EASA Regulatory Training Organisational Compliance & Requirements

Posted in Uncategorized by admin @ Aug 18, 2010

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.

Aviation and Business Users Seminar in Sofia, Bulgaria

Posted in Uncategorized by admin @ Jul 26, 2010

Avisa-ee and Middle East Aerospace Consortium are pleased to announce that we are Co-Sponsoring the Aviation and Business Users Seminar to be held in Sofia Tues 12 October 2010 in Metropolitan Hotel, Sofia. The seminar is being focused on the needs of both the Commercial Air transport and Business users market with a unique opportunity to become part of a new consortium of Eastern European Business Users. In addition all attendees will be entitled to a free 1 year membership of the EEAC a saving of 395 Euro.
To register for the event please fill the registration form, scan it and send it to office@avisa-ee.com.

SMS for Maintenance

Posted in Uncategorized by admin @ Jul 13, 2010

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 of Fuel Tank Safety Training

Posted in Uncategorized by admin @ Jul 5, 2010

Numerous Fuel Tank events over more than 40 years have led to in excess of 500 fatalities.
The biggest by far being the tragic loss of Flight TWA 800.
Avisa-ee provide fuel tank safety training either at our training facility in Sofia Bulgaria or at your own facilities. See www.avisa-ee.com for details of available training courses both in company and open.
After the TWA Flt 800 incident accident investigation the FAA issued Special Federal Aviation
Rulemaking (SFAR) 88, set up committees to investigate – ATRSAC – and issued a number of advisory circulars. Both the FAA and EASA have mandated mandatory Fuel Tanks Safety Training. Within the EU the JAA issued JAA INT/POL 25/12 and JAA TGL 47
Requirement. (Still a valid document within the EASA environment).
Fuel Tank Safety Training is a requirement of EASA Part 66, EASA Part-M and Part-145 regulations, which requires that personnel involved in Continued Airworthiness Management and Maintenance of Aircraft Fuel Systems, are given suitable training appropriate to the job junction either as a -phase 1- “once” only training or as a 1 day -phase 2 – 24 month recurrent training.
IAW EASA Decision 2007/001/R/2007/002/R amended by ED Decision 2009/007/R
24/03/2009. requires Fuel Tank Safety Training to understand the requirement for In Service Management of Fuel System Safety
Amongst the requirements identified organisations will be required to demonstrate:
Continued Airworthiness Management including maintenance program’s, modifications and
Service Bulletin assessments. The Quality Assurance Program will have to include appropriate audit criteria to ensure compliance.
In addition the organisation will be required to develop effective Maintenance Procedures, Critical Design Configuration Control Limitations (CDCCL) management procedures.
Also to ensure training is provided in Inspection and Repair standards.
Amongst the areas covered during Fuel Tank safety training are Maintenance Planning Documents. MOE and CAME procedural requirements.
Avisa-ee Fuel Tank Safety Training includes an understanding of the following:
In-service maintenance of Fuel Tank Ignition Source, Suppression and Flammability Reduction features. Nitrogen Inerting Systems and safety precautions.
Understanding the Training Requirements:
Part-145 Fuel Tank Safety Training applies to Aircraft, Engine and Component Maintenance.
Phase 1 Managers, QA personnel, Stores Personnel, staff not directly involved in Maintenance. Phase 2 Part-145 personnel directly involved in maintenance, maintenance planning and staff involved in developing procedures. Also to be considered is the fact that training to be carried out before any maintenance task is commenced on aircraft or components by the maintenance staff.
Part-M Fuel Tank Safety Training applies to Subpart G approval holders and operators with aircraft with 30 seats or more and/or a payload above 3402 kg. For CAMO and other staff as detailed below.
Phase 1 Quality Inspectors, ARC signatories, Maintenance Programme
specialist managers. Phase 2 Airworthiness Management Staff, Continued Airworthiness Manager, Part M – Subpart G Maintenance staff.
Phase 1 Fuel Tank Safety Training should have been completed in the first quarter of 2009 but in all cases Fuel Tank Safety Training should be completed before the end of 2010.
Learn More About Fuel Tank Safety Training

