Organisations whether Operators, MRO or 145’s are increasingly facing
the burden of training their employee’s to satisfy regulatory
requirements. Both Part M and Part 145 require that employees are
assessed for competence and need to be provided with suitable
training.

In addition to the general, and on going training requirements, to
maintain competence for example by undertaking Part M and Part 145
Training, there is also the need to manage and provide recurrent
training in a number of key areas, for example Human Factors, Fuel
Tank Safety, (FTS) and Electrical Wiring Interconnect systems, (EWIS).

Unlike EASA Regulatory Training Organisational Compliance where there
is no EASA mandate the situation regarding aircraft certification is
very different.

Aircraft certification related trainings (Part 66 licensed Aircraft
engineer) must be provided by a Part 147 approved organisation where
the organisation delivering the trainings is approved to EASA Part
147, Regulatory trainings do not require EASA approval and may in fact
be delivered or undertaken in house in which case the trainings need
to satisfy the Quality System that they are compliant with the
organisation requirements.

So it is the organisations Quality System not EASA which approves EASA
“In Company” Regulatory Training.

EASA Regulatory Trainings may also be out sourced to a reputable
organisation and just the same as you would manage and approve
component stockists for example you should satisfy your self of the
reputation and standards of the provided regulatory and associated
trainings.

How to assess regulatory training ?

Ability of Instructors to deliver effective training
Feed back from your and other delegates
Request contact information from previous delegates from the training provider
Conformity and Audit by your own Quality System
Review of the content of the training and assessment to validate effectiveness

Avisa is a renowned training organisation maintained by competent and
effective instructors, Avisa trains on behalf of the UK CAA and the
JAA and is renowned for the quality of the training and the use of
professional instructors usually with more than 25 years regulatory
experience. like several other organisations Avisa trains to the
highest regulatory standard and provides a certificate of completion
and in the case of FTS an examination as required by EASA. Avisa
trains on behalf of the UK CAA and the JAA. Please visit Avisa web
site http://www.avisa-ltd.com/

For companies wishing to develop an in house solution to EASA
Regulatory Training Organisational Compliance & Requirements, Avisa-ee
offers training for in company trainers in Human factors leading onto
FTS and EWIS a 5 day program. The next series of courses takes place
4th to 8th of October 2010. Please visit Avisa-ee web site
http://www.avisa-ee.com.

Aircraft Incidents fortunately are few and far between, the latest IATA statistics show that there are less than 0.1 fatalities per 1 million departures.
The effect however when an incident occurs are serious, possibly very dramatic and need to be dealt with quickly, efficiently and pro-actively. Managing Aircraft incidents and monitoring status through Incident-status.com is an effective way to allow an organization to manage the event both internally in respect of communications within the organizations own staff and externally in respect of subcontractors. In addition it allows the airline to communicate with the media and general public in a managed and controlled way.
In addition Managing Aircraft incidents and monitoring status through Incident-status.com allows the general public to communicate directly with the organization. The first few hours following an incident are crucial and incident-status.com is an integrated web application which efficiently and effectively brings together all the elements associated with the management of an event.
Managing Aircraft incidents and monitoring status through Incident-status.com allows user airlines to have a usable Emergency Response Plan ERP support solution available at their disposal for a small monthly outlay without the burden of developing and maintaining an entire application.
To comply with the requirements of ICAO Annex 6 airlines are required to have an effective ERP Incident-status.com provides this in an easily managed application which places the administrative role in the control of the user airline.
For a small to medium size airline it is a challenge to deliver an effective ERP due to the challenge of making resources available and prioritization of outstanding works. Incident-status.com provides an acceptable solution to this requirement.
Incident-status.com is a web based program designed to assist small to medium airlines to provide effective management during an Incident or Emergency event.
Incident-status.com supports Emergency Response Planning ERP in 3 specific areas.
To enable the switching on of the web based application so that the airline has visibility within the application. Up to this point visibility is suppressed.
To permit company nominated persons to easily and directly enter communications into the public domain.
Through the web contact form, interested parties are able to communicate with the airline. The contact form which is configuration managed by the Airline nominated administrator is linked to predefined email address, This enables nominated staff to expedite the response to customer emails. In doing so the interested parties are also advised by email that their message has been delivered.
Managing Aircraft Incidents and Monitoring Status will enable/allow specific communications between authorized persons from each department, in support of the incident to communicate internally and privately (using an internal and secure communication process). This will allow the sharing of the current status of the event and to identify any activities which need to be performed.
This communication process also allows all users to quickly identify the allocation of responsibility for tasks that remain outstanding.
If you would like to find out more please email incident-status@sassofia.com

