- A CAMO, which currently includes only the Cessna 550 aircraft in its approval, would like to extend it to other aircraft, such as 551, S550, 500, 501 and 525. Would it be enough just to develop a generic maintenance programme?
- 1. Request the modification of the CAMO.
- 2. Modify the CAME.
This would include the preparation of the necessary maintenance programmes. - 3. Approval of the amended organisation and its corresponding CAME.
It would not be enough to develop a generic maintenance programme.
A non-exhaustive list of conditions to be met would be:It shall be complied with in terms of organisation, material means, personnel, etc., as set out in Part M Subpart G.
On the EASA page you can consult and download the guides:
G-DAEA-MG-01 Guide application information CAMO
G-DAEA-MG-02 CAME evaluation guide
G-DAEA-MG-04 CAMO staff acceptance guide (this guide contains the requirements to be reviewed for the PRA after modification)
- A CAMO organisation approved according to Part M Subpart G manages aircraft not used in commercial air transport under Regulation (EU) 1008/2008 and wants to extend its scope to new aircraft, should it necessarily develop generic maintenance programmes for new aircraft?
If the aircraft to be added is under Part M, according to point M.A. 709(b), it shall develop generic maintenance programmes to demonstrate its capability.
If the aircraft to be added is under the ML part, the development of a generic maintenance program is not necessary.
- Can a CAMO organisation have indirect approval to remove specific aircraft from its reach?
The CAMO organisation may have as indirect approval the exclusion of registration plates belonging to any of the fleets of its range, provided that it retains in that fleet an aircraft.
If it were the last registration it had in a fleet, by excluding it, it would no longer have within its reach the fleet in question. And if you want to keep that fleet within reach, you must submit a generic maintenance programme for approval by the Authority (direct approval) in the case of an aircraft under Part M.
- Through what means can a new responsible manager be appointed to a CAMO organisation?
- Personal appearance of the authorised representative of the company, accredited by a public deed, and of the person to be appointed as responsible manager before the acting official.
- By means of a public deed, which confers powers before a notary.
It is only possible to appoint a new GR by:
- How is Continuous Airworthiness and Maintenance Management for each type of operation and aircraft?
The airworthiness and maintenance management responsibilities for aircraft are detailed in M.A.201 and ML.A.201. Below are the tables summarising the requirements and possibilities detailed in GM M.A.201 and GM1 ML.A.201
- How does AESA relate to the Part 147 organisations?
AESA will relate to Maintenance Training Organisations Part 147 telematically.
Communications concerning the issuance of inspection reports and the follow-up of the corresponding discrepancies shall be made telematically via the following link:
https://sede.seguridadaerea.gob.es/AESA_GestionDiscrepancias/
Each designated user must have a recognised electronic certificate, of a personal nature, that allows him to identify himself and make electronic signatures when necessary, as established in Article 10, Signature Systems admitted by the Public Administrations, Law 39/2015 of 1 October 2015 on the Common Administrative Procedure of Public Administrations.
For more information on the discrepancy management application and the types of e-certificates, please refer to the following address:
https://sede.seguridadaerea.gob.es/Aesa_GestionDiscrepancias/Manual/Guia%20de%20usuario.pdf
AESA has made available to the user a number of videos of help in relation to the operation of the application. These videos can be found at the following link: https://sede.seguridadaerea.gob.es/sede-aesa/contenido/video-manuales
As additional information, AESA has published on the web the Representation Guide in the field of eGovernment. The document explains what electronic representation is, what its scope is, how it is regulated, when representation needs to be accredited, how it is accredited, and how to do all this to AESA.
It can be downloaded at the following link:The SIPA User Registration and Modification Guide sets out the tasks and activities that the administrators must follow in order to register as a user with the State Aviation Safety Agency, modify their corporate data or legal representatives or unsubscribe the organisation.
This guide can be found at the following link:
https://www.seguridadaerea.gob.es/es/ambitos/aeronaves
- What data should the generic maintenance program specify to the organisation’s enrollments?
• Description of aircraft
• Reference documentation
• Scheduled inspections and their description
• Airworthiness directives
• Life-limited elements
• Extensions
• Unscheduled inspections
• Etc.
- Does the application for approval of a Part 147 Maintenance Training Organisation be paid for a fee?
The evaluation for approval of a Maintenance Technician Training Organisation Part 147 has no fee.
- In which cases can component maintenance with rating A be performed?
Under Rating A, simple maintenance of components installed in the aircraft can be done according to the CMM, which can even be disassembled for better access, as long as they do not involve extra maintenance of the aircraft. These tasks are released by the CRS of the aircraft where the component was installed.
Therefore, according to the standard, it is not possible to keep a component under rating A outside the aircraft to be installed on another aircraft, since the standard states that the component must be installed on that aircraft and its maintenance released with the CRS of the aircraft. If the organisation wants to do so, it should ask for the scope of components, even for simple tasks.
- Is it acceptable to have only one “inspected/tested” Form 1, without any other historical, to install a component?
• If the component is on condition, it is sufficient provided that block 12 indicates the tasks performed in the inspection/test and the maintenance data used (or there is traceability to the documentation where the information can be found).
• If the component is hard time (on condition with maintenance), this Form 1 would only be accepted if block 12 contains information about the last time the corresponding tasks were performed, or if Form 1 accompanies the relevant documentation with the last completion of these tasks. Preferably both.
• If the component is life limited, back-to-birth or back-to-overhaul traceability shall always be required. In case you have an inspected/tested Form 1 you should come in block 12 information from TSN/TSO or CSN/CSO and, in addition, it is accompanied (at least) by the last Form 1 of overhaul or new, or any other documentation clearly demonstrating its traceability to zero.
- ‹ anterior
- 2 of 9
- siguiente ›