Aviation English Training

Posted in Uncategorized by admin @ Jun 25, 2010

Avisa-ee are pleased to offer the aviation community through Eastern Europe. We welcome the opportunity to offer to the many varied Airport employees the opportunity to receive specific and dedicated Aviation English Training. Whether you are working as Ground Handling, Ground Services, Customs and Immigration Passport Control or Security you will enjoy and benefit from our Aviation English Training Programs. We have also developed a specific Cabin Crew 2 week training.
All our Aviation English Trainings are delivered in a variety of ways including the work place in durations to suit the needs of the trainees. At Avisa-ee we understand the importance of effective Aviation English Training. This role related Aviation English Training has been developed by English speakers to be relevant, effective and meaningful. Studying in an Aviation Context. Aviation English Training is intensive and focused, and can be delivered either in the work place or can be delivered at the training center in Sofia Bulgaria. Aviation English Training may be delivered in durations to suit the needs of the trainees or the employer.
Typical training course length of 2 weeks, allows the delegates to cover a huge amount of material and to benefit individually from this training. To ensure effective training the class sizes may have up to 16 delegates.
Not only are the class sizes regulated for to ensure effective delivery. We operate a Quality Control program to ensure the consistency of delivery. For all our Aviation English Training courses. Our 2 Week Aviation English Training course for Airline Cabin Crew is specific and focused on the various customer and activity related elements within the cabin environment. We believe we are offering a unique course which is focused on the following specific groups of Airport Staff namely, Immigration Security and Customs and Passport Control Services. Dealing with 100’s of customers per day this is a genuine opportunity to improve the customer experience focused and related to the context of the role within the airport. Aviation English Training is focused and dedicated to delivering the actual needs of the staff.
Within the Airport the ground handling companies provide an essential service to move the passengers through the airport and onto the aircraft Avisa-ee offers a 2 week training for Ground and Passenger Services Staff. Customer satisfaction is a key element of promoting your business and Aviation English Training leads not just to better English but to better communication but an increase in the overall satisfaction of the customer experience.
Avisa-ee also provides a 2 week Aviation English Training dedicated to the needs of the Airport Ramp Handling Staff to improve service provision to foreign clients.
Aviation English Trainings may be delivered by our affiliates within many eastern European Countries For details of any of our trainings please go to the Avisa-ee website www.avisa-ee.com

EASA The Need for Electrical Wiring Interconnect System (EWIS) and Fuel Tank Safety Training (FTS)

Posted in Uncategorized by admin @ Jun 25, 2010

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

Electrical Wiring Interconnect System EWIS Training

Posted in Uncategorized by admin @ Jun 24, 2010

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.

Training for EASA Part 147 Accountable Manager and EASA Part 147 Organization Post holders.

Posted in Uncategorized by admin @ May 20, 2010

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.
EASA Part 147 is the regulatory approval appropriate for Engineering and Maintenance Training organisations. Approval may be sought either to deliver basic training to qualify the engineers to EASA Part 66 Standard in Categories A, B1 and B2 or to provide Existing EASA Part 66 Engineers with the training to qualify for the issue of a type rating in a particular Aircraft Type.
Each Aircraft type, which is valid on the Aircraft Maintenance Engineers License, must be supported by a full EASA Part 147 training course of appropriate duration.
Positions of authority within the organization such as EASA Part 147 Accountable Manager or EASA Part 147 Post Holder are required to be acceptable to the Competent authority or in the case of non-European “ Third Countries” directly by EASA. In the case of EASA 147 Post Holders the approval is managed through the EASA Form 4 Process.
Avisa-ee are pleased to be able to offer a 1 day training covering a full understanding of the regulatory requirements associated with Organisation Approvals – Continuing Airworthiness Organisations related to Regulation 2042/2003, Annex IV – Part-147. The training focuses on the roles and responsibilities of the 147 Accountable Manager and Post holder
EASA Part 147 establishes the requirements to be met by organizations seeking approval to conduct training and examination as specified in EASA Part-66.

The training focus on 5 specific sections covering the following:

AMC to Part-147 SECTION A PROCEDURES FOR TRAINING ORGANISATIONS
AMC to Part-147 SECTION B PROCEDURE FOR COMPETENT AUTHORITIES
MTOE MAINTENANCE TRAINING ORGANIZATION EXPOSITION
Guidance Material SECTION A For the training organization
Guidance Material SECTION B For the competent authorities.

Avisa-ee training is carried out either on site at our training center or at the customers own facility
The training covers all the regulatory requirements concerning the effective management of an EASA Part 147 training organization plus an in-depth understanding of the Roles and Responsibilities of an EASA Part 147 Accountable Manager and EASA Part 147 Post Holder
As well as Training and consultancy Avisa-ee is able to assist you to write your MTOE Maintenance Training Organization Exposition, which must be approved by the competent Authority as part of the process to gain organizational approval.
If you would like additional information please visit our web site www.avisa-ee.com
Or email us at Office@avisa-ee.com

