As you might know, EASA will change some of its regulations on technical records. The changes will have significant impact on the usage of MRO software and will be applicable to all countries and their operators having a cooperation with EASA

1. Keynote by:
Sander de Bree, CEO
EXSYN Aviation Solutions

2. Sander de Bree
Founder & CEO
EXSYN Aviation Solutions
Publications:
• Human interaction with IT system in Aircraft
Maintenance
• Enhancing Airline Competitive Advantage thru IT
systems
• Aircraft Continued Airworthiness, vision 2030
• (Big) Data in Aircraft Maintenance
• NextGen Aircraft Reliability Monitoring
Welcome!

3. Please meet the
star of the show:

4. www.easa.europa.
eu/rulemaking-
tasks/rmt0276

5. Important to know!
• 1st introduction in February 2014
• No technical consultation from EASA during
proposal drafting
• 3 months NPA consultation started in jan-2017,
now closed for consultation
➢ We’re stuck with it!

6. Why is this important for
operators outside Europe?
• Many countries outside of Europe choose to base
their aviation safety regulations on those of the EU,
due to their modern philosophy, flexibility and
scalability
 A list can be found here
• EASA actively supports these countries by organizing
technical activities and setting up working groups for
the development of regulations based on EU rules
• Expect lessons learned from EASA regulators to be
directly implemented

7. Scope of the
regulatory change
▪ Aircraft Technical Logbook data
▪ How to demonstrate AD compliance
▪ How to demonstrate compliance with repairs and
modifications
▪ How to display compliance with scheduled
maintenance
▪ How to display compliance with component
requirements
▪ Counters and life time tracking on components
▪ Handling of historic data
▪ Management of data corrections and protection
against manipulation
▪ Aircraft Airworthiness data transfer between MRO /
M&E systems
▪ Data integrity protection
▪ System Back-up control

8. Today I would like
to focus on:
✓ Counters and life time tracking on components
✓ Handling of historic data
✓ Management of data corrections and protection againts
manipulation
✓ Aircraft Airworthiness data transfer between MRO / M&E systems
And also look at
what we can do today
to prepare ourselves

9. Highlighted items:
• Counters and life time tracking on
components
• Handling of historic data
• Management of data corrections and
protection against manipulation
• Aircraft Airworthiness data transfer
between MRO / M&E systems

10. Counters & lifetime tracking
• A full in-service history record for time
controlled components must be available in the
MRO / M&E system
• Time controlled parts must be clearly identified
in the system by their part number & serial
number

11. Counters & lifetime tracking
A full in-service history record for time controlled
components must be available in the MRO / M&E
system
TSN & CSN of components can no longer be
unknown in IT systems
• Pool parts have their data sitting across
multiple systems. This will need to be
consolidated
• Centralized parts tracking is very likely to
emerge
• Interface requirements between Pool
providers and airlines

12. Counters & lifetime tracking
Time controlled parts must be clearly identified
in the system by their part number & serial
number
• Non aviation specific manufacture software
repurposed as aviation MRO software
• SAP product number instead of PN/SN no
longer allowed
• The identified system must be able to track
limits in calendar days, flight hours, flight
cycles and landings

13. Highlighted items:
• Counters and life time tracking on
components
• Handling of historic data
• Management of data corrections and
protection against manipulation
• Aircraft Airworthiness data transfer
between MRO / M&E systems

14. Handling of historic data
• An IT system used for Airworthiness purposes
must contain data of a minimum of 24 months of
aircraft operation, with at least 36 months of
Aircraft TechLog data
• Exception is made when aircraft is younger then
24 months. In this case all relevant data since
manufacture date must available
• Historic data must be searchable and be able to
be reviewed in a simple and easy interpretable
manner

15. Handling of historic data
• Any MRO / M&E software implementation
currently taking place at an airline will need to
transfer at least 2 years of historic data for:
➢Same applies for any future MRO / M&E
software implementation
✓ Structural Damages & repairs
✓ Aircraft utilization
✓ Aircraft Technical logbook entries (at least 3 years)
✓ Structural Damages & repairs
✓ Aircraft utilization
✓ Aircraft Technical logbook entries (at least 3 years)

16. Highlighted items:
• Counters and life time tracking on
components
• Handling of historic data
• Management of data corrections and
protection against manipulation
• Aircraft Airworthiness data transfer
between MRO / M&E systems

17. Data corrections & protection
• It must be traceable which user made which
amendments on airworthiness records
• For any data change made, both the original
and changed entry must be available
• Safeguards against unauthorized user access

18. Data corrections & protection
The end of EXCEL in
airworthiness
management
MRO software's will
require full logging of DB
field changes

19. Highlighted items:
• Counters and life time tracking on
components
• Handling of historic data
• Management of data corrections and
protection against manipulation
• Aircraft Airworthiness data transfer
between MRO / M&E systems

20. Airworthiness data transfer
• Airline software architecture must allow for
transfer of the aircraft continuing
airworthiness records data to another
system
• An industry wide/worldwide format for data
transfer needs to be used

21. Airworthiness data transfer
• OEM centralized management systems need
to be opened up to export and transfer of data
• Airlines need to adopt a solution in their
architecture that allows exporting & importing
all aircraft airworthiness data in or out of their
system(s)

22. Airworthiness data transfer
• Any Airworthiness Data Transfer Solution will
need to comply to industry worldwide
format
o Format not defined
o Currently most used formats are:
✓ XML and SGML based on S1000D formatting
✓ Spec2000 expected to be starting bases

23. How about
timelines?

24. RELAX!!!

25. What shall we
do?
1. Download the RMT
3. Set up and implement plan of approach
2. Conduct a fit/gap analysis

26. To Summarize
By Q4 2019 EASA will implement new regulations for technical
records, specifically aimed at IT systems:
• It will impact functional requirements as well as data
requirements
• The days of Excel are numbered, make sure to be ready
for it
• Fit / Gap analysis need to be made by airlines to ensure
compliance and or how to reach compliance
• Cross industry action will be required to address the issue
of component life time values and aircraft data transfer
• It’s T – 2 years

27. A small bonus
1. By Q3-2017 EASA to publish its data security
NPA for EFB & ETL
3. IATA standard for digital record
keeping by 2020
2. Introduction of on board weight &
balance NPA by Q1 2018

28. Thank you!
Any questions
from the floor?
Every day EXSYN
supports +900 A/C
around the globe