RAVEN Aerospace Learning Experience Platform

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

Saturday one for the engineers.EWIS damage almost never announces itself. There is no fault message for a chafed bundle ...
05/09/2026

Saturday one for the engineers.

EWIS damage almost never announces itself. There is no fault message for a chafed bundle — the wiring degrades quietly and then something downstream fails loudly.

Five things trained EWIS inspectors look for:

Chafing where a bundle crosses structure (check the protective sleeve, not the wire).
Contamination — fluid, lint and metal shavings turning a harmless bundle into a conductive one.
Bend radius violations at connectors, usually after a rushed reinstallation.
Improper repairs, including splices that were never in the approved data.
Clamps and ties carrying loads they were never specified for.

This is straight out of our EWIS Target Groups 1 & 2 course, which covers the certifying staff and technician syllabus properly.

Link in the first comment if you want the full thing.

A question for the flight ops people here.If an inspector asked today, could you produce the evidence file for your EFB ...
03/09/2026

A question for the flight ops people here.

If an inspector asked today, could you produce the evidence file for your EFB programme? Not the tablet — the paperwork. Software authorisation, the loss-of-EFB risk assessment, crew training records for that exact configuration, the process for a failed database revision, and the named EFB Administrator in your exposition.

When those answers live in one person's head, you do not really have a programme yet.

So we built a free 2-page EFB Compliance Evidence Checklist covering the document set an EFB Administrator should be able to hand over on request. Useful whether you are setting a programme up or auditing one you inherited.

Link in the first comment.

Quick one for anyone working in or around a Part-145 organisation.Most people learn Part-145 as a stack of forms — the t...
31/08/2026

Quick one for anyone working in or around a Part-145 organisation.

Most people learn Part-145 as a stack of forms — the tech log, the worksheet, the release. Very few get taught it as a system of accountability, which is what it actually is.

Five links hold that system together: the Approval, the Exposition, Certifying Staff, Maintenance Data, and the Certificate of Release to Service. Break any one of them and you are looking at unapproved work.

We built a familiarisation course that walks through all five properly — scenario-based, done at your own pace, no travel involved.

Link in the first comment if it is useful to you or your team.

Recurrent training that repeats the same four scenarios every cycle isn't building resilience. It's building familiarity...
29/08/2026

Recurrent training that repeats the same four scenarios every cycle isn't building resilience. It's building familiarity with four scenarios.

Evidence Based Training flips that. Instead of rehearsing a fixed list of failures, you train and assess against the competencies that actually predict crew performance — and you use your own operational data to decide where the time goes.

Our Implementing Evidence Based Training course walks through it properly: the ICAO competency framework, grading, instructor calibration, and how to build an EBT programme your authority will approve.

Built for training managers, course designers, and the pilots doing the implementation work.

Enrol via the link in the first comment. 👇

Here's a question that catches out a lot of maintenance organisations at audit: can you show, on paper, why each person ...
26/08/2026

Here's a question that catches out a lot of maintenance organisations at audit: can you show, on paper, why each person on your team was assigned Fuel Tank Safety Phase 1 rather than Phase 2?

Most teams have done the training. Far fewer can evidence the reasoning behind it — or prove that contract staff and recurrency were tracked at all.

So we put together a two-page Fuel Tank Safety Training Evidence Checklist. It walks through role mapping, phase assignment, recurrency and record retention — the four areas where findings genuinely come from.

Free to download, no purchase needed. Link in the first comment. 👇

EASA's first ReFuelEU Annual Technical Report is worth an hour of anyone's time if you work near aviation fuel.The line ...
25/08/2026

EASA's first ReFuelEU Annual Technical Report is worth an hour of anyone's time if you work near aviation fuel.

The line that stopped us: 25 suppliers delivered SAF to 33 EU airports across 12 Member States — and just five Member States accounted for 99% of the volume.

The mandate applies everywhere. The supply doesn't.

That's going to make for some awkward conversations about allocation, cost and reporting over the next couple of years — and not only in the sustainability team.

If you want the policy architecture behind it, our Aviations' Sustainable Future course is free. Link in the first comment. 👇

Source: EASA, ReFuelEU Aviation Annual Technical Report 2025 (22 Oct 2025).

A question for the compliance folks: could you explain the difference between an Implementing Rule and an AMC without lo...
24/08/2026

A question for the compliance folks: could you explain the difference between an Implementing Rule and an AMC without looking it up?

It matters more than it sounds.

Regulation (EU) 2018/1139 — the Basic Regulation — sets the essential requirements. Implementing Rules make them binding. AMC is EASA's accepted route to compliance, not the only one. And AltMoC lets you propose your own, subject to authority approval.

Teams that miss this distinction end up writing procedures they never needed — then defending them in every audit for years.

We've turned the whole hierarchy into a carousel. It's a slice of our Basic Regulation course.

A question for training managers: what share of your recurrent training budget goes on hotels, flights and per diems rat...
22/08/2026

A question for training managers: what share of your recurrent training budget goes on hotels, flights and per diems rather than on the training itself?

For most operators still running classroom recurrent, it's the larger share. And it repeats every cycle, for content that often hasn't changed in years.

There's another cost that rarely makes the spreadsheet — the rostering gap. Every person in a classroom is a person not on the line.

We build custom eLearning directly from your own manuals. Your procedures, your fleet, your aircraft types. Scenario-based Synthesia video, interactive assessment, and completion records your auditor can pull on demand. Not an off-the-shelf course with your logo on the cover.

Staff complete it around the roster. No classroom booking, no travel, no gap.

If you've been meaning to digitise a recurrent course and it keeps slipping down the list, it's worth a conversation. Link in the comments 👇

19/08/2026

A question for anyone who has ever inherited an MEL: was it customised, or was it the MMEL with your operator name on the front?

It's a more common situation than people admit, and it surfaces in the same four ways:

→ (O) and (M) procedures referenced in the document but never written for your fleet and bases
→ Rectification interval extensions applied without the approved procedure behind them
→ Items kept for equipment your aircraft configuration doesn't actually have
→ Dispatch conditions that assume spares your line stations don't hold

AMC1 ORO.GEN.110(e) expects the people who use and customise the MEL to be trained on it — but MEL knowledge is usually passed down informally from whoever handled it last.

Our Minimum Equipment List Customisation course walks through the CS-MMEL relationship, the customisation process, writing (O) and (M) procedures, and how rectification intervals and extensions work in practice. Asynchronous, so staff fit it around the roster.

Course link in the comments 👇

A quiet regulatory update that maintenance organisations should not file under "CAMO problem".On 6 July 2026, EASA publi...
18/08/2026

A quiet regulatory update that maintenance organisations should not file under "CAMO problem".

On 6 July 2026, EASA published ED Decision 2026/005/R. It amends AMC and Guidance Material across Part-145 (now Issue 2, Amendment 9), Part-M, Part-ML, Part-CAMO, Part-CAO and Part 21 — supporting Regulations (EU) 2026/100 and 2026/56.

Two areas matter most for Part-145:

→ The airworthiness review process and the import of aircraft from other regulatory systems
→ Alignment with Regulation (EU) No 376/2014 on occurrence reporting, which touches your 145.A.60 obligations

Here's the practical point. An airworthiness review is only ever as good as the maintenance records, release certificates and occurrence reports behind it — and those are produced in the hangar, not the CAMO office.

Guidance material doesn't come with a deadline. It comes with an auditor who has already read it.

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