Since 2008 It is a EASA requirement for all aircraft operating on any EASA national registry to have a a compliant Airworthiness Review Certificate. (ARC)
European Aviation companies operating in EASA regulated countries are being caught unaware of a number of Pre existing aircraft and documentation issues associated with the requirement to satisfy the conditions associated with the issue of the Airworthiness Review Certificate.
Sofema Aviation Services can support you throughout the process of Importing Used Aircraft Into Europe. From specific consultancy support to provision of our specialized 1 day workshop covering all the regulatory requirements associated with the import process.
Whenever you are Importing Used Aircraft Into Europe or more specifically into a European Member State, that aircraft must have an ARC issued by the Regulator of the state of registry.
To satisfy the requirements of Importing Used Aircraft Into Europe the ARC for example requires amongst other things conformity and approval of all repairs, Modifications and Service Bulletins, (Special Tasks).
To ensure compliance each of these associated “special” tasks must be supported by appropriate release and or Part 21 Certification.
In addition all Form 1’s for life limited components must be available and presented in an acceptable way (not for example to be hidden in archives and work packages).
Sofema Aviation Services Provide a 1 Day workshop specifically to deal with the issues of Importing used Aircraft in Europe, the workshop looks at in detail All significant areas.
The Importing Used Aircraft Into Europe workshop includes the following subject.
Challenges with achieving fully compliant Airworthiness Review Certificates,
Effective Management of Continuing Airworthiness. Understanding the previous process for Continuing Airworthiness and performing Gap analysis understanding all appropriate measures which need to be taken.
AD compliance must be fully demonstrated including physical accomplishment work cards available, Including where required the managing and effectiveness of recurrent requirements.
Modification and repair status needs to be available with all Modification and repairs being fully documented and traceable to design
Organization Approval DOA or Part 21 Type Certificate holder TCH.
Note Grandfather rights are only applicable within the EU implications will be fully explained and understood during SAS Importing Used Aircraft Into Europe workshop.
Fully compliant Maintenance approval suitable approved by the authority of the proposed state of registry not that issues may occur in the event that there are difference in the existing and proposed or operator Maintenance Program
This subject is explored further during Importing Used Aircraft Into Europe workshop provided by Sofema Aviation Services (SAS).
If you require any additional or further information please contact Office@sassofial.com

It is a requirement of EASA that operators of Commercial Air Transport or Maintenance Repair Organizations MRO’s have a fully compliant quality system.
This becomes the acceptable minimum standard which an organization has to comply with, however the organization does not have to accept this minimum standard and has an opportunity to use additional resources or Aviation Quality Audit Services to develop enhance or modify its quality system and quality processes.
To move in such a direction can provides not just enhancements but changes in efficiencies and working practices which contribute to measurable cost savings within the organization.
Sofema Aviation Services SAS based in Sofia Bulgaria, provide a bespoke service throughout the region and beyond to offer specific and tailored Aviation Quality Audit Services.
By targeting the audit service in a specific way we can demonstrate improved effectiveness. With over 20 years of Audit experience across a range of disciplines we have the experience to assist and support you to manage Aviation Quality Audit Services within your organization.
The need for Quality Audit Aviation Services is apparent when considering the advantage of developing an effective system to identify shortfalls, using an external provider can provide additional cost benefits in the need to manage overheads.
Using SAS to deliver your specialized Aviation Quality Audit Services audits is extremely cost efficient because by its nature it is targeted and specific against the need of the organization to not only demonstrate oversight but to have a desire to improve business efficiency.
How much can be made in respect of savings using SAS to assist with Aviation Quality Audit Services and by developing an effective Quality Audit program? Industry sources have demonstrated that savings of up to 20% are available to be identified by means of an effective and efficient Quality System.
This is a substantial amount of money across the business and can make a significant difference to your profitability.
What does the Aviation Quality Audit Services provide? The Service delivers detailed and experienced auditors who are able to deliver detailed organizational audits to identify all findings in a particular unit or business area.
The Aviation Quality Audit Service is available when you need it for as long as you need it and delivers high quality audits both to EASA and in company standards. Where there are measurable shortfalls in the in company standards the Aviation Quality Audit Service can provide assistance and support to produce or modify existing documentation.
If you would like to find out more about the way SAS can support you with Aviation Quality Audit Services please email office@sassofia.com with your enquiry.