The Challenges facing EASA – Part M Subpart I

Posted in Uncategorized by admin @ May 11, 2010

EASA Part M Subpart I refers to the organisations responsibilities associated with the maintenance of the Airworthiness Review Certificate ARC the associated document to the no expiring C of A
The ARC may be either issued or recommended by an Subpart G organisation with ARC privileges (depending on the size of the aircraft and whether the aircraft is Commercial Air Transport – CAT) either directly on its own aircraft of through the process of recommendation to the regulator.
EASA Part M has been around officially since Sept 2003, Historically part of JAR OPS when in 1998 the Operator was identified as key player in maintaining the integrity of the Continuing Airworthiness across the fleet although only recently did it include General Aviation. Part M Training is recommended as an effective way of understanding the rules, regulations, requirements and relationships.
The introduction of the EASA Part M Subpart I requirements across the entire industry is relatively new. With the GA area only really coming on stream fully since Sept 2009, Several ARC issues which remain unresolved are discussed in depth during the 1 day intensive training
EASA Part M Subpart I Training is specifically appropriate for key CAMO staff as for example a precursor to a Form 4 application. One of the changes to the regulations has meant that CAMO staff not holding Subpart I approval could never the less sign for ARC extensions as part of the Subpart G privileges.
Avisa-ee
and its parent Avisa UK have been providing Part M training at the highest professional standards of delivery. The 1 Day EASA Part M Subpart I Training course gives you an effective insight into the effective management of the ARC process

Our EASA Part M Subpart I training courses are delivered by Trainers with a wealth of experience in the field and an immense amount of practical relevance is included throughout the presentation. Typically the instructor is an ARC signatory with currency across a range of aircraft

EASA Part M Subpart I training considers the challenging areas including moving aircraft into the European Arena for the first time as well as simply moving an aircraft from one EU country to another and the recognition of regional and country difference have a created a less than equal playing field

Avisa-ee is able to deliver EASA Part M Subpart I training either at our training facility in Sofia or at the customers premises with 6 students or more it is very cost effective for EASA Part M Subpart I to be carried “on site” Avisa-ee is pleased to support your Part M training needs and welcomes your contact please email office@avisa-ee.com

