Not surprisingly, the sub-part documentation was re-discussed – the participating groups (with the exception of Transport Canada) addressed this issue at an informal meeting in June 2016 under the auspices of the Joint Coordinating Board of the FAA-EASA Joint Administration following the International Conference on Agency Security – including the Standard Commercial and Commercial Parts (COTS) and the current requirement in the Maintenance Annex Guidance (M AG), that they must be accompanied by a form 1 or 8130-3 during installation. Subject to maintenance agreement. Although EASA will soon adopt a proposed amendment (NPA) to reduce the number of parts for which Form 1 is required (possibly the conditions required for subsequent amendments to the MAG), the settlement process will take longer and be uncertain. Le Nov. 9 and 10, the four-page Maintenance Team (MMT), consisting of the FAA, Transport Canada, EASA and Brazilian ANAC, met in Ottawa to discuss issues related to existing bilateral maintenance agreements. MMT is similar to the nearly 10-year-old Qualifications Management Team (CMT), and the four authorities took advantage of this first formal meeting to present governance plans, including annual meetings and related sector days. The Group`s official charter is expected to be finalized by the end of the year. AMC M.A.501 (a) 5(a) /AMC 145.A.42 (a)1 bis) refers to a declassification document issued by an organization in accordance with the terms of an existing bilateral agreement signed by the European Community. Such agreements are currently being signed with: among the important topics that have been discussed with the industry was the expected publication of FAA-EASA MAG rev.
7, the new (but not yet effective) signing of the Implementation Maintenance Procedures (PMI) between the FAA and anAC, the revision of the TCCA-FAA MIP, which will come into force in mid-November, and the authorities` contingency plans for a “hard” Brexit. In this regard, the FAA, TCCA and ANAC rely on the implementation of bilateral agreements necessary to maintain air relations with the United Kingdom similar to those that exist today. EASA is preparing for a hard Brexit by processing applications for authorisation from UK companies from third countries, including those relating to maintenance. As the title of this article indicates, how many bilateral agreements on aviation safety are there between and between the four authorities involved in MMT? Keep reading to see the countdown….