LeSving wrote:
The only reason it isn’t so is because a “sausage German” in Köln says “Nein”
nope. It is because the European Commission proposed legislation, the European Parliament voted to approve it, and the European Council accepted it.
And, in Norway’s case, because Norway contracted with the EU to adopt EASA rules.
It didn’t help that the “rulemaking process” in practice gives a huge weight to organisations, and that at the time the EASA leadership had the stated objective to regulate GA to airline levels of safety and compliance.
Cobalt wrote:
And, in Norway’s case, because Norway contracted with the EU to adopt EASA rules.
Yea, that’s right of course. And it doesn’t help that in a typical Norwegian spirit, the CAA wan’t to be “best in class” by incorporating every rule faster and more “correct” than anyone else. It’s just a bad situation, and the result is no more certified aircraft on private (individual) hands. In one way the problem solves itself, but certainly not like anyone intended.
As a general observation from speaking to a few smaller maintenance facilities here in FAA-land, it seems that there isn’t just a pilot shortage, but also a pretty severe A&P shortage. Many are struggling to find people and those who do graduate as mechanics today can pick and choose amongst high paid and cushier jet jobs with good benefits, creating a deficiency at the smaller shops. One of them I spoke to yesterday said new A&P’s regularly get offered $55/hr at the bigger facilities, something he simply can’t compete with at a small shop.
Maybe interests have changed as well – less kids grow up wrenching on old cars in their fathers garage, etc, narrowing the amount going into the field or willing to work on “small” planes.
Peter wrote:
The issues tend to be
The only real restriction is that if the aircraft is not owned directly by individuals but by an association (e.g. a large syndicate or a club), then only pilots who are “directly involved in the decision making process of the legal entity” qualify.
Also, all pilot/owners performing maintenance must be designated a such.
AdamFrisch wrote:
As a general observation from speaking to a few smaller maintenance facilities here in FAA-land, it seems that there isn’t just a pilot shortage, but also a pretty severe A&P shortage. Many are struggling to find people and those who do graduate as mechanics today can pick and choose amongst high paid and cushier jet jobs with good benefits, creating a deficiency at the smaller shops.
We have the same problem in Sweden.
Definitely the same in UK, no maintenance licence holders looking for a job in light aviation.
EASA & CAA make it too difficult to get a licence.
The new B3 licence makes things a little easier but the licensing system is still prohibitive in terms of effort vs reward for most people, days for BGA appointed glider inspectors are numbered as EASA demands that Gliders require licence holders to certify them.
The result of this is that all the current BGA inspector’s will be able to apply for licences ( restricted to the glider technology’s they can already inspect ) but my guess is upgrading to other technologies will be more difficult.
There are also other changes in the wind with proposals for a B2 light qualification and also changes in the rules as to who can certify avionic box changes and radio annual checks.
It is a shame that there are no modular qualifications.
For example, in the UK with Domestic Plumbing, some installations are subject to the Building Control regime. To install a pressurised domestic hot water tank you can go on a 1 day course, do an easy open book exam and point out what some parts do. Then you can get a G3 unvented card from the NICEIC where you can then prove you are “competent” to do the work.
If EASA had a scheme which proved you could do certain tasks then you might have more Pilots/ Retired Engineers from other specialisms/ etc getting involved?
Qualifications could be a 150 hour check on a particular type for example? An expanded list of Pilot Approved maintenance? It could also help young engineers train in a modular way and slowly gain their qualifications. I have come across a few gifted engineers who have not qualified for one reason or another who at least could become “part qualified”. It would probably lead to more safety.
Archer -181.
The EASA exams are modular but you can’t get the licence until you get all the required moduals for the technology you have chosen , so no chance to increase your pay until the licence is issued. The B3 licence for light aircraft has addressed some of the issues of over complicated requirements for the more simple types but on the whole the system is designed for the airline industry rather than light aviation…………… and that is the rub, if you invest the time and effort to get airline industry level qualifications then you are going to want the £60-70K that is the reward in the airline business. GA offers about half that reward and can’t match the other airline perks like cheap travel and holidays.
As Chief engineer of a EASA 145 company getting and retaining skilled staff is a constant problem , in part we have to home grow talent but and would like to sent people on licence courses but I have to be mindful that with the licence in their hand they are likely to be off to the bright lights of the airline industry who have their own skill shortage and snap people up even if they have a licence that needs further exams to be passed before they can be sent on an airliner type training course.
the £60-70K that is the reward in the airline business
This is very true but I know one of these and he has to work nights to get that money. Day jobs are ~40k. Most of the guys doing night work are knackered and are living on borrowed time, with their health trashed. The work is outdoors, all wx, so you might be outside in ~0C, 20G30 winds, rain running down the back of your coat, screwing some replacement part onto an Airbus, or quite often trying to unscrew the said part on which your predecessor has cross-threaded the screws so they don’t come out. These guys do that job for the money, to feed their family which they see little of, and hoping to pay off their mortgage before they need some serious medical care.
All so we can fly for 50 quid to the sun…
You can make decent money in GA maintenance but only if you set up your own business. Same as in all other walks of life actually 
