Online-Aviation Training Ltd

Your safety training (Human Factor) session is the most valuable SMS tool you have.

Most organisations treat it as a compliance event. Tick the box. Sign the sheet. Move on - that is a serious mistake.

In 2022 EASA mandated SMS into Part-145 via Regulation (EU) 2021/1963. Part-CAMO already had it from 2019.

The UK CAA deadline for Part-145 is 1 July 2026.

The training requirement under GM1 145.A.30(e) no longer just covers Human Factors as it now incorporates SMS as a combined requirement.

The regulation changed.

Many organisations updated their paperwork and changed almost nothing else.

Here is what most safety managers are missing.

A room full of engineers in a mandatory training session is not a compliance obligation.

It is your highest quality, lowest cost, real-time safety data collection opportunity of the year.

Engineers in that room will say things they will never put in a GSR or ASR. They will describe the near-miss on the nightshift that never got reported.

The pressure they felt before an AOG sign-off.

The procedure that nobody follows because it doesn't work in practice.

The tool that keeps going missing.

That is live safety intelligence sitting in front of you.

But only if someone is listening for it rather than presenting slides at it.

The honest questions every accountable manager should be asking:

When did your engineers last raise a GSR or ASR?

Do your engineers actually know what those acronyms mean and why they exist?

Does your safety training session produce actions or does it produce a list of parked issues that never come back?

If the answer to any of those is uncomfortable, the session is functioning as a vent, not as an SMS input.

And the regulation requires more than that now.

Is your safety training a tick box or a tool?

Read more here https://lnkd.in/eY_XySfF



Follow us for more, check out our training courses at www.oat.aero or email [email protected] - Did you know we create courses for multiple companies and re brand it with licensing, we maintain your compliance and admin.

We can offer SCORM compliant and LMS options with mutliple material types as well as customising and or creating custom courses, creating your training needs analysis and have worked with regulators, Part 145, Part Camo and multiple jurasdictions worldwide.

From IT concept to airworthiness reality modern aircraft are no longer isolated machines; they are highly networked systems. Interconnected architectures—avionics networks, SATCOM, maintenance interfaces, and flight-deck communications—support efficiency and operational capability but also introduce an additional hazard vector – Intentional Unauthorized Electronic Interaction (IUEI).

Regulators now increasingly treat cybersecurity not as a “privacy” or corporate IT issue, but as a design and airworthiness assurance concern.

Read more....... https://oat.aero/2026/01/29/aircraft-cybersecurity-certification-evolving-into-core-airworthiness-engineering-discipline-worldwide/

EASA, maintenance and the local deviations.

The European Union Aviation Safety Agency (EASA) Part-66 and Part-145 regulatory frameworks are designed to be harmonised across Europe, ensuring common standards of aircraft maintenance, personnel competence, and safety oversight. In theory, a certifying engineer licensed under Part-66, and an organisation approved under Part-145, should be able to operate seamlessly across EASA Member States. Significant local variation exists, where national competent authorities exercise discretion under the regulation.

EASA regulations are written as “performance-based” rules supported by Acceptable Means of Compliance (AMC) and Guidance Material (GM). This structure allows competent authorities to approve local deviations, alternative means of compliance, or specific authorisations, provided safety objectives are met. As a result, Member States may approve practices that differ materially from those expected elsewhere in Europe. These variations become even more pronounced under Third Country Maintenance Organisation approvals.

A common example is the expanded use of Part-66 Category A personnel beyond traditional line maintenance release roles. In some jurisdictions, Category A staff are authorised to perform and certify tasks within a hangar or base-maintenance environment, including limited defect rectification, rather than purely “simple tasks” on the line. While technically permissible through local procedures and MOE definitions, this can blur the original intent of the Category A licence structure.

Some authorities permit locally approved training pathways where mechanics are trained and examined in only a subset of Part-66 modules, or in isolated elements of a type course—such as hydraulics or flight controls—without completing the full type rating. These personnel may then be authorised, under company and authority control, to issue a Certificate of Release to Service (CRS) for a narrow, task-specific scope.

From an economic perspective, these arrangements are attractive. They significantly reduce labour costs by avoiding the expense of full Part-66 licence progression and type training. They also create a semi-captive workforce: personnel hold approvals that are valid only within a specific organisation, Member State, or third-country context, limiting their mobility and bargaining power. This benefits large Maintenance, Repair and Overhaul (MRO) organisations operating in cost-sensitive markets.

While such practices can remain legally compliant, they highlight a structural tension within the EASA system. Harmonisation exists on paper, but local authorisations and third-country extensions can lead to materially different interpretations of competence, certification privilege, and workforce capability across the global maintenance landscape.

Follow us to learn more and why not check out some of our training courses or email [email protected]

Our Black Friday sale is here, receive 20% off at checkout with code: OATBF20

Engine Oil System – Debris Analysis – General Familiarisation

An engine oil lubrication system is designed to continuously supply oil to engine components, ensuring efficient operation, cooling, and lubrication. This system minimizes friction, prevents overheating, and protects against wear and tear, thereby maintaining engine performance and reliability.

An engine's oil chip debris analysis is crucial for early detection of transmission failures, primarily through regular inspection of Magnetic Chip Detectors (MCDs) and Electric MCDs (EMCDs). This process, vital for line maintenance and laboratory personnel of inspecting MCDs at prescribed intervals.

Regular MCD inspection are beneficial for engine health and performance and can offer benefits including earlier failure detection, scheduled engine removal to reduce airline disruption, lower secondary damage costs, and reduced in-flight shutdowns and delays.