We only have to look at the variation in Aviation Safety levels around the world – both in the operational and Maintenance Environments. From continent to continent, country to country and even type of organisation and business, to know that safety levels vary enormously. Whilst lack of resources is a fundamental problem, insufficient regulatory oversight can also reflect in higher than average accident rates.
Despite the statistics, some organisations are clearly able to perform to higher standards than others. It is not necessarily how much money you spend on SMS for Maintenance systems but how well you spend it!
It is currently a requirement for Airlines to develop effective Safety Management Systems across the business which includes Maintenance areas of the business.
However for Maintenance Repair Organizations MRO or Part 145 Organizations SMS for Maintenance is less clearly defined within EASA regulatory requirements. Notwithstanding the fact the EASA is some way behind in this area, ICAO is quite clear in the requirement.
As far as compliance with IAO annex 6 is concerned it is necessary to introduce a proactive SMS for Maintenance.
Whilst essentially the same look and feel as the airline system and often of course an integrated part of the same SMS, an SMS for Maintenance “only” system is optimized for appropriate delivery.
A compliant SMS for maintenance system should be built around. The ICAO Requirement as a framework to compensate for the many differences to the current situation (especially for MROs) and the need to understand SMS in-depth, understand how it applies to organisation, know that an effective SMS system is not an “off-the-shelf” product, but that the organisations must design and develop their own SMS for maintenance for it to work most effectively.
In addition to ensure the need for careful planning and the danger of doing it wrong finally the benefits of investing time and resources and doing it right.
SMS for maintenance training can provide the knowledge needed and a supportive environment to formulate organisational plans and objectives.
Who manages the SMS for Maintenance? Along with other duties and responsibilities whilst the Accountable Manager remains responsible for SMS for Maintenance, it is typical for this activity to be managed by ether the Quality Manager or the Safety Manager in a larger organization.
The maintenance environments imposes specific requirements on the Safety Management System and SMS for Maintenance training offered by Avisa-ee considers these requirements and effective management of the process.
Avisa-ee is able to offer the following SMS trainings in English, Bulgarian or Russian:
1 Day SMS training for Accountable Managers and Post Holders
1 Day SMS training for Airline Staff
1 Day SMS training for Maintenance Staff
3 Day SMS training for Safety Managers and Quality Managers

Please contact office@avisa-ee.com or visit www.avisa-ee.com

The need for Electrical Wiring Interconnect System EWIS training was substantially raised in profile following two very dramatic and significant aviation accidents.
The first accident affecting flight TWA 800 which exploded and broke up in mid air in the sea next to long island New York in 1996. The second affecting flight Swiss Air 111 in 1998.
Fuel Tank Safety Training also originates from research carried out in the aftermath of TWA 800 and several other fuel related accidents and incidents.
Avisa Eastern Europe Avisa-ee provides both FTS and EWIS training both as open training courses and in company training courses. The next open courses are being run in Sofia Bulgaria Thursday Sep 2nd 2010 FTS open access course and Friday Sep 3rd EWIS open access course.
EASA has mandated that fuel tank safety training is required for certain groups of maintenance staff. Why was this decision made? The reason essentially driven by the need to address inherent center fuel tank safety shortfalls on certain aircraft.
EASA has also mandated the requirement for Electrical Wiring Interconnect System Training and has issued 3 documents AMC 20-21 Programme to enhance aeroplane Electrical Wiring Interconnection System (EWIS) maintenance AMC 20-22 (AMC = acceptable means of compliance) and Aeroplane Electrical Wiring Interconnection System Training Programme AND AMC 20-23 Development of Electrical Standard Wiring Practices documentation.
What are the implications for operators and maintainers? The need to have appropriate procedures and in company training is essential as is the need to manage competencies and to ensure that training is effective and relavent.
FTS and EWIS training is mandatory of all staff who work on aircraft which carry more than 30 passengers or the equivalent size of Cargo aircraft.
What does it mean for you as an operator or maintainer? As an operator for example you should be satisfying yourself during audit that the Part 145 MRO organisation fully complies with both the regulatory requirements and your Part M requirements. (A hugely important element). As a Part 145 organisation you should satisfy yourself that you have appropriate Maintenance Organisation Exposition MOE Procedures, Competent and trained maintenance staff to comply with all the regulatory requirements, including the need for recurrent Fuel Tank Safety and EWIS
Both EWIS and FTS have a major impact on in-service continuing airworthiness management and maintenance of aircraft.
One example of a particular outcome was the need for management of the fuel tank related maintenance requirements and associated activities which have become known as CDCCL Critical Design Control Configuration Limitations. The comprehensive understanding of this is addressed during Fuel Tank Safety training.
CDCCL requirements have a direct bearing on the activities of the Part 145 maintenance organisation and the effective oversight by the operators Part M organisation.
Avisa-ee Fuel Tank Safety FTS and Electrical Wiring Interconnect System Training EWIS is normally available as in company or open trainings and address all regulatory issues associated with Fuel Tank Safety and EWIS and satisfies the mandatory training including examination recommended by EASA. For additional information about the trainings write us on office@avisa-ee.com or call us on +35929633166. www.avisa-ee.com

