It is a very useful video as it guided me in a minute stright to find the regulations of EASA which I spent hours to look for them before I saw this video. Thanks for your efforts for providing us with such a video.
On a separate note in general, i think there is a void in here i mean TH-cam on data/information you are trying to share. Welldone on starting this channel. All the best and keep it coming. A suggestion see if you could refer to some of the occassions you may have come accross during your work projects when two parties interpret the guidelines/regulations in different way and how did you come out of it in a winning manner.
Yes, I also thought that there is a shortage of this on YT. It's a pretty niche topic, but there are people out there who are interested (or so I hope). And thanks for the tip - my intention was to have two playlists, at least for now. One with "the basics" like this video and another one on consulting work and aimed more at professionals rather than people who are starting out. But it certainly is a good idea to talk about real life experience, I will try to encompass that in some future videos. Thanks Wasim!
That's complex and probably a comment will not be sufficient to answer. But the best way to start would be to create a checklist with all applicable requirements and the verify whether (and how) an operator fulfills them. This is standard practice for quality / compliance surveyors.
Thank you for this helpfull video. I am looking for the CS-30 and the CS-31HA. I don't find it on the EASA website neither on the web. Can you help me ? Thank you.
Thanks again well done!. I have one question regarding to complaints or potential complaints, is an entry in the aircraft technical log by flight crew mandatory during operation? Sometimes the crew inform maintenance only verbally for operational reasons to prevent aog's esp on outstations. Is there a reference to regulations or AMC/ GM material for this issue?
Great video thanks, I have a question; Why is the reason approved maintenance organization named part 145 instead for example part-123? What is the reason ? Could anyone explain it? Thx guys
Hi Mate, i have a query about the release to service issuance by an MRO. i wonder if you would be happy to direct me in the right direction. I am dealing with a situation where an MRO have reviewed records from an Airline and issued their form 1 on top of the signle release of FAA 8130 by the Airline. I disagree with it as i think it is blind releasing. I do not have the ammunition for this as in EASA AMC/GM which i can use as evidence to refuse the certs or question them. MRO is admant that it is common pratice which i disagree with.
Hi Wasim - please see AMC2 to 145.A.50(d) - this describes when and how an MRO can issue a release certificate. I understand that this was an FAA (or non-EASA) operated aircraft? I am not a lawyer and this is not a legal opinion, but I believe that it is not possible just to cover a single release FAA 8130 by a Form One based solely on records review. On the other hand, per the cited AMC, the MRO can issue a Form One for a component removed in serviceable condition or even maintained by an unapproved organization, but they actually need to verify that the component is serviceable (this can be done on wing if it is being removed from an aircraft). And they need to be certified for this particular type of component (my experience tells me that this is often forgotten...).
@@airlinebasics3449 First of all thanks for your prompt reply. "this can be done on wing if it is being removed from an aircraft" Are you referring to BSI and MPA/Tests prior to removal please? Yes it is a non EASA Aircraft. My understanding of verifying serviceability would entail performing BSI MPA 6 months ECM AHM Data, latest AD SB compliance review . Or could verify just mean review latest health data , review the removal party records(DFPs for removal), performance run who have issued FAA tag and once it all ties up and you are happy we could have an Easa Form 1 on the back of that?
So it's an engine, is it? :-D So if this is not an EASA aircraft, but undergoing maintenance in a Part-145 MRO, which has the capability to perform maintenance on engines (even very limited capability), and they are removing the engine then, in my opinion, they would be entitled to issue an EASA Form One with the status "Inspected / Tested" after performing applicable checks whilst the engine was still on wing. What checks? That would depend on the AMM, but I would say that a full MPA run would do the job. BSI is a bit of a different story, if they have approval (typically "D" category) to do the BSI, they are of course entitled to issue a Form One following the BSI. Keep in mind the Form One should (especially for an engine, if you want to retain its value) mention in Block 13 what tests were actually done. That and also whoever buys / gets the engine will need full BTB trace on all the components, etc, so that Inspected / Tested Form One would only be the icing on the cake - certainly not sufficient to buy an engine (well ... unless the price justifies it) :-)
thank you hope you continue with more and more About MRO
Fantastic video Michael. Currently studying module 10 (Air legislation) part 66. Your video is most helpful. Thank you
It is a useful video explaining EASA structure very well especially for people having interest on continuous airworthiness, thanks for such a video
It is a very useful video as it guided me in a minute stright to find the regulations of EASA which I spent hours to look for them before I saw this video. Thanks for your efforts for providing us with such a video.
For someone thinking about entering the aviation maintenance... your videos are top knotch
Great job, keep on
Thanks, Ramy - I will do my best ;-)
Well done. Good explanation. Keep up the good work
Thank you!
The english you speak is brilliant and very understandable, keep it on! As a MRO emploee I'm very interested in Part-66 further explanation.
think you, keep going
Kudos, and thank you, I could not find it if I have not watched your video.
Things you can do:
1. Adding transcripts.
2. Adding Chapters in a video.
Thanks for the explanation! excited to see more videos like this
Great video and channel, thanks for creating!
Thanks
Great video, fully cleared my confusion
God bless you!
Good job! Waiting for next and next and ...
