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RAVEN Aerospace Learning Experience Platform Leading the way in Digital Aviation Courses for Beginners and Professionals ✈️ Find our online courses here: https://raven.aero/coursecatalog

Why does flying from Lagos to Nairobi so often mean connecting through Europe?Not geography. Regulation.African states a...
10/10/2026

Why does flying from Lagos to Nairobi so often mean connecting through Europe?

Not geography. Regulation.

African states agreed to open up intra-African air services back in 1999, in the Yamoussoukro Decision. It largely stayed on paper. The Single African Air Transport Market — launched in 2018 as an African Union Agenda 2063 flagship project — is the effort to finally give that agreement effect.

What changes between member states:

→ Third and fourth freedom rights without bilateral negotiation
→ Fifth freedom rights on intra-African routes
→ Capacity, frequency and aircraft-type restrictions lifted
→ More than one designated carrier per state

The treaty text isn't the obstacle any more. Implementation is — national protections, visa regimes, taxes and charges, and airport infrastructure.

Worth understanding properly if your work touches route planning or African market entry. 💡

09/10/2026

Here's a failure that never feels like a failure until it gets expensive.

RVSM approval isn't something you get once. It's a maintenance state: altimetry systems, static ports and the skin around them, air data computers, and every task your RVSM maintenance programme flags as RVSM-critical.

A repair near a static port that leaves the surface slightly out of tolerance can quietly cost you height-keeping performance. Nobody sees it in the cockpit. You see it in a monitoring result months later.

And the moment RVSM approval lapses you lose FL290–410 — longer routes, more fuel, an aircraft earning less than the one beside it.

Our RVSM Continued Airworthiness & Maintenance course (€75) is written for CAMO continuing airworthiness staff, Part-145 avionics and structures certifying staff, and the planners who schedule those tasks.

Enrolment link in the first comment 👇

05/10/2026

A question for anyone working continuing airworthiness this week.

Before an airworthiness review is recommended, three record sets have to agree:

→ What's physically on the aircraft — every mod, STC and repair
→ AD and SB status, assessed against that actual configuration
→ Maintenance programme tasks whose effectivity matches it too

In most organisations those three are owned by three different people. The mod gets embodied, the configuration list is updated, and the other two quietly drift.

It's almost never a technical failure. It's a handover failure.

Worth trying: pick one mod embodied in the last year and trace it through all three lists. 💡

Details of our Part-M & Part-CAMO Specialisation in the first comment.

Quick one for anyone who builds a roster — or flies one.Three clocks run on every crew duty, and they're nested inside e...
03/10/2026

Quick one for anyone who builds a roster — or flies one.

Three clocks run on every crew duty, and they're nested inside each other:

Duty Period — report to release. Everything the operator asks of you, including ground duties, training and positioning.

Flight Duty Period — report to on-blocks of the last sector. This is the one the EASA limit tables actually constrain.

Block Time — off-blocks to on-blocks. The narrowest, and capped cumulatively over 28 days and 12 months.

The common rostering mistake is checking one and assuming the other two followed. They don't. FDP shrinks as sector counts rise and as report time drifts into the Window of Circadian Low.

Then add acclimatisation state — B, D or X — and the same report time can produce three different legal limits for three crew members on the same aircraft. 💡

Excerpt from our EASA Flight Time Limitations module. What's the trap that catches your team most often?

Here's a question worth putting to your stores team this week: what happens when a complex component turns up with nothi...
02/10/2026

Here's a question worth putting to your stores team this week: what happens when a complex component turns up with nothing but a Certificate of Conformity?

If the honest answer is "we'd probably accept it, the paperwork looked fine" — that's the CoC Trap, and it's one of the most common ways an unapproved part gets past the receiving bay.

Incoming inspection is the cheapest place in the whole maintenance chain to catch an unairworthy part. It's also, in most organisations, the least-trained.

Our EASA Part-145 Stores Incoming Inspection course covers the regulatory framework (145.A.42, 145.A.25, 145.A.30), the Three Quality Gates defence, validating the EASA Form 1 — especially Block 12 — the Component Acceptability Matrix, FAA dual releases, and the formal quarantine process that triggers reporting under 145.A.202.

Built for logistics officers, warehouse personnel and goods receiving inspectors, plus the QA auditors and purchasing staff who maintain the Approved Supplier List.

€130, and it turns a receiving bay into a genuine first line of defence. Enrolment link in the first comment 👇

There's a moment in every CAMO career where the regulation stops being reading material and starts being your actual job...
28/09/2026

There's a moment in every CAMO career where the regulation stops being reading material and starts being your actual job.

