Sofema Aviation Services (SAS) www.sassofia.com looks at the various requirements to meet with “minimum” Base Maintenance requirements, both related to Regulatory Compliance and Organisational Best Practices
Control of Approved Data - Applicable to the Specific Aircraft
Approved data to be available to:
○ Stores Inspector
SofemaOnline www.sofemaonline.com takes a look at the various expectations to comply with “minimum” Base Maintenance Requirements Stores control processes, both related to Regulatory Compliance and Organisational Best Practices.
Stores: Logistics Area
A number of specific areas should be identifiable.
General Facility - Strong Security: Recommend Video Surveillance for all points of entry. Customer Serving Hatches to be closable & lockable (Multipoint)
Entry & Exit Doors to be with 5-lever Lever Mortice Locks
What Training does an EASA Continuing Airworthiness Manager (CAM) Require?
Sofema Online (SOL) www.sofemaonline.com provides the answers.
The Sofema Difference is real!
We are so confident that we really stand out above the crowd that we offer free access to Quality Managers for audit purposes.
Process Review by Sofema Online (SOL) www.sofemaonline.com
Introduction
Borescope inspection is a skill that can be learned. Inspectors are able to see through the scope easily recognizable defects (if present) and are able to interpret with minimal subjectivity. The proficiency that comes with experience allows inspectors to identify subtle issues like the shifting of a burner can, for instance, that might otherwise go unnoticed.
For inspection purposes, the turbine engine is divided into two main sections: the cold and hot.
Considerations provided by Sofema Online - SOL (www.sofemaonline.com)
General Introduction
Inspection should be carried out in accordance with an agreed timeline - a single finding should not stop the process. Rather, it should be noted & documented, but the process should continue. Otherwise, this can have significant repercussions of stopping and starting the program and finding more defects even at the end of the check.
Typically, all inspections should be completed at the 20% completed point of the critical path timeline.
Review Provided by Sofema Online (SOL)
Introduction
The Operator is responsible for the Aircraft Maintenance Program and to ensure that the relevant standards are applied.
The Inspections performed by the Part 145 Organisation must ensure adherence to the established standards as identified by the Operators AMP.
Review by Sofema Aviation Services (SAS): www.sassofia.com
Introduction
The role of Aircraft Maintenance Inspector is without any doubt a complex task during which the inspector is required to visually search for multiple defects occurring at varying severity levels and differing locations, some of which may be difficult to reach or to achieve a comfortable position.
As aircraft age, they are naturally more susceptible to defects and, as a consequence, typically require more intensive inspection programs.
Sofema Online (SOL) looks at the issues
Introduction
Water and microbial contamination are issues of great concern that are inherent to jet fuel. Certain bacteria and fungi are capable of existing in the water where it interfaces with the fuel. These microorganisms use alkanes and additives in fuel as foodstuffs. These microbes can propagate rapidly.
Review carried out by Sofema Online (SOL) (www.sofemaonline.com)
Introduction
On July 6, 1996, a McDonnell Douglas MD-88 equipped with Pratt & Whitney JT8D-219 turbofan engines was on takeoff roll from Runway 17 at Pensacola when it experienced an uncontained, catastrophic turbine engine failure that caused debris from the front compressor hub of the number one left engine to penetrate the left aft fuselage. The impact left two passengers dead and two severely injured; the two dead were a mother and son. The pilot aborted takeoff, and the airplane stopped on the runway.
The NTSB determined the most probable cause of the accident was a fracture in the left engine's front compressor fan hub, which resulted from the failure of the airline's fluorescent penetrant inspection process to detect a potentially dangerous crack in the fan that originated from the engine's initial manufacture.
Sofema Online (SOL) considers current tooling and best practices related to aviation & aerospace NDT Inspections
Introduction
The need to ensure high standards of quality and safety during manufacturing, assembly, and while in-service is paramount and has led to the development of NDT standards and specifications.
The use of Non-Destructive Testing (NDT) within aviation maintenance and aerospace, in general, continues to increase with the advent of new techniques as well as the increase in data handling and analysis.
Sofema Online (SOL) considers NDT testing of “Composite Material” using the Tap Testing Method.
