EASA Regulations Provide for EASA Part 145 Organisational Theoretical & Practical Training in support of Task Training for CAT A and CAT B2 Aircraft Engineers.

In Addition, EASA Regulations provide for On the Job Training (OJT) following completion of the First Type Training in each Category.

EASA Regulatory Background Guidance

66.A.45 Endorsement with aircraft ratings

In addition to the requirement of point (b), the endorsement of the first aircraft type rating within a given category/sub-category requires satisfactory completion of the corresponding On the Job Training, as described in Appendix III to Annex III (Part-66)

Equip yourself as an instructor and be able to provide training in support of both EASA 145 & EASA 147.

Support the delivery of training to the highest possible standard of technical and behavioural instructional skill.

Engage with continuous professional development and commit to continuous improvement as an instructor.

Available Now! – Online Training to Prepare you for the Instructor Role

SofemaOnline EASA Part 145 / 147 Instructor Techniques Course Train the Trainer course is now here for you.

Management system audit requirements may include reference to documents such as policies, objectives, processes, procedures, instructions, quality plans, which can when combined with an audit scope statement, deliver internal audits which can be either wide-ranging or focused on any aspect of the organization or part thereof and which has the potential to address risk performance.

ISO 19011 considers that there is a risk associated with delivering an audit program that addresses all the requirements of the various standards or the management system is covered within a year.

Why does this method of scheduling create a risk?

Essentially audit programs that are fitted into an annual 12-month calendar program rarely consider risk.

Changing the Audit Focus to a Performance System where the audits are driven by needs related to both System Performance and Management Objectives rather than by a simple schedule.

For maximum benefit, the internal management systems audits should connect with an overarching objective to evaluate "risk".

IS031000 defines risk as: "An undesirable situation or circumstance that has both a likelihood of occurring and a potentially negative consequence" or the "effect of uncertainty on objectives".

It is increasingly understood that the explicit and structured management of risk brings benefits.

It is common for internal audit programs to be developed on an annual calendar that predicts which aspects of the Quality Management System are going to be audited.

SofemaOnline www.sofemaonline.com provides online regulatory training courses to support the development of your Continuing Airworthiness Management Organisation (CAMO)

The following information supports consideration of which training is appropriate for a CAMO engaged with Large Aircraft (Aircraft above 5700 KGS)

All the following courses are available via the online training platform www.sofemOnline.com

Consider the benefits of enrolling and receiving SofemaOnline training courses

Enjoy an Easy Online learning experience with SofemaOnline.com and SAS-e-aviation YouTube Video Channel.
Features Include:

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

EASA identifies the roles and responsibilities of the Role of EASA Part 147 Practical Trainer and Practical Assessor. However, EASA has omitted to 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).

Sofema Aviation Services www.sassofia.com looks at several Organisational Challenges related to the Management of Job Training within an EASA Part 145 Environment

Regulatory Background

Driven by changes in EASA regulations following EC 1149/2011 EASA introduced unique terms for Practical Training which is the responsibility of the 147 Organisation and “On the Job Training (OJT) which typically sits with the 145 organisation.

Note 2 – Whilst EASA Part 147 Contains multiple references to roles and responsibilities in respect of the role of Practical Assessor and Practical Trainer – There is an absence of guidance within EASA Part 145 - This is a challenge.

EASA References within Part 66 provide for very limited guidance material related to 145 – Ref appendices to Annex III 

Appendix III - 4.2 Point 6 On the Job Training (OJT) shall be approved by the competent authority who has issued the licence.

Steve Bentley MD of Sofema Aviation Service (www.sassofia.com) looks at issues related to Part 66 OJT

This document is additionally supplied as an appendix to the Sofema Aviation Services / SofemaOnline “Going it alone” document.

What is Basic Experience? 

Basic Experience is the number of years you have to be able to demonstrate before being accepted for the issue of an AMEL. 

From EASA FAQ - Where do I gain the required basic maintenance experience? Is it mandatory to gain the required maintenance experience in an EASA-approved Part-145 organisation? 

