Sun Jun 03, 2018 1:43 pm
#1615375
As I understand it, for aircraft not involved in CAT (less than 5,700kg(?)):
1) Upon initial construction, an aircraft is issued with a non-expiring CofA, valid for 12 months.
2) A maintenance schedule/programme is drawn up by a Part M Subpart G approved CAMO for a specific aircraft, which includes such things as 50/100 hr checks, annual inspections, etc. The CAMO also ensures all SBs/ADs are implemented, etc.
3) A Part M Subpart F Organisation (apparently also a Part-145(?)), which may be the same organisation as the CAMO, is employed/subcontracted to carry out the maintenance work (except for those maintenance tasks which may be performed by the owner).
4) Provided the maintenance schedule as stipulated by the CAMO is adhered to, the CofA is revalidated after 12 months with an ARC. The ARC is not a check in itself (but might be signed off for at the same time as the aircraft's annual), but rather paperwork which confirms that all maintenance tasks as stipulated by the CAMO have been carried out correctly.
5) The aircraft "operator/owner" is responsible for ensuring all of the above takes place (i.e. responsible for signing up with a CAMO)
Firstly: Is this correct?
Secondly, some caveats/questions to the above:
- For ELA1 aircraft under 1,200kg, as I understand it, the owner need not employ a CAMO but may draw up his own maintenance schedule that meets the requirements of the EASA MIP (Minimum Inspection Programme). This formerly fell under LAMP (Light Aircraft Maintenance Programme).
- Does the term 'controlled environment' refer to the adherence of the CAMO schedule (i.e. the aircraft has been attached to the same CAMO and operated in accordance with its schedule)?
I've been trying to find a bite-sized summary of non-CAT GA maintenance (i.e. for those people who may wish to consider ownership in the future or who are just interested) but have been struggling through the mass of EASA documents (some of the CAA ones were more helpful).
Many thanks.
1) Upon initial construction, an aircraft is issued with a non-expiring CofA, valid for 12 months.
2) A maintenance schedule/programme is drawn up by a Part M Subpart G approved CAMO for a specific aircraft, which includes such things as 50/100 hr checks, annual inspections, etc. The CAMO also ensures all SBs/ADs are implemented, etc.
3) A Part M Subpart F Organisation (apparently also a Part-145(?)), which may be the same organisation as the CAMO, is employed/subcontracted to carry out the maintenance work (except for those maintenance tasks which may be performed by the owner).
4) Provided the maintenance schedule as stipulated by the CAMO is adhered to, the CofA is revalidated after 12 months with an ARC. The ARC is not a check in itself (but might be signed off for at the same time as the aircraft's annual), but rather paperwork which confirms that all maintenance tasks as stipulated by the CAMO have been carried out correctly.
5) The aircraft "operator/owner" is responsible for ensuring all of the above takes place (i.e. responsible for signing up with a CAMO)
Firstly: Is this correct?
Secondly, some caveats/questions to the above:
- For ELA1 aircraft under 1,200kg, as I understand it, the owner need not employ a CAMO but may draw up his own maintenance schedule that meets the requirements of the EASA MIP (Minimum Inspection Programme). This formerly fell under LAMP (Light Aircraft Maintenance Programme).
- Does the term 'controlled environment' refer to the adherence of the CAMO schedule (i.e. the aircraft has been attached to the same CAMO and operated in accordance with its schedule)?
I've been trying to find a bite-sized summary of non-CAT GA maintenance (i.e. for those people who may wish to consider ownership in the future or who are just interested) but have been struggling through the mass of EASA documents (some of the CAA ones were more helpful).
Many thanks.
EASA Private Pilot's Licence (PPL) (A) - 22/2/2013
IR (R) - 23/5/2014
IR (R) - 23/5/2014