As part of the proposals to be found in forthcoming regulation NPA 2019-05 (C) SMS will be introduced into the EASA 145 Environment

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Introduction - Safety Management Systems (SMS) - Nothing New?

SMS became an ICAO requirement as of Jan 2009 and EASA is late to embed SMS within the “145” environment. However, there is a very important aspect of SMS to consider and it is this. 

The fact that everyone is “familiar” with SMS is a source of potential challenge and even “danger”. Why? - Familiarity Breeds Contempt (Hear that one before?)

Ask your colleague to explain to you the difference between Hazard & Risk or The Difference between Compliance Auditing (Quality Assurance) and Safety Auditing, and you will see the point!

Introducing Changes to Production Planning - 145.A.47 (Forthcoming regulation NPA 2019-05 (C))

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The purpose of the Fatigue Risk Management System (FRMS) is to promote a reduction, as far as practicably reasonable, workplace fatigue and its associated risks, to ensure a safe and error-free work environment for employees, contractors, and clients.

FRMS should ideally be a component of your SMS, commitment from senior and line management together with clear consultation and effective communication with all employees should be ensured to provide a positive safety culture.

Introducing 145.A.37 (Forthcoming regulation NPA 2019-05 (C))

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Why Should 145 Organisations be involved with the issuance of Airworthiness Review Certificates?

The Answer is basically to fill a niche, the approval is quite restricted and is only applicable to small “None AOC” aircraft – namely.

The Certificate which is used to provide the ARC is EASA Form 15C.

What is ML.1?

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Introduction

Aircraft certifications are made within the framework of an organisation approval, part of which lays on the organisation the need to ensure currency – but it is not a one-sided story because the certifying staff also has a responsibility to remain current - means up to date with developments and changes to either the regulations or approved data which is driving the task.

Aircraft maintenance technicians typically undertake a significant basic training program which provides them with the knowledge and competence to enable them to become aircraft mechanics. 

Introduction

Steve Bentley CEO of Sofema Aviation Services www.sassofia.com & Sofema Online www.sofemaonline.com takes a look at what the forthcoming EASA changes to Part 145 will look like and what they could mean for Quality, Safety & Management Personnel. 

Name Change QM/QAM to CM 

In keeping with “Management System” understanding from Regulation 965/2012, the previous role title of Quality Manager or Quality Assurance Manager is essentially dropped with the focus again on Compliance Management. So again we will see either Compliance Manager or Quality Manager responsible for Compliance. 

Practical Base Maintenance Audits - Advanced Techniques for Auditing Workshops

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Auditing workshops

What is Unique within the Workshop Environment is that there is no Workshop Licence – So, for this reason, it is necessary to pay particular attention to the competence of the workshop certification personnel.

A typical workshop audit would start with the Organisations Quality System and ask the questions:

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Compliance Auditing – Understanding the Process

Compliance Auditing is typically charged with meeting the challenge of ensuring that the organisation always remains fully compliant with both internal and external obligations.

In the complex environment delivered by EASA & GCAA, it is necessary to have a proactive approach to maintaining a full understanding of all regulatory obligations.

Compliance Auditing brings with it the daily challenge of ensuring that the organisation remains at all times fully compliant with both internal and external obligations.

It is essential to ensure robust and continuous oversight of all internal processes, and procedures. The various departments must continue to meet all applicable internal and EASA driven regulatory requirements.

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Introduction to Work Logging and Recording 

Maybe the description belies the importance of the subject however the reality is that correctly recording work, which has been carried out, as well as how we document and hand over any outstanding tasks is of significant importance and creates multiple human factor exposures.

Inadequate recording of work carried out has been cited as a contributing factor in several incidents.

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What do we Mean by Complex Systems?

Essentially all large modern aircraft can be described as complex systems. But this is just the beginning because integrated organisations are also in themselves complicated systems and the combination of both together creates multiple exposures within the realm of Human Factor related errors, incidents & accidents.

Engaging with Complex Systems

Within the aircraft environment, a simple system should cause no problems in itself, with engineers being trained and possessing the appropriate competence to fully engage with the challenge of addressing the various problems.