The need for Electrical Wiring Interconnect System EWIS training was not only identified but substantially raised in profile following two very dramatic and significant aviation accidents.
Since 2010 Avisa Eastern Europe Avisa-ee has started to deliver EWIS training both as open training courses and in company training courses.
The first accident affecting flight TWA 800 which exploded and broke up in mid air in the sea next to long island New York in 1996. The second affecting flight Swiss Air 111 in 1998.
The following paragraph was released by the FAA’s on November 8, 2007 and concerns aspects of EWIS on aircraft as to the reason for the increased concerns regarding electrical wiring systems in general.
“Safety concerns about wiring systems in aircraft were brought to the forefront of public attention by a midair explosion in 1996 involving a 747 airplane. Ignition of flammable vapors in the fuel tank was the probable cause of that fatal accident, and the most likely source was a wiring failure that allowed a spark to enter the fuel tank. All 230 people aboard the airplane were killed. Two years later, an MD–11 airplane crashed into the Atlantic Ocean, killing all 229 people aboard. Although an exact cause could not be determined, the presence of re-solidified copper on a portion of a wire of the in-flight entertainment system cable indicated that wire arcing had occurred in the area where the fire most likely originated.
Before these accidents wiring was not considered such a major issues and little emphasis was placed on the need to deliver appropriate training for Electrical Wiring Interconnect System EWIS.
In the aftermath of TWA 800 Several rule making committees were formed under the guidance of the FAA ,specifically the Ageing Transport Systems Rulemaking Advisory Committee (ATSRAC) was brought together with the support of external regulatory bodies to examine the current state of aging aircraft systems.
One of the main areas where special attention was focused was electrical wiring, its installation and the associated in service inspection and maintenance.
The Swiss accident some 2 years after TWA 800 only served to highlight the importance of delivering appropriate and effective Electrical Wiring Interconnect System EWIS Training and effective inspection procedures.
The FAA position on Electrical Wiring Interconnect System EWIS Training was modified dramatically by the findings.
In Europe, EASA has issued 3 documents AMC 20-21 Programme to enhance aeroplane Electrical Wiring Interconnection System (EWIS) maintenance AMC 20-22 (AMC = acceptable means of compliance)
Aeroplane Electrical Wiring Interconnection System Training Programme AND AMC 20-23 Development of Electrical Standard Wiring Practices documentation.
Avisa-ee is pleased to discuss your EWIS training needs and advises that we train effective Electrical Wiring Interconnect System EWIS Training and effective inspection procedures delivered to the highest professional standards. Please contact office@avisa-ee.com if you are interested in this training.

Avisa-ee is a Regulatory Training and Consulting Company who will be pleased to assist you to set up an EASA compliant Part 147 Training School. Based in Sofia Bulgaria we can easily travel to your business site to assist with the initial evaluation or on going developments of your EASA Part 147 Training School.
For more information please click here

Why do we have MRO inefficiencies? At www.sassofia.com we have answers. Or to put it another way YOU have the answers and we will support you through the process of MRO Optimization

The effectiveness of your MRO organisation translates to the bottom line without effective management of the costs and overheads the development and growth of the organisation is impeded MRO Optimisation develops multiple milestones and effective tools to manage the delivery.

