Easa Camo Agreement

EAS is not a competent receiving authority and therefore does not grant licences. Part 66 licences are issued by the competent authorities of the EU Member States, as well as by Switzerland, Norway, Iceland and Liechtenstein. The list of national aviation authorities and their contact details are available here: easa.europa.eu/the-agency/member-states . In all other cases, and in the absence of the application of Articles 64 or 65 of the Basic Regulation, the organisation is managed by the competent national authority of the EESA Member State in the territory of which the agency`s main establishment is located. The relevant authorities of the AESA Member States (including the application procedure) should therefore be informed. You can contact them about information available on easa.europa.eu/the-agency/member-states or visit their public websites if they have agreed on a voluntary basis to publish lists of the organizations they manage. Pre-flight inspections (if Organization 145 has an agreement with an operator) On the basis of M.A.302 (c), indirect authorization can only be used if: – the aircraft is managed by an OMB or if there is a limited contract between the owner and the OMB for the development and approval of the AMP; and – the aircraft operated by the OMB is registered in the Member State which oversees the OMB (unless agreed between the competent authority of the OMB and the competent authority of the OMB). When planning a remote audit with the following elements, an agreement should be reached between the competent authority and the agency, which should include the aircraft atoganity system and, if applicable, the aircraft technical protocol system, to properly record this agreement and the date of its effective implementation. As part of this document, remote auditing is considered a hearing procedure performed using real-time video and audio communication tools to replace the examiner`s physical presence in the field. The specifics of each type of authorization/agreement must be taken into account when applying the concept of “remote control,” in addition to the general table below. Please reach an agreement with your company to list maintenance tasks that you can perform without compromising the safety of the aircraft. AMC M.A.501 (a)5(a)/AMC 145.A.42 (a)1a) refers to a publication document issued by an organisation as part of an existing bilateral agreement signed by the European Community. At present, such agreements are signed with: please note that none of the bilateral agreements between the EU and third countries (currently the United States, Canada, Brazil and China) have food licenses in their scope.

In accordance with the bilateral agreement INTER the EU and the United States (BASA) (see here), you can only import an engine with “rebuild” status in Block 11 if it has been released by the original engine manufacturer on Form 8130-3 with blocks 13a. to 13th (left). i) PMT task interval of one year or less: up to 3 months. You can access the different language and format versions at: eur-lex.europa.eu/legal-content/EN/TXT/?qid=1421934905395&uri=CELEX:32014R1321 . Some subsequent amendments to this new regulation from the old regulations were deemed necessary, but remain very small, without affecting its implementation. The following points can be mentioned: . No, ELA1 aircraft used for commercial operation cannot be maintained by independent certification officers, as, in accordance with the M.A.201 (i), commercial operations require maintenance authorization by an organization (part M-unterteil-F or part 145). The initial application for a Part 66 aircraft maintenance licence must be submitted to the competent authority of one of the Member States.

Please contact this relevant authority for an application form (form 19) and specific information about the application.

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