Introduction
Non-destructive testing (NDT) of composite materials typically involves the use of more than one inspection method, including both non-instrumental and instrumental methods.
Visual inspection and tap testing being “entry level” other commonly used methods include ultrasonic inspection and radiography, as well as advanced methods such as thermography and Laser Shearography (Laser Shearography is an optical measurement technique for Non-Destructive Testing (NDT) and Quality Control applications, commonly used on composites and metallic materials).
The European Aviation Safety Agency (EASA) has announced that Part M Subpart G will no longer be valid from September 24, 2021.
To retain approval to manage Airworthiness of Large Aircraft and Aircraft operated by “Air Carriers” (AC) will require a transition to EASA Part CAMO together with all associated obligations.
EASA Part M Subpart G will no longer be valid from September 24, 2021, which means you MUST transition to EASA Part CAMO together with all associated obligations.
1/ Part CAMO becomes mandatory, including the need for:
Identified by EASA as Annex Vc (Part-CAMO) to Commission Regulation (EU) No. 1321/2014 of 26 November 2014
Presentation by SofemaOnline (SOL): Considerations related to SMS in Part CAMO
Introduction
EASA, as the representative of the European Aviation Community, has the responsibility to develop a set of regulations that can be embraced by the European Aviation Community to demonstrate compliance with the requirements of ICAO Annex 19.
Introduction by Sofema Online (www.sofemaonline.com)
Starting the SMS Process
The primary goal of a general introduction is to focus on the understanding of the different processes associated with a compliant SMS. (Compliant with ICAO—Annex 19 & Compliant with EASA—Multiple Regulations) ATC -ANS-Airports - Operators - CAMO’s & Maintainers (AMO’s)
The importance of the Management Commitment to the success of the SMS cannot be understated or correctly implemented.
Introduction by Sofema Online
Without a doubt, Body Language impacts executive presence. We need to recognize this and embrace every opportunity to show that we are relaxed, comfortable, and confident.
Different People - Different Culture
Whilst our body language is different, we can promote the focus on specific elements
Presented by Sofema Online (SOL) www.sofemaonline.com
Concerning Certificate of Release to Service issued following incomplete Maintenance Ref Commission Implementing Regulation (EU) 2020/270 & AMC M.A.801(g)(f) Aircraft certificate of release to service.
Although, of course, the applicable Maintenance Organisation is responsible for the signing of the Certificate of Release to Service, All Continuing Airworthiness Management Organisations (CAMO’s) should ensure that they fully understand their roles and responsibilities related to MCF and that their procedures related to managing and coordinating such MCF are fully integrated into their organisations documented processes and procedures to ensure continued compliance as well as the required levels of safety.
Effective 24 March 2020 Regulation (EU) 2020/270 amending Regulation (EU) No 1321/2014
Review carried out by Sofema Online (SOL) www.sofemaonline.com.
GM M.A.305 Aircraft continuing airworthiness record system
The aircraft continuing airworthiness records are the means to assess the airworthiness status of a product and its components.
An aircraft continuing airworthiness record system includes the processes to keep and manage those records and should be proportionate to the subject aircraft. Aircraft continuing airworthiness records should provide the owner/CAO/CAMO of an aircraft with the information needed:
Consolidated Regulation (EU) No. 1321/2014 on Continuing Airworthiness (applicable from 24 March 2020).
Ref Also Annex I to ED Decision 2020/002/R (Amending Annex I to Decision 2015/029/R)
Part-CAMO is applicable to:
Aircraft used by licensed air carriers “ AC” - (Commercial Air Transport) and Complex A/C. Part-CAMO has superseded current Subpart-G of Annex I (Part-M) effective March 24, 2020, and at the end of the transition period, 24th September 2020, will become the only option.
Question and Answer Session with Steve Bentley, CEO of Sofema Online (SOL)
1. What are Initial & Recurrent EASA 145 Training Courses?
A/ The Part 145 Organisation is responsible for the competence of its employees; this, of course, includes both Certifying Staff & Mechanics.
See the following link for details of what training is required to support EASA Part 145 approval, including Third Country Approval: https://www.easa.europa.eu/faq/19100