Sofema Aviation Services are able to drive the MRO Optimisation to draw on a huge diversity of consultants to provide the support you need to develop the understanding of the challenges and solutions within the organisation

The factors which benefits from MRO Optimisation related to an organisations performance and capability are many and diverse Complex organisational factors come into play from unions to custom and practice to simple basic in efficiencies, often a simple lack vision across the business employing MRO Optimisation can make significant improvements across the business.

Workplace communication which is pivotal to effective organisations is one of the first areas to usually benefit from MRO Optimisation. The importance of leadership needs to be highlighted and the opportunity to use this leadership for motivation of the workshop. Often the organisation does not place enough focus on the development of business simply dealing with today and not paying too much attention to tomorrow. Gap Analysis can identify key improvement areas as part of the MRO Optimisation process

Many organisations particularly the ones which have been around for some time can have multiple management layers which can impede the effectiveness of the organisation. Staff initiatives are stifled and a lack of team work and encouragement is usually evident. Often there is a lack of interdepartmental or organisation procedures and Service Level Agreements

Issues include the management of Competency and the provision of training needed for all staff that have a production exposure are often given insufficient weight which has a negative effect . MRO Optimisation can make a significant difference across the business

Management of Change is always a challenge One of the hardest changes to be made concerns the optimisation of process and procedures within an organisation where this has a direct bearing on the terms and conditions of the employees. MRO Optimisation focuses on the efficient deployment of the available recourses.

If you would like to discuss the ways in which Sofema Aviation Services can support you to develop your maintenance organisation please contact us at office@sassofia.com or visit our web site www.sassofia.com

EASA Part M owes its origins to the days of the Joint Airworthiness Authority where it was to be found within JAR OPS, Since the creation and establishment of European Aviation Safety Agency which was formally established in October 2002 by EU Regulation and now has Executive powers since 28 September 2003, EASA is Headquartered in Cologne, Germany

Part M concerns the operator’s responsibilities in connection with the management of Continuing Airworthiness. Currently National Authorities have an expectation of the general training competencies within the Continuing Airworthiness Management Organisation moreover training in Part M Subpart G training is part of this standard

Transition of arrangements from Joint Aviation Authority and National Airworthiness Authorities have now all completed. Understanding the current situation is fully explored during Part M Subpart G training.

Whilst Part M Subpart G training considers the whole of Part M and its 9 subparts it focuses on the specific needs of the Continuing Airworthiness Management Organisation.

The purpose of the Part M subpart G training is to provide an overview of the initial issue and Revisions of 2042/2003 annex 1 Part M, and to focus in detail during Part M Subpart G training on the following sections. Section C which deals with the implementation of Continuing Airworthiness in particular the Maintenance Program, and Section G which details the process for the effective operator management of Continuing Airworthiness.

EASA Part-M consists of several subparts. Whilst all subparts are covered during Part M Subpart G training The noteworthy subparts are F (Maintenance for aircraft below 5700kg in non commercial environment), G (Continuing Airworthiness Management Organization = CAMO, coordinating the compliance of aircraft with maintenance program, airworthiness directives and service bulletins) – The following details all the subparts of EASA Part M

•Subpart A – General

•Subpart B – Accountability

•Subpart C – Continuing Airworthiness

•Subpart D – Maintenance Standards

•Subpart E – Components

•Subpart F – Maintenance Organisation

•Subpart G – CAMO

•Subpart H – Certificate of Release to Service

•Subpart I – Airworthiness Review Certificate

Differences from JAA
The JAA was headquartered at Hoofddorp, Amsterdam. The main difference between EASA and JAA is that EASA has legal regulatory authority within the European Union (EU) through the enactment of its regulations through the European Commission, Council of the European Union and European Parliament, while most of the JAA regulatory products were harmonized codes without direct force of law. (almost like a gentlemen’s club which each one country was a member of) Also, some JAA nations such as Turkey were outside the EU whereas by definition, EASA is an agency of the EU and other nations adopt its rules and procedures on a voluntary basis. Avisa-ee provides Part M Subpart G training, either at the customers site or from our training premises in Sofia Bulgaria.