According to the AMC 66.A.30(a)(4), aircraft maintenance experience gained within different types of maintenance organisations (under Part-145, M.A. Subpart F, FAR-145, etc.) or under the supervision of independent certifying staff may be accepted by the competent authorities.

SOL (www.sofemaonline.com) and SAS (www.sassofia.com) offer EASA-compliant regulatory training both online and within the classroom environment.

Are you looking for effective EASA Part M Regulatory Training?

SofemaOnline and Sofema Aviation Services together cover all elements of Part M. Our training courses are delivered by Industry Professionals with a wealth of experience in the field and an immense amount of practical relevance is included throughout the presentation.

What is EASA Part M?

A set of regulatory guidelines used to manage continuing airworthiness. EASA Part M has been around officially since Sept 2003.

Part M can trace its origins to JAR OPS 1 & JAR OPS 3 when in 1998 the Operator was identified as a key player in maintaining the integrity of the Continuing Airworthiness. (CAW)

SofemaOnline provides online regulatory training courses to support the development of your Continuing Airworthiness Management Organisation (CAMO)

The following information supports the consideration of which training is appropriate for a CAMO engaged with Large Aircraft (Aircraft above 5700 KGS).

All the following courses are available via the online training platform SofemaOnline.

Consider the benefits of enrolling and receiving SofemaOnline training courses:

Enjoy an Easy Online learning experience with SofemaOnline.com and the SAS-e-aviation YouTube Video Channel.

What do we mean by Safety Culture within an Organisation?

Safety Culture is the way safety is perceived, valued, and prioritized within an organisation.

Safety Culture reflects the true commitment to safety at all levels in the organisation.

James Reason described it as "how an organisation behaves when no one is watching".

Safety Culture is a combination of a range of drivers including organisational norms, national cultural beliefs, and professional attitudes. It reflects people's attitudes and beliefs towards the importance of safety.

How important is Safety Culture?

A Positive Safety Culture Matters because it provides a focus on how the organisation approaches incident recording, incident analysis, staff training, and the integration of maintenance safety and operational safety priorities.

The most effective way to undertake distance learning with the opportunity to receive cost-effective training delivering more knowledge most flexibly and efficiently.

What is SofemaOnline?
 
SofemaOnline (SOL) is your trusted online training partner for EASA and FAA Compliant Regulatory Training – Currently more than 2000 people are enrolled and undertaking training online with SOL!

Why is SofemaOnline Growing?

During 2018 SofemaOnline has doubled its online training business when compared to 2017 and this is a continuation of a trend because 2017 was a doubling of the business we achieved in 2016!

With a growing portfolio of courses and our ability to quickly respond to our customer's needs, we are anticipating to again double our business by the end of 2019!

Demonstrating compliance to 14 CFR §145.109 Calibration Requirements

An article by our Guest Blogger and SAS Instructor and Consultant Kevin Rookes

The Basic Requirements

The Repair Station Manual/Quality Control Manual (RSM/QCM) must describe the system and the procedures used for calibrating Measuring Tools and Equipment (MTE).

The repair station must calibrate MTE per intervals, procedures, and the system described in the RSM/QCM.

All MTE must be calibrated and traceable to a standard acceptable to the Federal Aviation Administration (FAA), including those recommended by the manufacturer, and the National Institute of Standards and Technology (NIST) or other national authority. This requires an unbroken chain of documentation from the MTE through each intermediate standard used, to the acceptable standard.

The Elements of Aircraft Maintenance – Part 4

An article by our Guest Blogger and SAS Instructor and Consultant Kevin Rookes

Welcome to the final part of a four-part series that explains what constitutes maintenance from an FAA perspective and what are the differences between the elements that make up maintenance.

In this article, we look at what is not a maintenance activity.