You can quote M.A.302. But can you build the maintenance programme from its programme basis, keep it alive through reliability data, and defend the whole thing at an audit?

That's the gap our Part-M & Part-CAMO Specialisation course was built to close. It walks through each core CAMO process — the AMP, reliability with alert levels and escalation, AD management end to end, defects and deferrals, records, and the M.A.901 airworthiness review — using waypoints drawn from anonymised real CAME structures across business aviation, ACMI, airline and seaplane operations.

It also includes the full Familiarisation course, so you're never paying for the same content twice.

If you work in continuing airworthiness and want the how rather than another overview, the enrolment link is in the first comment 👇

Saturday micro-lesson for the maintenance and CAMO crowd. 💡RVSM gives you 1,000 ft of vertical separation between FL290 ...
26/09/2026

Saturday micro-lesson for the maintenance and CAMO crowd. 💡

RVSM gives you 1,000 ft of vertical separation between FL290 and FL410. The reason that is safe is that every aircraft's total Altimetry System Error has to stay inside a budget — and protecting that budget is an airworthiness job, not an operations one.

So the following are RVSM-critical tasks, not cosmetic:

→ Static system leak checks
→ Pitot/static probe alignment
→ Skin-waviness and surface-contour checks around the static ports
→ Configuration control on any repair or modification in that region

The one that bites: a skin repair can be structurally sound, properly signed off, and still push the aircraft outside its ASE budget. You often don't find out until periodic height monitoring — every 2 years or 1,000 flight hours.

Also worth repeating: BITE is not a calibration tool.

Our RVSM Continued Airworthiness & Maintenance course runs about an hour and walks the chain from ICAO Doc 9574 through CS-ACNS, Part-SPA and Reg (EU) 1321/2014. Link in the first comment.

23/09/2026

A question for anyone running a Part-145 organisation: when did your human factors training last change anything on the hangar floor?

Not the training record. The behaviour.

Human error sits behind 70–80% of aviation accidents and incidents, and maintenance is frequently a primary or contributing factor. Yet HF training is often the session squeezed into whatever gap the roster leaves — which means the parts that matter most get trimmed first. Shift handover. Fatigue. The unsafe norms that outlive every procedure revision.

Our Part-145 Safety & Human Factors Training covers the full GM1 145.A.30(e) syllabus, uses real historical case studies rather than definitions, and runs asynchronously so certifying staff, technicians and supervisors can complete it around shift patterns instead of being flown to a classroom.

Worth a look if your next HF cycle is coming up. Enrolment link in the first comment. 👇

21/09/2026

Quick one for the continuing airworthiness crowd. 👇

EASA issued AD 2026-0134 on 9 July, superseding Emergency AD 2025-0268-E on certain A320 family aircraft. The original EAD went out on 28 November 2025 after a software update introduced a susceptibility in an onboard computer. The new AD adds clarifications and alternative methods of compliance.

Here's the part that catches people out: a superseding AD isn't a paperwork swap. Applicability has to be re-run against your current fleet configuration. The AMOC decision has to be made and justified. The AMP task and its planning trigger have to be re-cut. And the old EAD has to be closed as superseded, not simply dropped.

If your team has ever inherited an AD file and had to reverse-engineer why a task was scoped the way it was — this is why.

We walk the whole AD lifecycle, decision by decision, in the Part-M & Part-CAMO Specialisation course. Link in the first comment.

18/09/2026

Here's a scenario most Part-145 organisations will recognise.

A component turns up with a Certificate of Conformity rather than an EASA Form 1. Three pallets waiting behind it, shift ending in forty minutes. The person deciding what to do next is a logistics officer — and that decision is a compliance decision.

It's called the CoC trap, and it's one of the easier ways an unairworthy part gets through the door.

Incoming inspection is the first real airworthiness gate: correct component classification, EASA Form 1 Block 12 read properly for AD and SB status, back-to-birth traceability on life-limited parts, ESDS handling at grounded workstations, and a quarantine process that actually gets triggered.

Our EASA Part-145 Stores Incoming Inspection course covers all of it against 145.A.42, 145.A.25 and 145.A.30 — 2 hours, self-paced, certificate on completion. €130 per person, with group rates for whole stores teams.

Enrolment link in the first comment.

Address

Senglea

Opening Hours

Monday 09:00 - 16:30
Tuesday 09:00 - 16:30
Wednesday 09:00 - 16:30
Thursday 09:00 - 16:30
Friday 09:00 - 16:30

Telephone

+35679093261

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