Recent blog posts looks at the role of EASA Part 66 Certification Staff.

The Licensed Aircraft Maintenance Engineer (LAME) assumes “legal” responsibility (by means of a certification) for all or part of the line maintenance which is required to be performed on aircraft or helicopters to maintain the aircraft in an airworthy condition to remain serviceable. (He/she also acts as support staff for aircraft which are receiving “heavy” means base maintenance – typically C Checks.

The Licenced aircraft engineer will hold an authorisation approval issued by an EASA Part 145 Organisation. (The Validity of this approval is conditional on the maintenance of the licence)

Typically the Aircraft Licensed Maintenance Line Engineer will be employed by an EASA Part 145 organization and will either certify aircraft maintenance based on the scope of the Aircraft maintenance approval issued by the organization on the basis of the Certifying engineers license, or act as supervisory and support staff during base maintenance activities.

The different Aircraft Licensed Maintenance Line Engineer jobs include B1 Engineer specializing on Airframe Engineers and Electrical Systems and B2 Engineer specializing in Avionic Systems.

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Within the CAMO department we will see all levels of experience from Entry level administration staff through to Licensed Aircraft Engineers and Degree holding Aeronautical Engineering Staff.

Managing this department is the Continuing Airworthiness Manager (CAM), who is typically acceptable to the regulatory authority. If you are looking for a position with an organization as a CAM, you have to be highly trained and demonstrate considerable experience to achieve the position.

The Job of the Continuing Airworthiness Manager is to ensure that all Aircraft Technical Records are maintained correctly and that the aircraft is current with all maintenance requirements and is fit to fly.

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As an EASA approved organisation Aviation Postholder, your primary responsibility is to ensure full compliance of your business area with all regulatory requirements externally as well as all organizational requirements internally. Other challenges faced by both the EASA approved organisation Aviation Postholders and Senior Aviation Business Leaders involve effectively managing your team and developing effective strategies to optimize performance whilst maintaining standards.

In order to effectively manage aviation standards it is essential to both document and communicate clearly all expected objectives, challenges, and team goals. The level of communication must ensure that this is confirmed and understood.

EASA Approved Organisation Postholder Quality Control Obligations

The starting point is to put in place the most effective Quality Control processes because it is necessary not only to ensure compliance but also to promote efficiency wherever possible in the work place. This in turn brings the growing need to measure the effectiveness of the processes and people you are managing. Increasingly, the focus will be orientated towards integrated management standards. This is why it is required to develop a process approach with embedded quality principles.

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Since August 2008 EASA has required Aircraft Inspectors to be trained in accordance with the provision to be found in AMC20-22

Aircraft inspection is normally performed by competent staff and such Inspectors are typically licensed aircraft engineers. Once qualified, they will gain the organization's approval and will be allowed also to certify General Visual Inspections, Detailed Inspections and EWIS Inspections.

What is a General Visual Inspection (GVI)?

The term GVI, when associated with Electrical Wiring Interconnect Systems, is a visual examination of an interior or exterior area, installation, or assembly to detect obvious damage, failure or irregularity based on a non-compliance or non-conformity with the standard configuration.

It is acknowledged that one of the weak areas in the maintenance chain is the effectiveness of the Inspection Process and the mitigation for this weakness will be found in the development of training programs.

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EASAOnline is pleased to discuss the role of the EASA Quality Assurance Auditor. Quality Auditors will be found in all organisations which work under the umbrella of the European Aviation Safety Agency (EASA), including Airlines, Airports, and Maintenance Organizations.

Considering the Nature of Audits

When we talk about audits we are generally talking about the need to ensure compliance. Regulatory audits are essentially compliance audits where we are looking to compare the actual with the expected. The expected typically being compliance either with EASA or another regulatory body.

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EASAOnline looks at the Notification to Captain (NOTOC)

BEST Practice – Driven By IATA

Each airline is individually responsible for developing the procedures which should be followed to ensure that the Captain is fully informed at all times. A typical process involves the use of the Notification to Captain Document which is otherwise known as a NOTOC. IATA requires all of its member airlines to notify the flight deck crew (the pilot) anytime dangerous goods are to be loaded on board their flights. It is both a standard and a best practice procedure to ensure that on any flight the crew have full knowledge of what is being carried in the cargo compartments.