ACTIVITIES THAT ARE NOT MAINTENANCE

It is mistakenly believed that if something has the potential to cause harm to the aircraft or its operation, the activity should be covered as a maintenance activity. That perception probably has ties to the language that is used in the definition of a “major repair” in § 1.1: “Major repair means a repair: (1) That if improperly done, might appreciably affect weight, balance, structural strength, performance, powerplant operation, flight characteristics, or other qualities affecting airworthiness…” This has led people to improperly classify some activities that could affect the airworthiness of the aircraft, if done improperly, as maintenance. These activities include:

Where are we in our SMS journey in 2018? It is almost 1 decade since ICAO introduced the requirement for Proactive SMS, the good news is that it is evident that SMS is having a positive effect on the overall safety level across the industry.

Following EASA Regulatory Obligations, the accountable executive is accountable for establishing the SMS and allocating sufficient resources to support and maintain an effective SMS.

The current situation shows on examination that across lower levels within the industry (and this is true of almost all organisations) there is still a significant level of unreported exposures. Partly this is due to insufficient engagement with the SMS by many of the junior employees.

Pre-Requisites for Delivering SMS

SMS should build on existing organisation business processes and integrate with all the various elements of the management system. SMS Key Processes include Hazard Identification, Occurrence Reporting, Risk Management, and Performance Measurement.

The Elements of Aircraft Maintenance – Part 3

An article by our Guest Blogger and SAS Instructor and Consultant Kevin Rookes

Welcome to the third part of a four-part series that explains what constitutes maintenance from an FAA perspective and what are the differences between the elements that make up maintenance.

This article provides an overview

REPLACEMENT OF PARTS

The replacement of parts is the removal and/or installation of parts on a product or article, and therefore, logically a maintenance task. However, some specific tasks require further explanation.

Removing and Reinstalling the Same Part

Sofema Aviation Services www.sassofia.com looks at typical performance indicators within an Integrated Operation

Flight Operation

Ground Operations

Maintenance

The following list serves as an introduction to a range of indicators that may be employed within your organisation to support the development of Key Indicators and to facilitate the measurement of Safety Performance across the business.

Using Data derived from the Compliance Quality Audit Program to support the Performance Metrics of the Safety Management System

1/ Internal audits/compliance monitoring: all non-compliances

a) Total number of findings per audit planning cycle & trend

b) % of findings which have a safety significance

The Elements of Aircraft Maintenance – Part 2

An article by our Guest Blogger and SAS Instructor and Consultant Kevin Rookes

Welcome to the second part of a four-part series that explains what constitutes maintenance from an FAA perspective and what are the differences between the elements that make up maintenance. This article considers what makes up overhaul, repair, and preservation.

OVERHAUL

An overhaul includes several separate maintenance activities to restore a product or article to a condition that will give a reasonable assurance of operation for a specified amount of time. The term “overhaul” is mentioned in several places in the FAR but this article uses the definition in 14 CFR section 43.2(a), which states that an overhaul consists of disassembly, cleaning, inspection, repair as necessary, reassembly, and testing.

Presented by SofemaOnline (www.sofemaonline.com) 

Please use the following information to prepare for your presentation. Carefully read through the comments and choose the ones that are relevant to your expectations.

The goal is to make your presentation not only stand out and impress but to flow and enable you to fully engage with the audience.

1. Related to the Preparation of Your Presentation

Are you knowledgeable about the topic covered in your presentation?

Have you completed and checked your material preparation?

Are the visual aids easy to read and easy to understand, are you familiar with the integration of visual aids into presentation?

The Elements of Aircraft Maintenance – Part 1

An article by our Guest Blogger and SAS Instructor and Consultant Kevin Rookes

This is the first part of a four-part series that explains what constitutes maintenance from an FAA perspective and what are the differences between the elements that make up maintenance. 

The term “maintenance” is defined in Title 14 of the Code of Federal Regulations (14 CFR) part 1, §1.1 as “inspection, overhaul, repair, preservation, and the replacement of parts, but excludes preventive maintenance.”
While this definition has been around for a long time, the differences between the five elements that make up maintenance (i.e., inspection, overhaul, repair, preservation, and the replacement of parts) are not always clearly understood. The definition of maintenance does not include the terms “rebuild” or “rebuilt”. Those functions are limited to the Design Approval Holder (DAH) (i.e., manufacturer) with Production Certificate (PC) approval using its approved design data.