achimha wrote:
BTW: EASA are very unhappy about “registration shopping”, i.e. trying to benefit from regulatory arbitrage by choosing your tail number in a different state. They think this just shows that the system is still broken and they want to make sure the reasons for this disappear. I think that’s a good attitude.
+ 1 !
Alan_South wrote:
The document linked to this thread is the first in what will be a number of steps to deliver on their GA roadmap and we should be celebrating
CHAMPAGNE !
How would these new rules affect a flying club with a Cessna 152 This now being an ELA1 aircraft.
Has anyone discovered a layman’s (i.e. non lawyer and LSA1 aircraft owner) guide to the new Part M- light legislation.
For instance can I now disregard the 6-year CS prop overhaul requirement (my aircraft is UK registered and private use only) ?
I thought I was reasonably bright and fluent in English until I tried to read the new EASA legislation on this. It is complete and utter gobblydegook.
I suggest we should demand that EASA legislation is vetted by the plain engish society, if that organisation hasn’t been outlawed by the EU and still exists.
The guidance material in the NPA from p42 is not a bad “layman’s guide”:
GM ML.A.201(a) Responsibilities
AMC ML.A.302 Aircraft maintenance programme
bookworm wrote:
The guidance material in the NPA from p42 is not a bad “layman’s guide”:
Do you have a link?
UK CAA have issued this..
EASA new Regulation 2015/1088 Minimum Inspection Programme (MIP) – Information for UK aircraft owners
To standardise maintenance programmes for EASA regulated aircraft a new Minimum Inspection Programme (MIP) has been introduced by EASA. This is an amendment to the Part M regulation and will apply to ELA1 aircraft (Maximum Take-off Mass (MTOM) of 1,200 kg or less and not involved in commercial operations).
Owners can now choose from a number of different aircraft maintenance programmes (AMP).1088 introduces two new options to the existing Part M requirements, one of which is the MIP, the other is based on manufacturer’s recommendations. (All AMCs which must at least meet the standards of the MIP).
Who this affects:
Initially owners of ELA1 aircraft, Part 145 organisations, Part M Subpart G CAMOs and Part M Subpart F maintenance organisations and Licensed engineers.
The main changes:
Timelines:
For ELA1 aircraft, the changes came into effect on the 27 July 2015. A template for the new AMP options described above will be available at www.caa.co.uk/ga from Wednesday 28 July 2015. This may be revised by EASA in September when it is also due to publish acceptable means of compliance and guidance material (AMC and GM). In the absence of current published AMC/GM, the information in the EASA comment response document can be found at CRD 2012-17 (pages 202 to 277).
The introduction of the MIP precedes the new Part M Light regulations that are expected to be adopted in summer 2016. Aircraft owners will then be able to choose either Part M or Part M light and the MIP will then extend to aircraft between ELA1 (1,200kg) and ELA2 (2000kg).
We will issue further updates in September 2015 on the changes relating to MIP. We will also be providing information on the future of LAMP now that these changes have been published.
ELA2 (between 1200 and 2000kg) is going to be really interesting.
Does anyone know what the changes might be in practice?
Peter wrote:
Does anyone know what the changes might be in practice?
As a matter of fact: YES, and it looks good to me:
Summary from the last IAOPA online newsletter
So it sounds like under 1200kg you can do everything by a freelance EASA66 guy.
They need to extend this to 5700kg and then N-reg will have a lot less advantages
My understanding is that these changes have however made the 2000kg figure even more cast in concrete.