MCD inspection, including removal, examination, and cleaning processes are all important considerations and avoiding debris contamination at all stages of the inspection process is paramount along with procedures for transferring debris onto recording cards for analysis.

In some cases, further confirmation of debris findings is necessary through inspection of oil scavenge and pressure filters. In many cases there are specific methods for scavenge filter inspection, including cutting, flattening, and cleaning the filter elements, and collecting and assessing magnetic debris. The process for pressure filter inspection is important such as the use of non-magnetic containers and appropriate solvents for debris removal.

The subsequent interpretation of results is a guide to considering the engine health internally offering guidance on actions to take when debris is discovered such as analysing debris using visual and optional Scanning Electron Microscope (SEM) processes (often carried out remotely), removing the engine from service for investigation if necessary or in some cases optionally fitting diagnostic MCDs for further analysis.

Learn more about aircraft engines on one of our general familiarisation courses https://oat.aero/gen-fams/ and follow us on LinkedIn.

And don’t forget our OAT Christmas sale – enjoy 30% OFF 🛍️🎁use code OATXMAS at the checkout for your discount 💫 Offer ends 26/12/2023. 🌲

.aero &Whitney

Embraer E170 & E190 Series

Landing Gear

The Embraer 170 has a retractable tricycle landing gear system, with two main landing gear
(MLG) assemblies and one nose landing gear (NLG) assembly.

The landing gear is also responsible for allowing the aircraft to taxi and move about the airport as us required.

This means functions like braking and steering must also be available on the landing gear.

The MLG assemblies are telescopic and retract sideways into the wing and fuselage.

Each MLG assembly incorporates two wheels with multi-disk carbon brake assemblies.
The NLG assembly is telescopic and retracts forward into the fuselage.

The NLG assembly incorporates two wheels with a hydraulic nose wheel steering mechanism, allowing the aircraft to turn on a taxiway as narrow as 20 meters.

During normal operation, the landing gear system is electronically controlled and
hydraulically operated.

Why not follow on LinkedIn (https://lnkd.in/eH-D662a) to learn more on our Embraer E170 & E190 general familiarisation course :

https://lnkd.in/ewxMHDeE
differences-course/
.aero

Boeing 737NG General Familiarisation –

Flight Deck Window Heating

The flight deck anti-icing system uses electrical power to give heat to the flight compartment
windows and prevent ice forming – the heat also improves durability in the event of an impact (such as a bird strike for example)

The flight deck windows are numbered 1,2 and 3 LH and RH – the number 1 is the most forward and the number 3 is the most aft.

The window heat control units (WHCUs) are part of the control cabin window anti-icing system and as such monitor window temperatures and control power output to the windows.

Thermal switches monitor window temperature and control power to the left and right window 3
and are not controlled in the same way as windows 1 and 2.

Why not learn more about the aircraft on either the 40 Hour Level 1 (I) Boeing 737 NG General
Familiarisation Course or look at some of our other courses and be sure to follow us on LinkedIn.
.aero #737

🎉2 years since the launch of OAT.aero!🎉

As a thank you to our customers, we have decided to run a competition to win a gift card worth £500! This gift card can be used to purchase any course(s) listed on our website.

To be entered in to the competition, follow the steps below ⬇️

✔️ LIKE AND SHARE THIS POST
✔️TAG A COLLEAGUE
✔️ FOLLOW OUR PAGE

Competition closes Midnight on Sunday 12th March 2023 (GMT)

Winner will be announced next Saturday @ 20:00 (GMT)

OAT.Aero – Aircraft composite material evaluation – Material Types and Damages.
You can see on the example that we have many different types of damage shows including
Type A = ​Delamination
Type B = ​Disbond
Type C = ​Core Damage
Type D = ​Delamination/disbonding impact damage
So, what’s Monolithic structure and Honeycomb Sandwich?
Monolithic structure is basically made from multiple layers of tight fibre’s which are then linked with a matrix (basically a resin of some kind) moulded to a specific shape or contour. A honeycomb structure has a sandwiched “core” that is encased by skins.
Want to learn more – follow us on LinkedIn or why not checkout our courses including our Aircraft Composite inspection Course Management https://lnkd.in/dscnQub
.aero

NEW COURSE LISTED

Our General Familiarisation Course offers a fantastic opportunity to become familiar with the Boeing 787-8/9/10 as fitted with General Electric GENX & Rolls Royce Trent 1000 Engine Types; the course covers the key differences between the different variants and additional systems not found on the -8 variant.

To celebrate the launch of this new course, we have applied a 10% discount that is only available for 1 week!

To find out more, or to purchase your course, visit :

https://lnkd.in/erGNZcM5

Boeing 787-8 & 787-9 General Familiarisation - Online Aviation Training Boeing 787-8 & 787-9 General Familiarisation course. Online learning, instant access.

737 Landing Gear

There is a frangible fitting installed under the structure which the main landing gear wheel will pass on its way up when being stowed for flight. This fitting removes up pressure from the main landing gear actuator when a damaged, spinning tire moves into the main landing gear wheel well.

It does this if the tyre is damaged - the damage will hit the frangible fitting and break it; in turn the hydraulic pressure in the up line leaks away and the pressure drops and the gear extended’s again. This prevents damage to the main landing gear bay components.

Why not follow us to learn more or purchase our 737 NG gen fam.

https://lnkd.in/gPUZQcn