informative , what is the processes we are referring to in the definition of continuing airworthiness . could you briefly describe the reason CAR M came into existence .
Hi Ajay, the processes is referring to the approved data provided by the OEM, the regulatory authorities etc… that ensures the aircraft or component is being maintained to a standard that equal to or better than the initial airworthiness, throughout the life (in service such as 25 years or greater) of the aircraft or component. Ref your comment CAR M, are you referring to the Indian regulations?
@@ja13383 Part M came into being around 2003, prior to that the Part 145 aircraft maintenance organisations did all the functions what the Part M organisation does today. The issue was that all the activities the Part 145 provided in relation to AMP, aircraft records, reliability etc…. was different for every organisation therefore it needed to standardised. Plus, these organisations were not gaining any commercial benefit from providing these background services, only for the aircraft maintenance. Therefore, the Part M has shaped itself to what it is today. The next stage in its development and transition is Part CAMO which applies a Safety Risk Management System over the Part M regulation. Note, only the approvals become obsolete which is Subpart G (complex / large aircraft) and Subpart F (light aircraft). Part M regulation remains. Both the UK and EASA have different compliance dates now. I assume this approach to Part CAMO will feed out to other authorities in time and be adopted at some point. Hope that answers your question.
@@bluealtitude2013 nicely explained , do we have a document (NPA EASA , PART M Initial issue )which explains the reasons or necessity of part M during the transition to part M . Has any occurrence / risk assessment has led to requirement of Part M . Also could you elaborate on how AMP, Reliability, aircraft records can be different for different organisations .
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informative , what is the processes we are referring to in the definition of continuing airworthiness . could you briefly describe the reason CAR M came into existence .
Hi Ajay, the processes is referring to the approved data provided by the OEM, the regulatory authorities etc… that ensures the aircraft or component is being maintained to a standard that equal to or better than the initial airworthiness, throughout the life (in service such as 25 years or greater) of the aircraft or component.
Ref your comment CAR M, are you referring to the Indian regulations?
@@bluealtitude2013 thanks for the response , correction EASA PART M .
@@ja13383 Part M came into being around 2003, prior to that the Part 145 aircraft maintenance organisations did all the functions what the Part M organisation does today. The issue was that all the activities the Part 145 provided in relation to AMP, aircraft records, reliability etc…. was different for every organisation therefore it needed to standardised. Plus, these organisations were not gaining any commercial benefit from providing these background services, only for the aircraft maintenance. Therefore, the Part M has shaped itself to what it is today. The next stage in its development and transition is Part CAMO which applies a Safety Risk Management System over the Part M regulation. Note, only the approvals become obsolete which is Subpart G (complex / large aircraft) and Subpart F (light aircraft). Part M regulation remains. Both the UK and EASA have different compliance dates now. I assume this approach to Part CAMO will feed out to other authorities in time and be adopted at some point.
Hope that answers your question.
@@bluealtitude2013 nicely explained , do we have a document (NPA EASA , PART M Initial issue )which explains the reasons or necessity of part M during the transition to part M .
Has any occurrence / risk assessment has led to requirement of Part M .
Also could you elaborate on how AMP, Reliability, aircraft records can be different for different organisations .
@@ja13383 you need to go and look at the EASA website for more info on NPA. Organisations had different interpretations, standards and expectations.