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What are Repetitive Tasks?

When we talk about “repetitive tasks”, we mean tasks which are performed several times during a shift (Daily check or Transit Check for example). There are more mundane tasks, for example, checking aircraft life jackets. What happens physiologically is that as a person becomes complacent his alertness decreases along with his performance.

Repetitive tasks are essential tasks which require a low level of mental acuity. Such tasks can quickly become tedious and therefore induce a low level of arousal within the worker.

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Introduction

Any pressure we feel can lead to stress and stress can lead to human error. Current minimum turn-around times place additional pressure on maintenance staff and create a challenge for any defects which are found and the steps which need to be taken.

Considerations related to an AOC (EASA) introduction by www.sofemaonline.com

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An Air Operator Certificate (AOC) is a European Required certificate that allows an operator to perform specific operations of commercial air transport.

The Air Operator Certificate certifies that the operator has both ability and the necessary organization to guarantee the conditions required for safe aircraft operations in respect of the activities described in the certificate. 

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Introduction

Stress is often associated with anxiety, fear, fatigue, and hostility. It can also arise as a result of feelings of inadequacy, where we may feel we don't have the appropriate experience, knowledge, or capability to complete our allocated tasks.

All these feelings can have a direct and negative impact on performance. In fact, our performance will generally improve with the onset of stress however it will then peak and begin to degrade rapidly as stress levels exceed our abilities to handle the situation.

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Fitness and Health

Aircraft maintenance certifying staff and technicians often undertake work which is physically demanding as well as being called on to work in multiple environments include cold and heat, wind and rain.

Fitness and health can have a significant effect upon job performance (both physical and cognitive). Day to day fitness can be reduced through illness (physical or mental) or injury.

If you are asking the question - How Can I become an EASA Part 147 Instructor - You are in the right place! 

SofemaOnline takes a look at how to achieve your goal of becoming an Aviation Instructor! 

What Does EASA Say about becoming an EASA aircraft maintenance instructor?

Part 147-A.105 (f), state that the experience and qualifications of instructors, knowledge examiners, and practical assessors shall be established in accordance with criteria published or in accordance with a procedure and to a standard agreed by the competent authority. 

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Maintenance Management Focus

Supervisors and Managers have an important role to ensuring that safety and safe working practices is a top down leadership “led” objective which is instilled in mechanics and certifying staff and visible throughout the business.

Considering Supervisors

The supervisor’s role is somewhat different to the manager role as the supervisor position requires a more “hands on” approach, to the potential for errors to be made by technicians and certifying staff.

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Introduction

Social Psychology looks at the interactions as well as the pressure a group places on its individual members.

Individuals are responsible for themselves, their successes and failures. People may also hold others or be held by others as responsible for any action (or inaction). It is usual to find that relationships vary from an environment where groups have very clear and explicit rules that keep people in line to groups where the rules or pressures are more subtle.

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Within the EASA Part 145 environment SMS is inextricably linked to HF working and behaviours, as well as culture and attitude within the workplace.

What does a “GOOD” Organisation look like?

Consider the following and let’s call them “Positive Organizational Characteristics”.

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Introduction

The New Basic Regulation 2018/1139 establishes a comprehensive regulatory framework for aviation safety throughout the EU.

In particular, it provides for the continued establishment of EASA and the adoption by the European Commission of implementing regulations on aviation safety.

These implementing regulations also ensure that EU member states can meet their obligations under the wider convention on international civil aviation, known as the Chicago convention.

Sofema Online (www.sofemaonline.com) considers the continuing airworthiness obligations based on compliance with EASA Basic regulation EC 2018/1139

ANNEX II Essential Requirements for Airworthiness

1.5. Continuing airworthiness

1.5.1. All necessary documents including instructions for continuing airworthiness must be established and made available to ensure that the airworthiness standard related to the aircraft type and any associated part is maintained throughout the operational life of the aircraft.

1.5.2. Means must be provided to allow inspection, adjustment, lubrication, removal or replacement of parts and non- installed equipment as necessary for continuing airworthiness.