Frequently asked questions

How can you perform an OJT?:

https://www.seguridadaerea.gob.es/en/ambitos/aeronaves/aeronavegabilidad-continuada/otros/guia-de-formacion-en-el-puesto-de-trabajo-ojt

Once the OJT is completed, when you want to incorporate the type rating in the license, the following documentation will be sent to AESA:

• The on-the-job training booklet, which shall include:
  • the name of the applicant
  • date of birth of the applicant; 
  • approved maintenance organisation(s) in which the OJT has been performed; 
  • aircraft rating and licence categories applied for; 
  • list of tasks, including the following: 
  • description of tasks; 
  • reference to the work card/work order/technical registration of the aircraft, etc.; 
  • place where the task has been completed; 
  • date on which the task is completed; 
  • aircraft registration; 
  • name of guardians (including licence number, if applicable); 
  • a signed recommendation from the guardians for the subsequent final assessment of the applicant.
• The final evaluation of the applicant by the evaluator(s).

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.

• 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.

Certifying or releasing a maintenance task by means of a TLB, CRS or EASA Form 1 is considered to be the last action in the production process of a maintenance facility, and this task is the privilege of the certifying staff duly authorised to do so. A Quality Manager of a maintenance centre, as well as the Quality System auditors, should not be involved in this production process (AMC 145.A.65 (c) 1-11), since when managing/performing quality audits, an essential component of the Quality System, the required independent nature of the quality system would be infringed. 
 
Depending on the size of the organisation in some cases, and in the reverse direction of the case being dealt with, competent personnel, without being quality auditors, are allowed to carry out quality audits of production processes in which they are not directly involved, but it is not admitted that the Head of the Quality System or Personnel Auditor exercises the certification privileges.

Oh, yeah, yeah. In relation to maintenance of aircraft components by an organisation with rating A, maintenance not covered by the AMM and yes by the CMM, Regulation 1321/2014 makes two references: 

1.- Appendix IV to Part M, paragraph 4
It argues that an A-rating organisation can maintain components in the aircraft according to the CMM. 
Limitation: That component must be fixed on the aeroplane and may only be disassembled to improve access to that component during maintenance. Such disassembly cannot generate additional maintenance. This maintenance should be included in section 1.9.1 of the Organisation’s Manual (MOE/MOM) and approved by EASA. 

2.- M.A.502 (b) 
It argues that for this maintenance it is not necessary to issue an EASA Form 1, it is sufficient to refer this maintenance in the CRS (CMM task) of the aircraft.

No fee is required for the application for a flight permit.

No fee is required for the declaratory renewal of the certificate of airworthiness.

No fee is required for the declaratory renewal of the certificate of airworthiness.

Having a single manual will be a matter to evaluate in each organization, according to its characteristics. In regulation, it is explicitly not required.