“Walking The Line” by Steve Bentley

Posted in Uncategorized by admin @ May 11, 2010

During many years of quality auditing in airline and MRO environments, says Steven Bentley, it has become apparent that a well managed, effective Quality System will not just save the organisation money – it may one day save the organization.
A Quality System is Quality Control(QC) plus Quality Assurance (QA)
– QC being the delivery of theprocess and procedures required to demonstrate compliance and QA being the
delivery of the organisational product that complies with all regulatory and company requirements. This should be the lifeblood of any organisation, integrated into every facet of the company. When this is the case, organisations can excel in the delivery of the product or service and are well placed to react quickly and efficiently to any identified shortfall. In addition, an effective Quality System that follows the QC/QA 80/20 rule can deliver significant savings by reducing waste and inefficiencies.
However, many organisations develop what could be considered a bolt on, rather than an integrated solution, and are driven primarily by the need to satisfy the regulator that a compliant Quality System is implemented. This means they miss the opportunity to benefit from the savings which arise from a truly effective Quality System. Even though such a bolt on arrangement often complies with the minimum of regulatory requirements, it usually falls far short of a system that is fully supportive of, and provides tangible benefits for, the organisation.
Responsibility
Who is responsible for quality in an organisation? An answer that is often given is the Quality Manager. This is partially true, but is not correct – the Quality Manager is responsible for Quality Assurance but should not be responsible for Quality Control. There are actually two correct answers. Legally, the correct answer is the Accountable Manager, who signs a statement to the eff ect that he or she accepts responsibility for the organisation complying with not just quality, but also all safety requirements. the other answer is ‘we all are’, which means everyone within the organisation has a shared responsibility to ensure delivery of a quality product. This is an important message that must be communicated to the workforce in a meaningful and eff ective way – a challenge that also highlights the need for effective communication.
The Accountable Manager position is a serious and demanding role, and it is important that there is a strong and eff ective team of competent and knowledgeable post holders to back up quality assurance and safety management to ensure that quality and safety are, or become, fundamental attributes within the organisation. Safety is playing an increasingly important role and Safety Management Systems (SMS) are particularly important in an eff ective organisation. this is especially relevant with the need to demonstrate compliance with ICAO annex 6 Safety Management System requirements, which have become effective since January 2009.
For the delivery of an eff ective Quality and Safety Management System, the more information regarding the organisational compliance status that is available, the morefocused the decision making of those involved will be. However, compliance management becomes difficult without the availability of an electronic oversight system, as a huge amount of documentation needs to be managed. this includes: policies procedures and manuals, both internal and external; showing the status of conformity ona continuous basis; planning, scheduling and recording the performance of audits; developing an approved database of acceptedsuppliers, allowing for a range of audit options from postal audit to continuing oversight; and the engraftation of corrective actions (discrepancies) with an automatic follow up process for outstanding discrepancies.Where does the Quality Manager fit into thisstory? They are responsible for the delivery of an eff ective QA system. Interestingly, therehave been a great deal of regulatory requirements written on the responsibilitiesof the Quality Manager, and far fewer regarding the responsibilities of the post holders to deliver eff ective quality control.
Effective system
To deliver an effective quality system requires a fundamental understanding and a recognition of the differences between QA, QC and Safety Management, and someone who is responsible for delivering the various elements. The key to QC success is to set and manage the company standards, making regulatory compliance an easier goal to achieve. There are three steps to achieve this. The first is the management of the documentation to ensure the procedures are necessary, effective and efficient; the second, but just as important, is the understanding of these procedures by the workforce to include, where necessary, appropriate training; and the third is the management of competencies to ensure the staff are qualified, capable and, indeed, motivated to deliver the process required in an effective way. Unless the organisation has effective control of these elements, it is in effect fighting with one arm behind its back. It should also be accepted that to promote effective QC, the process and procedures must belong to the post holder or line manager, even though the Accountable Manager holds ultimate responsibility. This retains the independence of the audit, but, more importantly, ownership of the procedure is an intrinsic element of delivering effective quality control. The process is overseen by, and is usually delivered through, company controlled documentation manuals, forms and procedures, such as Ops Man Gen Part A, Maintenance Organisation Exposition and Continuing Airworthiness Maintenance Exposition. The role of QA is two-fold. As described, it is to demonstrate that the organisation complies with all regulatory requirements. However, there is a more fundamental role: to share with the post holders and the Accountable Manager the deviations within the system from the company processes and procedures, as well as discrepancies as a result of non-conformity with regulatory requirements.
Some people believe that up to 20% of profit is lost by airlines due to wastage and inefficient procedures. Identifying such shortfalls may not automatically be within the remit of the QA system because it may not necessarily fall foul of any company or regulatory requirements. So the company has to have mechanisms to bring together the QC process, the safety management process and to compare them with wastage, which could be late departures, ground damage, over fuelling or inefficient routeing. Considering that an effective Quality System consists of 80% QC and 20% QA, it is apparent that effective QC is an essential part of a successful Total Quality System (TQS).
TQS
There are three steps to build an effective TQS: capture data and process it in a way which identifies wasteful processes; use this data to drive efficient changes in procedures that will benefit the organisation; and use the Quality Audit System (QAS) to ensure that the organisation is following all processes and procedures correctly. This includes manpower that is sufficient, trained and has its competencies managed; processes and procedures that are documented, effective and relevant; and ensuring that all supporting facilities equipment or infrastructure are appropriately controlled and managed. For an efficient QAS, six small audits in a year will yield far better results than one big audit that might satisfy a regulator. Quality
findings are reported to the responsible person or post holder. This is necessary for the accomplishment of corrective action and to close the loop, but equally important is the measurement of the data to generate a corporate understanding of status and trends: without such data, it is very diffi cult for an organisation to develop eff ective change strategies. this can be accomplished through a monthly presentation of the quality status of the major fi ndings from the preceding month, the current outstanding issues, and the planned audits for next month; forming the essential elements of such a briefing should take no more than 20 minutes. The development of an eff ective QAS should: look at and ensure compliance with regulatory
requirements; look at and ensure the eff ective delivery of in-company processes; and frequently sample the product to ensure it meets company as well as regulatory standards. In addition, an eff ective QAS will carry out a significant proportion of surveillance to validate the quality system.
Integrating quality and safety Quality and safety are first cousins – sometimes the Quality Manager is also responsible for safety, in larger organisations a separate Safety Manager will be found. the role of the safety system is to assess risk and consider the severity of potential issues, and develop appropriate response strategies and to bring this to the attention of the Accountable Manager and post holders. The more data that is available to work with, the more effective the SMS system will be. The Quality System can supplement the data feed into the SMS system, but essentially it should be understood that the quality system is performing audits to ensure the organisation remains compliant with regulatory and company requirements, whereas the SMS system is required to proactively identify potential weak points in the organisational system. These diff erences should be clearly understood by all key individuals.
To bring it all together in an eff ective TQS, an organisation needs to ensure that there is a robust structure with clearly defi ned roles and responsibilities from senior management down. It is important to have clear, concise and appropriate procedures, which are understood by trained and competent staff with managed competencies, and a strong quality audit system to bring to the attention of senior management deviations not just from regulatory requirements, but from company procedures as well. There needs to be a process to measure organisational deficiencies and inefficiencies, and to use the company tools, including the Quality System, to gather the necessary data to analyse and understand the problems and to make appropriate changes within the organisation. Finally, we require a connected SMS system that sits alongside and complements the Quality System. Organisations able to bring this together truly benefi t from an integrated and eff ective Quality System.