Fly Lah!

Let me put this way...If MIAT alone run the EASA program, we directly know that MIAT is illegally run the program without the EASA Authority approval hence they're not approved Pt-147 training org either..

So,they made a plan to collaborate with AERO-Bildung Germany which we all know approved Pt-147 training org. When the student completed and passed the 13 modules as they should in 2 years time,the organisation that issued the certificate of recognition is AERO-Bildung not MIAT; that they need it to apply for collecting work schedules in 2 years time.

In fact,there's a Germany guy from AERO-Bildung who supervise the program at MIAT.

What we should hesitate is,if there any training school who offer the EASA program,one question that we should ask is do they apprroved to run the program?

I've heard one training school at Perak (not remember) & NILAI College also offer EASA program. One of my colleague told that POLI Shah Alam also include EASA module in their syllabus but they study CAT A (correct me if i'm wrong)..tepuk dada tanya selera..

What do you mean by the 2 years privilege as other Pt-147 org?

Aviation legislation tells it all

ooo now getting clearer~
thats mean in this case, aero-bildung is the one who conducting the EASA program but just the location is in MIAT and miat holds no approval from EASA because inti claimed that they are the first in the region who hold a second site examination approval from EASA. Anyway, the students still get the pt66 certificates in the end.
Believed me, this glitch in EASA pt-147 regulation will be fixed soon!

but i suddenly i discovered a thing... might be small, but that does make a different between inti and miat~
wahahaha

2 cents worth questions to ARMIN !

UniKL MIAT is a Satellite to Aero Bildung Gmbh - no doubt about it! Same goes to Nilai - AST, Scotland Satellite....heh heh always like to do short cut la you guys........

1. Which National Aviation Authority NAA in Europe that will issue the Part 66 licence to MIAT EASA Part 66 trainees (how many of you now?) , assuming you have completed all the modules + working experiences (which MRO in Malaysia, they recognised as the EASA Part 145 working experiences? Do they accept Malaysian General Aviation companies working experience?).

2. And...if it is GERMANY NAA who are going to issue the licence......is there any 'MONEY BACK GUARANTEE' assurance from your so called collaboration partner Aero Bildung (the actual Part 147 approval holder), since your examination/teaching is in English...but their trainees in Germany are taught in Deustch (German la) . Have they audited the questions that was originally translated from German to English in MIAT?

3. Lastly, have you checked with DCA, Malaysia Airworthiness Section....do they accept German Part 66 licence to be converted into DCAM licences? If yes, any limitations whatsoever?......if not...(hmm... i guess the German guy can give his RM80k worth of advice to you)

Sepeng.......good explainations on the DCA, Malaysia licensing story - can you post a flow chart or something heh..heh..but you charge 5 cnts per download.

roger and out......

niner mike

salute to ppl who post all of this!!!

U got it right sepeng..the students studying EASA at MIAT is registered directly under Aero-Bildung..they just borrow MIAT for the place the study and Miat's Lecturer to teach the students.That's all..

Sepeng,are u EASA student?where do you study?

Without a type rating, there are NO priviledges, as such you are NOT a licensed aircraft maintenance engineer. period.

sepeng wrote:When you got LWTR, you are an engineer~ with or without type rating!

I want to ask about work schedule. In EASA, do the work schedule must collect in part 145 company? Or the company which jz approved by DCA? If collect the work schedule which are not approved by EASA, do the EASA approved it?

Dear Greengrape,

First of all, can you tell me which work schedule approved documents you are going to use? DCA punya ka? Your school punya ka? Or sendiri buat punya ka? Or the FAMOUS CAP 741 tu ka?

Do you know who hold EASA approved maintenance organisation Part 145 in Malaysia?

And when you mentioned EASA, which EASA you are talking about? EASA HQ yang kat Cologne tu ka?EASA EU Countries ka(such as UK)?EASA clones yang kat NILAI dgn SEPANG tu ka? Heh..heh...just asking lor

niner mike 9M

Ninermike !! You just ruined their business!!!

That is the reason y said i discovered something.... and refused to point out. Since you already pointed it out, den let us ruin their business together

Generally, is the matter of time, someone (most probably INTI, i wont becoz non of my business) will poke MIAT's back with butcher knife at EASA. The main reason is their Pt66 exams no longer under direct supervision of EASA or in another term NO QC. What will EASA do? Calling Aero-bildung to stop everything or suspend their Pt147 for violation?

Next is the maintenance practice during the course must be in EASA Pt145 MRO with EASA approved syllabus, that mean everything is under EASA supervision. Maybe there is an exception for German NAA. That you might need to check it out first. As malaysia's Pt145 MRO is less than a frog's fingers... Miat is definitely not complies with the rules.

Lastly or the most concern is the licensing. Ninermike already pointed out. What i wanted to stress here is, even all Pt66 is regulated under EASA, but internally the differences between European NAAs are there. So, for DCA, i really doubt they will accept other than CAAUK issued licenses. Samething applies throughout commonwealth countries.
For those about to in, you r lucky because better choice always there. For those in, you r f....

-- Sat Oct 24, 2009 7:08 pm --

GreenGrape wrote:I want to ask about work schedule. In EASA, do the work schedule must collect in part 145 company? Or the company which jz approved by DCA? If collect the work schedule which are not approved by EASA, do the EASA approved it?

CAAUK accept all work schedules. Provided the work schedules MUST be collected from LIVE & REGISTERED aircraft. Here comes the tricky part.
The regulations stated 2 years of work schedules are referring to Pt145 COMMERCIAL MRO. What they looking for is the complete exposure to all parts of aircraft (work schedules cover all ATA chapters). And if you are working in those NOT pt147 "garages", you will definitely need 1 or 2 years more of work schedules and still they will consider them as well.
Here is a personal story, one of my fren, he was working in a private flying club. And after he completed 2 years of work schedules, he summited them to CAAUK. However, his application was rejected due to incomplete of work schedules. Because the aircraft he work with has no retractable landing gears That is what he told me.

So, for german NAA, im not sure about....