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What is the role of Aircraft Technical Records staff in an EASA or GCAA compliant organisation?

Technical records staff typically work either for the operator (The Continuing Airworthiness Management Organisation) CAMO or the Maintenance Organisation (145) – usually the Base Maintenance Organisation.

Considering the Typical Duties

Let’s consider the various tasks, roles and responsibilities which will apply to the Tech Records Job role:

Last modified on (EOL) provides an unrivalled opportunity for your staff and employees to undertake online competence building regulatory and vocational training via our easy to use online training portal. It is a fact that no other training organisation offers the depth and breadth of online CAMO related courses than We offer a unique online program which provides an opportunity to raise the competence levels of your employees!

Do you know your employees’ competence levels?

In fact, EASA provides guidance in respect of EASA Part 145, but this is not the complete picture - on Part M and Part 21 Subpart G this guidance is quite minimal.

Thus, it is left to the organisation to develop appropriate Competence Management Processes. Consider this: as the regulations are sparse in several areas it is not possible for regulatory auditors to identify exposures which do not relate to specific findings but at the same time hurt the organisation.

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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. 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.


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What is it all about?

A compliance audit essentially looks for conformance to a set of rules or standards – the rules may be external (regulations) or internal, process and procedures driven.
Certain areas of business, (in aviation these are many) can be described as high risk. For these activities audits play a significant role to establish ongoing conformity with company processes and procedures.

What are compliance audits?
Compliance audits are designed to give assurance that activities have been performed properly and they are, of course, reactive. Compliance audits also tend to be binary - they either pass or fail. It is also fair to say that the compliance audit in fact requires a lower level of auditor competence. Why? Because it is essentially rules driven which means that there is a removal of subjective ambiguity. This audit is presented typically as a completed checklist of observed conditions at the time when it takes place.

Tagged in: Audit Compliance EASA
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An effective Aviation Safety Management System (SMS) provides the industry with a key driver to manage the various organisational elements, which when managed in an effective way can support the prevention of incidents and accidents.

The crux of implementing an effective safety management system (SMS) is not just in defining it, but also in effectively implementing it. This really is the major challenge – ask yourself how your organisation measures the effectiveness of your SMS.

The Accountable Manager (AM) of the organization is ultimately responsible and accountable for Safety. The AM MUST understand the risk of not having an effective SMS in place for his organization. The key to a job well done is to see the SMS not merely as a compliance-driven requirement but as an opportunity to drive improvement both in terms of Safety and also in terms of organisational effectiveness which can save significant expenditure in the long run.

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Let’s first consider a fundamental difference between ISO 9001-2015 and EASA Regulatory Compliance Audits.  In the ISO world one reason to perform internal audits is to support the continual improvement of the organisation system. Conversely when in EASA compliance audit is carried out it is essentially to support the identification of a non-conformance.

Let’s also consider that the criteria by which we audit is called our audit “standard” Such a standard may in fact be a regulatory requirement driven directly from the Implementing Rule IR or the Acceptable Means of Compliance (AMC).

It may also be a requirement based on the need for compliance with internal documentation, for example any of the following - OPS Manual Part A, EASA Part 145 Maintenance Organisation Exposition (MOE), EASA Part M Continuous Airworthiness Management Exposition (CAMO) or EASA Part 147 Maintenance Training Organisation Exposition (MTOE).  All of the aforementioned documents contain detailed procedures which need to be complied with by the organisation.

Tagged in: Audit EASA Part 147
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Let’s consider the purpose of the evidence?

Essentially it is required to convince the Business Area Owner / Nominated Person that the finding is valid. We cannot impose findings, we must be able to demonstrate the validity of the finding based on objective evidence.

How much evidence is required?

We have to take into consideration the time factor (time is precious) / sufficient evidence for the auditor to form an opinion / the need to demonstrate to the auditee the existence of the issue.

