed aircraft.

» Authorized Release Certificates (Airworthiness Approval Tags), or equivalent, are issued by the FAA and the CAA for aircraft engines, propellers, and articles.

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Sofema Online (SOL) considers the function of evaluation board and operational suitability data related to FAA & UK CAA Type Certification.

Introduction UK CAA Evaluation Process

The UK CAA system (derived from EASA) includes, under the type certification process, an approval of data that are considered necessary for the safe operation of an aircraft, called the Operational Suitability Data (OSD).

» These data, once approved, are attached to the TC through a reference in the TCDS and owned by the TC holder.

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A Discussion Document Raised by Steve Bentley, CEO of Sofema Aviation Services (SAS)

To Close Down European Regulatory Authorities – CAA’s?

Why I recommend closing down all European Civil Aviation Authorities and handing total responsibility to EASA!
Following Implementation within each country would reside inspectors working for EASA directly. Moreover, each Country to have independent standard oversight authority to ensure independently that EASA is fulfilling its obligated sole (Independent Quality Assurance is a fundamental building block of EASA regulatory approval).

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What is an export?

For the purpose of issuance of an export airworthiness approval, an export is defined as the transfer of a product or article from the regulatory authority of one CAA to another.

It is important to understand that a product or article does not have to cross the border of a country for an export to occur. For example, shipment of a part from a U.S. supplier in the United States to a foreign approval holder in the United States would constitute an export even though the part did not leave the United States.

Similarly, it is also important to understand that crossing an international border does not necessary constitute a change in regulatory authority for a product or article. For example, shipment of a part from a U.S. supplier in another country to its U.S. Production Approval Holder (PAH) would not constitute an export.

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Which Block should be checked when returning an article to service after maintenance when the organization that performed the service is both FAA and CAA certified?

When FAA Form 8130-3 is used as an approval for return to service to meet the terms and conditions of a bilateral agreement’s Maintenance Implementation Procedures (MIP) or the Maintenance Annex Guidance (MAG), the air agency or air carrier must check both boxes in Block 14a stating: “14 CFR 43.9 Return to Service” and “Other regulations specified in Block 12” and provide the appropriate information in Blocks 11 and 12. 

This is considered a dual release FAA Form 8130-3. This action should also be contained in the air agency’s supplement. The regulations of the other CAA must be specifically identified in Block 12.

Tagged in: CAA FAA FAQ Form 8130-3
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Brexit will present a number of major challenges for both the CAA and the UK aviation industry. Steven Bentley answers some frequently asked questions.

Will the UK still sit around the top table?

Currently, the UK CAA is a major stakeholder to European Aviation Safety Agency (EASA) multiple working groups. However after the “divorce” it will probably not be possible to achieve the same level of engagement – Means the UK CAA will be outside the inner circle and will not have the same level of influence.

Will the UK adopt EASA regulations?

Here there is a specific challenge, because if they do not follow 100% they will create distance which will ultimately damage the UK Aerospace Industry and see future work move to main land Europe!

Tagged in: Brexit CAA EASA UK Aviation
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