Relocating my homebase to the eastern part of Gernany I would like to extend my crossing borders experiences to Poland. For that reason I would be gratefull for some suggestions of airfields in Poland with maintenance for my Socata a/c, too. After lookup in the web I found a few well known places e.g. EPML. Some other suggestions for airfields I should consider/checkout would be helpful.
Many txs to RV14. yes, a Part 145 shop is necessary. Maybe they do other than a Gulfstream there, too đâď¸
Why does it need to be 145? A TB20 does need this in any context other than AOC/charter, and most charter in Europe needs 2+ engines.
@ Peter: Well, Iâm no expert on EASA regulations, but given the current situation, I am operating my aircraft under Part-ML. My understanding was that, to perform the inspection and getting an an ARC, the relevant maintenance organization must be EASA Part-145 certified for the specific aircraft type; furthermore, the organizationâor the individual inspector issuing the ARCâmust be authorized to certify it using EASA Form 15c. A baltic maintenance organization recently informed me that they do not hold an approval for the TB20 type and that the only qualified person on site is an inspector holding a Part-66 license. Can this inspectorâworking with an organization that lacks the specific type rating (e.g., Part-145 approval) for the TB20âactually carry out the annual inspection, or what exactly is required? Iâm finding it hard to keep track of all this; perhaps someone can offer some advice?
Chris, you could try to find a free lance mechanic who has arc priviledge and can get the maintenance manuals for your plane from somewhere. It might be worth of buying them for yourself. As you use part-ml, this mechanic could do the annual and write arc for your plane. But he must have the correct manuals in hands. I suppose that your plane does not have any specialities which would require type rating for an independent mechanic (like jet engine). Organizations have stricter rules and that makes them more expensive.
Iâm not quite sure but suppose that their part-66 inspector could do the stuff if he has manuals and arc rights but to my understanding he could not do it in his companyâs name but as a private mechanic. And it can not go through the company as it would not be liable for the work.
This is just my understanding. Anyone knowing more about this?
Yes a freelance EASA66 mechanic can maintain a TB20. AIUI you still need a company to do the ARC.
We have had many threads on this topic here, generally revolving around arguments like
I am sure many here are up to date on the EASA-land process. I am N-reg so I âjustâ need a freelance A&P/IA, and rent a hangar for major work. Doing that next week actually, to fit new brake disks and other stuff. 1 day.
Hello Hanski and Peter. Yes, it is certainly true that the topic of Part-ML has likely been discussed more than exhaustively elsewhere on this forumâsomehow, I havenât yet been able to glean the specific, applicable information I need from those posts. In any case, I assume the explanation you both gave is correct. A Part-66 certifying staff member, the necessary manuals and checklists, and a hangar are all availableâthe only question now is whether the Part-66 certifier is permitted to sign EASA Form 15c if the work was carried out at a Part-145 facility that does not hold Part-145 approval for the TB20 aircraft type? (And, of course, would they therefore not be liable for errorsâor indeed not even authorized to work on the aircraft in the first place?)
I think the problem here is that you are going for a Part 145 company which, being 145, needs approval for the type to work on it.
It is the same for an FAA 145 company. No TB20 approval â they cannot work on it. I was hangared in one such for 10 years. It was actually a good thing because you should never have maintenance done by your hangar owner, for obvious reasons 