Can we trust the evidence?

Evidence that can be considered trustworthy which essentially means it is accurate, credible and where the integrity of the evidence has not been compromised.

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Our corporate program EASAOnline for Business (E4B) is a one-stop shop for your organisation’s EASA compliant regulatory training needs.

Fuel Tank Safety | EWIS | Production Planning | Quality Audit | Reliability | Maintenance Planning | Root Cause Analysis | Safety Management Systems | Technical Records EASA PART 145 | EASA OPS Regulation 965 | Part 21 for CAMO

EASAOnline currently has more than 1300 users enrolled in our training courses.

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Step 1 is to fully understand the standard or requirement which we are auditing against

If it is a regulation – what is the current issue (are there any changes due – check for Notice of Proposed Amendments) the more background knowledge the better able you are to make good audit decisions.

It if is an internal process or Procedure – who is the owner or responsible person (do they know that you are going to be auditing there procedure?) it is good business manners to inform them – again take the opportunity to ask if there are any planned changes to the procedure or process.

Always taking the opportunity to ask open questions which will aid and benefit understanding of the background related to the audit subject matter.

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How does the role the Quality Assurance (QA) Auditor differ within the EASA environment compared to say other aviation regulatory systems? (FAA for example?)

Well the first thing to consider is that the role of the Quality Assurance Auditor within the EASA system is quite specific in that it requires “Independence” This is not the case for example when you consider ISO 9001-2015.

9001: 2015 has removed the requirement for a single point of contact regarding the QMS replacing it with a new section on leadership to better emphasis a greater involvement from the leadership team. Compare with EASA where we have specific roles and responsibilities (Including Independent Compliance Manager (CM) and a clear understanding of who is managing each business objective, whilst still ultimately identifying the responsibility of the nominated persons.

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Do safety management programs improve a company's bottom line?

The answer is a resounding "YES", although benefits may be somewhat hard to quantify without an effective process to manage DATA and to implement Key Performance Indicators (KPI) & Service Level Agreements (SLA).

In addition to potential outright savings on benefit claims, civil liability damages or litigation expenses, having a solid safety and health management program with senior management commitment will improve productivity and employee morale.

Tagged in: Aviation SMS SMS
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Posted by on in Regulatory

** A review for Aviation Stores Inspectors could be found on Sofema Aviation Services's website -

Definition of Hazardous Waste

Hazardous waste can take the form of a solid, liquid or compressed gas. In the aircraft industry, waste can originate from the service or repair of aircraft components to temporary storage of outdated products that have not been used or new products purchased in excess.

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Regulations and More!

We could ask the question: "Why do we need regulations?" but, of course, the answer is obvious: we need regulations to protect our industry, employees, and passengers. Plus, it is essential to have a consistent way of controlling the way we do “what we do”.

Where do Regulations in Aviation come from?

Well, EASA is not the root of this regulation story, the International Civil Aviation Organisation (ICAO) is!

In response to the invitation of the United States Government, representatives of 54 nations met at Chicago from November 1 to December 7, 1944, to "make arrangements for the immediate establishment of provisional world air routes and services" and "to set up an interim council to collect, record and study data concerning international aviation and to make recommendations for its improvement."

Tagged in: EASA ICAO regulations
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The Story of the Joint Airworthiness Authority (JAA)

The Airbus A300B given the go-ahead by France and Germany in 1969 smaller and lighter than its three-engine American rivals, it was 20% more fuel efficient. Hawker Siddeley (later to become part of British Aerospace designed a new wing for this aeroplane which delivered both greater lift and improved the A300’s performance. 

The JAA was established in 1970. Originally its objectives were to produce common certification codes for large aeroplanes and for engines in order to meet the needs of European industry (e.g. Airbus). Partly driven by the need for a more efficient certification process particularly for the Airbus Aircraft. The JAA was founded with the objective of a cooperative safety regulatory system to achieve uniform high standards of aviation safety. The decision to harmonize with the FAA regulatory environment was a good one and persists to this day. 

Tagged in: EASA JAA
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