Thanks! I'm hoping to make at least one a week (fingers crossed) so there should be more coming up
Excellent
On a separate note in general, i think there is a void in here i mean TH-cam on data/information you are trying to share. Welldone on starting this channel. All the best and keep it coming. A suggestion see if you could refer to some of the occassions you may have come accross during your work projects when two parties interpret the guidelines/regulations in different way and how did you come out of it in a winning manner.
Yes, I also thought that there is a shortage of this on YT. It's a pretty niche topic, but there are people out there who are interested (or so I hope). And thanks for the tip - my intention was to have two playlists, at least for now. One with "the basics" like this video and another one on consulting work and aimed more at professionals rather than people who are starting out. But it certainly is a good idea to talk about real life experience, I will try to encompass that in some future videos. Thanks Wasim!
Airline Basics please keep them coming
Thank you for your video. Very clear!
Subscribed already thumb up
Perfect, keep on. And Thank you !
Love th
ese videos very helpful as I am going for a job in aviation quality
Good work.
Please continue with the Chanel.
Even I work on engine (CS-E) is nice to listen about aircraft certification.
Hi from Spain,
Thanks video is very helpful to understand as basic reference guide
Could you please do the same for part 145, 147 and part 66? thank you
I will do my best!
Good job michael. Can you post somehing about the recent easa modification to Part M? It will be helpfull.
Thanks
Awesome video! Im new to working with the regs in EASA, this helps a ton!
Great video! 👌
Thanks alot, it is great video
Super filmik, duzo sie z niego nauczylem. Tak dalej. Pozdrawiam!
Good job
Thank you 👍
Nice , just maybe redo it on the new site?
Nice job, thanks¡¡¡. We share in Helicopter Safety, fb
When reviewing an operator's Part D for example, how best would you go about ensuring compliance with the Basic Regulation, IR's and AMC's please?
That's complex and probably a comment will not be sufficient to answer. But the best way to start would be to create a checklist with all applicable requirements and the verify whether (and how) an operator fulfills them. This is standard practice for quality / compliance surveyors.
Thank you for this helpfull video. I am looking for the CS-30 and the CS-31HA. I don't find it on the EASA website neither on the web. Can you help me ? Thank you.
Thanks again well done!. I have one question regarding to complaints or potential complaints, is an entry in the aircraft technical log by flight crew mandatory during operation?
Sometimes the crew inform maintenance only verbally for operational reasons to prevent aog's esp on outstations.
Is there a reference to regulations or AMC/ GM material for this issue?
Great video thanks, I have a question;
Why is the reason approved maintenance organization named part 145 instead for example part-123? What is the reason ? Could anyone explain it? Thx guys
Can you share what responsibilities work as an Aircraft Technical Consultant?
Does somebody know in which regulation I can find information about MMEL, MEL and NEF?
Part M point 305 Talking about record,but in this easy access rules it talking about ADs
Can you teach easa part 21 G
I will do my best to create such a video at some point
Camo Engineer training
Hi Mate, i have a query about the release to service issuance by an MRO. i wonder if you would be happy to direct me in the right direction. I am dealing with a situation where an MRO have reviewed records from an Airline and issued their form 1 on top of the signle release of FAA 8130 by the Airline. I disagree with it as i think it is blind releasing. I do not have the ammunition for this as in EASA AMC/GM which i can use as evidence to refuse the certs or question them. MRO is admant that it is common pratice which i disagree with.
Hi Wasim - please see AMC2 to 145.A.50(d) - this describes when and how an MRO can issue a release certificate. I understand that this was an FAA (or non-EASA) operated aircraft? I am not a lawyer and this is not a legal opinion, but I believe that it is not possible just to cover a single release FAA 8130 by a Form One based solely on records review. On the other hand, per the cited AMC, the MRO can issue a Form One for a component removed in serviceable condition or even maintained by an unapproved organization, but they actually need to verify that the component is serviceable (this can be done on wing if it is being removed from an aircraft). And they need to be certified for this particular type of component (my experience tells me that this is often forgotten...).
@@airlinebasics3449 First of all thanks for your prompt reply. "this can be done on wing if it is being removed from an aircraft" Are you referring to BSI and MPA/Tests prior to removal please? Yes it is a non EASA Aircraft. My understanding of verifying serviceability would entail performing BSI MPA 6 months ECM AHM Data, latest AD SB compliance review .
Or could verify just mean review latest health data , review the removal party records(DFPs for removal), performance run who have issued FAA tag and once it all ties up and you are happy we could have an Easa Form 1 on the back of that?
So it's an engine, is it? :-D So if this is not an EASA aircraft, but undergoing maintenance in a Part-145 MRO, which has the capability to perform maintenance on engines (even very limited capability), and they are removing the engine then, in my opinion, they would be entitled to issue an EASA Form One with the status "Inspected / Tested" after performing applicable checks whilst the engine was still on wing. What checks? That would depend on the AMM, but I would say that a full MPA run would do the job. BSI is a bit of a different story, if they have approval (typically "D" category) to do the BSI, they are of course entitled to issue a Form One following the BSI. Keep in mind the Form One should (especially for an engine, if you want to retain its value) mention in Block 13 what tests were actually done. That and also whoever buys / gets the engine will need full BTB trace on all the components, etc, so that Inspected / Tested Form One would only be the icing on the cake - certainly not sufficient to buy an engine (well ... unless the price justifies it) :-)
Airline Basics thank you again
🙂👍👍👍👍👍👍👍👍👍👍👍👍👍👍