EPAS 2019-2023

EASA has published the 8th edition of the European Plan for Aviation Safety (EPAS). … It is a key component of the European Aviation Safety Programme (EASP) and provides a coherent and transparent framework for European States to manage aviation safety, both at regional and at national level.

https://www.easa.europa.eu/sites/default/files/dfu/EPAS_2019-2023%20final.pdf

RMT.0106 (Decision planned Q4, 2019) – Certification specifications and guidance material for maintenance certifying staff type rating training.
The main objective is to improve the level of safety by requiring the applicant for a type certificate (TC) or restricted TC for an aircraft to identify the minimum syllabus of maintenance certifying staff type rating training, including the determination of type rating. This minimum syllabus, together with the requirements contained in Appendix III to Annex III (Part-66) to Commission Regulation (EU) No 1321/2014, will form the basis for the development and approval of Part-66 type rating training courses.

NOTE: Decisions for both EASA Rule Making Tasks (0217 & 0097, reset to TBD as of Jan 2019) having been de-prioritized’ in accordance with criteria described in Chapter 3?

Realistically, moving on – Basta!

The Prime Minister (reportedly) said the future relationship with EASA is to be based on capabilities and the legal format will happen in the next phase of negotiations after the U.K. has left the EU.

BREXIT – Forgone conclusion by the ‘grown-ups’ then….?

No thanks to the media’s ‘career-politician / MuPpet show’ Fake News coverage, on either side of the Channel (Project Fear consequence of a ‘no-deal’ departure). Members of the UK parliament (who’s constituents voted leave – back in 2016), voted against both ‘no deal’ and the negotiated ‘Withdrawal Agreement’. Both sides of La Manche, now preparing for disaster-city.

https://www.easa.europa.eu/newsroom-and-events/news/next-generation-aviation-professionals

Needless to say (paradoxically), both UK CAA & EASA’s Part 66 (recognition of engineer licences* – Post BREXIT) clarity is still ‘urgent to wait’………

https://www.caa.co.uk/Commercial-industry/Aircraft/Airworthiness/Engineer-licences/Part-66/Apply-for-an-EASA-Part-66-Aircraft-Maintenance-Licence/

…, meanwhile in the UK – “Licences are issued under Part-66 which provides a common standard across EASA member states”………still?

It’ll be right in’t mornin’!

[Note: Licence, or License? US English allows both spellings for both noun and verb.]

The BREXIT experiment….

Method

  1. Gather together as many ‘very-well educated’, but culturally different British and European career-politicians as possible.
  2. Monitor the media consequence, across today’s supposed democratically run societies.

Result

Project Fear & Fake News!

Conclusion

Same, but different.

Aviation safety if there’s no Brexit deal?

UK Government’s advice for both EASA and UK CAA issued Licensed Aircraft Maintenance Engineers;

Licensed engineers maintaining UK registered aircraft would need to hold an appropriate licence issued by the CAA. All maintenance engineer licences issued by the CAA prior to exit day would remain valid for work on UK registered aircraft. Valid aircraft maintenance engineer licences (Part-66 licences) issued by an EASA competent authority other than the CAA prior to exit day would remain valid for maintenance on UK registered aircraft by virtue of the Withdrawal Act. Such validity is limited to up to 2 years after exit day, after which licences issued by the CAA would be required.

The EU has indicated that it would take a different approach to the UK on the recognition of engineer licences. Engineers with licences issued by the CAA should be aware that the European Commission has stated that those licences would no longer be valid in the EASA system after exit day. This means that UK-issued Part-66 licences would no longer be valid for the performance of maintenance on aircraft registered in an EASA Member State. Maintenance engineers who would likely be required to maintain such aircraft should check with their employer to ensure that they would continue to hold the relevant licences.

https://www.gov.uk/government/collections/how-to-prepare-if-the-uk-leaves-the-eu-with-no-deal

UK CAA Update to EU exit information – licensed engineers

We have updated the information on our microsite concerning licensed engineers in the event of a non-negotiated EU exit. To enable the CAA time to complete its part in the licence transfer process, the CAA advises that application forms for licence transfers to another EU Member State need to be submitted to the CAA by January 1, 2019.

SW2018/247

Outsourcing Aircraft Maintenance Engineering

“the EU has indicated that it would take a different approach to the UK on the recognition of engineer licences. Engineers with licences issued by the UK CAA should be aware that the European Commission has stated that those licences would no longer be valid in the EASA system after exit day”.

That’s that then……..! 🙄

But (what goes round, always comes around) the attached FAA study (dated, 2003) concluded;

Quote

“The most important measures and risk indicators are grouped into three areas. The most important measures for repair station capabilities include training of employees, experience level of employees, and tools and test equipment of the repair station.”

Unquote

Practices and Perspectives in Outsourcing Aircraft Maintenance ar02-122

New Istanbul Airport prepares room for the Airbus A380

New Istanbul Airport prepares room for the Airbus A380

Istanbul – The new airport in Istanbul has room for the Airbus’s superjumbo. When all work is done, fifteen Airbus A380 will be able to park at the same time. Turkish Airlines is mentioned as one of the airlines that can benefit from it.

At the current Airport (Ataturk) in Istanbul, there is no room for the Airbus A380. But there is no such problem at the new Istanbul Airport, which partly opened its doors this week on October 29.

The goal of the Turkish government is to make the new airport the largest and most important airport in the world with a capacity of 200 million passengers per year.

Turkish Airlines has been mentioned more often in recent years as a possible candidate to order the Airbus A380. Until now, it did not happen, and the orders of the Turkish flag carrier have weighed in favor of twin-engine widebody aircraft like the Airbus A350 and Boeing 787.

The airline, which already has the largest network in the world, is given enough room at Istanbul Airport to expand its network. The management does not want to comment on whether or not the A380 is included in the future plans of the airline.

Besides Turkish, there are other airlines that could come to Istanbul with the A380, including Emirates, Etihad and Qatar Airways. They now fly to Ataturk with the Boeing 777 and 787.